South Yorkshire Railway & River Dun Navigation

South Yorkshire Railway

Company type	Railway company
Industry	Rail transport
Predecessor	South Yorkshire, Doncaster and Goole Railway Company
Founded	1847
Defunct	1864
Fate	Merged into Manchester, Sheffield and Lincolnshire Railway
Headquarters	Doncaster , England, United Kingdom
Area served	West Riding of Yorkshire, England
Products	Rail transport services (passenger and coal freight)

The South Yorkshire Railway was a rail enterprise functioning within the West Riding of Yorkshire, England.

Initially launched under the name South Yorkshire Coal Railway in 1845, it was officially founded by the South Yorkshire, Doncaster and Goole Railway Act of 1847 as the South Yorkshire Doncaster and Goole Railway Company. This incorporated authorized routes from the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway located south of Barnsley, along with the River Dun Navigation and the Dearne and Dove Canal systems. The legislation permitted construction of a line stretching from Swinton to Doncaster, including additional branch lines. The initial segment between Swinton and Doncaster commenced operations on 10 November 1849, with full completion achieved during the early 1850s.

In 1850, the company merged with its canal assets to form the South Yorkshire Railway and River Dun Company, commonly referred to simply as the "South Yorkshire Railway".

This railway facilitated substantial coal transport alongside passenger services operating between Barnsley and Doncaster. It also included a branch running from Wombwell to Sheffield through the Blackburn valley, with further extensions beyond Doncaster reaching Thorne and Keadby.

Ultimately, in 1864, the South Yorkshire Railway was incorporated into the Manchester, Sheffield and Lincolnshire Railway.

Background

The original proposal for the "South Yorkshire Coal Railway" in 1845 sought to link the South Yorkshire coalfield with existing and forthcoming railways and canal networks to streamline coal distribution to major markets. However, opposition from both the North Midland Railway and the proposed Manchester, Midland and Great Grimsby Junction Railway resulted in the initial bill's rejection.

After completion of the North Midland line connecting Leeds to Derby via Swinton, there was growing demand for a connecting railway line to Doncaster.

South Yorkshire, Doncaster and Goole Railway (1847–1850)

A renewed bill for the South Yorkshire Coal Railway was presented in 1846 but did not pass; however, a scaled-back version succeeded with the South Yorkshire, Doncaster and Goole Railway Act 1847 (10 & 11 Vict. c. ccxci), which established the South Yorkshire, Doncaster and Goole Railway Company (SYD&GR). This act authorized acquisition of railway segments south of Barnsley from the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway (SRBWH&GR), construction of new lines including a principal route from Doncaster to a junction with the Midland Railway at Swinton, as well as control over the River Dun Navigation and Dearne and Dove Canal. Proposed branches from Mexborough to Rotherham and Worsborough to Penistone were rejected due to opposition. The company’s authorized capital was set at £750,000 divided into £20 shares.

Further parliamentary approvals during sessions in 1847/8 and 1849/50 permitted alterations such as route deviations and extensions through several acts: South Yorkshire, Doncaster, and Goole Railway Act 1848 (11 & 12 Vict. c. lxv), South Yorkshire, Doncaster and Goole Railway (Deviation and Extension of Elsecar Branch) Act 1850 (13 & 14 Vict. c. xxxv), and South Yorkshire Railway and River Dun Company Act 1850 (13 & 14 Vict. c. lvii). To mitigate opposition risks near Doncaster, two separate bills addressing deviations were introduced in 1849.

The formal merger with the Dun and Dearne canal interests took place on 12 April 1850, resulting in the formation of the South Yorkshire Railway and River Dun Company, commonly known as the South Yorkshire Railway regarding its rail operations.

Swinton to Doncaster

Construction on the primary route commenced in October 1847 at the site now known as "Warmsworth Field," where the cutting is located. Although progress faced setbacks, a test journey took place on 29 October 1849 departing from Doncaster's Cherry Tree Lane station, situated at the triangular junction with the Great Northern Railway (GNR). The train consisted of two first-class coaches borrowed from the Midland Railway and an open wagon from the GNR, all propelled by a four-coupled tank engine typically employed for ballasting tasks.

Captain George Wynne, the Board of Trade inspector, granted approval for the Doncaster-Swinton segment on 31 October 1849, despite noting minor divergences from the authorized alignment. Originally planned to open on 3 November, the inauguration was deferred until 16 November 1850. Passenger operations originating in Sheffield were handled by the Midland Railway, linking with their services running from northern locations including Derby, Birmingham, Gloucester, Bristol, and London. At the time of opening, Conisbrough was the sole intermediate stop; Mexborough and Sprotborough stations commenced service on 1 February 1850. The Midland Railway operated trains using its own locomotives and carriages in return for a quarter share of the revenue.

Swinton to Barnsley

The Elsecar branch became operational for mineral transport on 1 March 1850, connecting to the main line at Elsecar junction and serving collieries owned by Earl Fitzwilliam. Coal was dispatched to the GNR for onward shipment through Boston Docks, although there were intentions to move coal via company-controlled lines east of Doncaster.

By 1850, the main line heading north toward Barnsley reached Oldham Bridge (later renamed Aldham), while a branch extending westward to Worsborough also opened that year. The main route continued northwest from Aldham junction to Barnsley Exchange station, which began service on 1 July 1851. Passenger trains running from Doncaster started simultaneously, operated with GNR locomotives and rolling stock since the South Yorkshire Railway (SYR) did not possess passenger carriages.

By 1852, the Worsborough branch terminated at Moor End goods station near Silkstone Common, enhancing access to several additional collieries and boosting freight volumes carried over SYR tracks.

Barnsley to Sheffield

In March 1852, land acquisition was completed to finalize the Barnsley-Sheffield connection; initially, this required a reversal maneuver at . The South Yorkshire Doncaster & Goole Railway (SYD&GR) modified the route originally planned by the Sheffield, Rotherham, Barnsley & West Hartlepool Junction Railway (SRBWH&GR) to serve collieries in Dove Valley lacking rail links at Blacker Main, Platts Common, and Hoyland Common. This change led to abandoning prior work on Birdwell tunnel. The line joined with the Midland Railway near Wincobank, allowing trains access to Sheffield’s Wicker station.

Passenger operations between Barnsley and Sheffield commenced on 9 September 1854 and expanded by November 1855 into a through service connecting Doncaster and Sheffield. These services were run by South Yorkshire Railway using their own engines and carriages. Goods traffic began on 11 September 1854 along a single-track route featuring one passing loop at Westwood station.

The line was extended from Meadowhall to Tinsley in 1861 and reached Woodburn Junction on the Manchester, Sheffield & Lincolnshire Railway (MS&LR) main line near Sheffield Victoria station by 1 August 1864, shortly before the company ceased independent operations. That same year saw the opening of the "Darnall Curve," which linked this route to an east-facing junction on the main line. To alleviate congestion issues, track doubling occurred in 1876 alongside a redesign of Ecclesfield station with staggered platforms connected via a footbridge.

South Yorkshire Railway and River Dun Company (1850–1864)

In 1851, the South Yorkshire Railway and River Dun Company (SYR&RDCo.) petitioned Parliament for permission to lease, sell, or merge with the Great Northern Railway. Although the South Yorkshire Railway and River Dun Company's Transfer Act 1852 (15 & 16 Vict. c. cliii) was enacted, the intended merger was never finalized.

Throughout the 1850s, the company developed a canal-adjacent railway stretching from Doncaster to Thorne. By 1859, passenger routes were operational: Sheffield via Westwood to Wombwell and Barnsley (linking Wakefield and Leeds); Barnsley to Doncaster; and Doncaster to Thorne. Each route offered approximately four daily trains, except for Doncaster-Thorne which had one fewer service.

The South Yorkshire Railway (Sheffield and Thorne) Act 1862 (25 & 26 Vict. c. cxli) along with the South Yorkshire Railway Act 1863 (26 & 27 Vict. c. cxlvi) authorized extending the Barnsley-Sheffield branch to connect with the Manchester, Sheffield and Lincolnshire Railway (MS&LR) Sheffield line, as well as realigning the Thorne route for improved efficiency. New junctions were established linking to the North Eastern Railway’s Hull and Doncaster Railway at Thorne junction (opened in 1869) and connecting with the jointly managed Great Northern and MS&LR West Riding and Grimsby Railway at Stainforth junction near Stainforth and Hatfield station.

The 1863 South Yorkshire Railway Act also allowed acquisition of the Barnsley Coal Railway. Subsequently, under the South Yorkshire Railway Act 1864 (27 & 28 Vict. c. xix), authorization was granted for a branch extending from the Barnsley Coal Railway towards the Midland’s Monk Bretton branch—although this line was never constructed. Later expansions included northern extensions of the Barnsley Coal Railway, facilitated by additional junctions authorized through the Manchester, Sheffield and Lincolnshire Act 1874 (37 & 38 Vict. c. cxxxii).

Doncaster to Thorne and Keadby

During the 1850s, SYR constructed a single-track railway approximately long from Doncaster to Thorne without formal parliamentary approval, running adjacent to canal banks. The route traced the southern bank of the River Don 'Flood Drain' starting at Marsh Lane junction north of Doncaster, passing through Long Sandall, Kirk Sandall, Barnby upon Don, Sand Bramwith, reaching Stainforth, then following the northern bank of the Stainforth and Keadby Canal to Thorne.

The line initially ended at Thorne Waterside railway station ("Thorne Lock"), which was its sole station. Freight services commenced in December 1855; passenger operations began in July 1856 after government safety clearance imposed speed limits (maximum ) and restricted operation to single locomotives due to sharp curves.

An additional segment from Thorne to Keadby was also built without parliamentary consent along SYR-owned canal banks. Opened in September 1859, it featured one intermediate stop at Crowle, with further halts introduced shortly after at Maud's Bridge, Medge Hall, and Godnow Bridge.

In 1860, SYR submitted legislative proposals seeking approval for an extension from Keadby crossing the Trent River. One bill aimed to continue toward the MS&LR near Brigg; another proposed linking via a partly built railway between the Trent and River Ancholme by Charles Winn that connected to MS&LR near Barnetby station—the Trent, Ancholme and Grimsby Railway. SYR also filed a bill for a short Trent crossing connecting to this route.

The Trent, Ancholme, and Grimsby Railway Act 1861 (24 & 25 Vict. c. clvi) authorized construction of the Trent-Ancholme-Grimsby line, while the South Yorkshire Railway Amendment Act 1861 (24 & 25 Vict. c. clxix) sanctioned SYR's brief extension across the Trent to join it. This extension measured long and was financed through an additional £100,000 in share capital alongside £33,333 in loans.

Line straightening and connection to Hull

During the 1861/2 parliamentary session, the company obtained authorization to realign the Doncaster to Thorne route, initiating a branch from Long Sandall Lock and reconnecting near Maude's bridge located east of Thorne.

In the following 1862/3 session, the NER secured approval for a railway extending from its Hull and Selby Line at Staddlethorpe (present-day Gilberdyke) to Thorne. The company negotiated with competitors, including the SYR, who agreed not to contest this legislation; consequently, the Hull and Doncaster Branch received authorization on 23 July 1863. Concurrently, the SYR altered its previously sanctioned plan to straighten the Doncaster-Thorne line.

The newly constructed double-track included a junction linking to a branch of the West Riding and Grimsby Railway, which stretched from Adwick junction near Adwick le Street westwards to Stainforth junction. The Thorne station was relocated nearer to the town centre until the 1864 realignment led to the opening of Thorne South.

Extension of Barnsley to Sheffield line

The 1863 act permitted extending the Blackburn Valley line southwards to connect with the MS&LR’s Sheffield line close to Attercliffe. This route departed from Meadowhall junction, passed beneath the Sheffield and Rotherham line, traversed the River Don, curved southwest along the northern edge of the Sheffield Canal, then crossed it south of Attercliffe to establish a triangular junction with the MS&LR line.

Merger with MS&LR (1864)

Starting in 1861, the Manchester, Sheffield and Lincolnshire Railway (MS&LR) had leased the SYR and granted it access to Sheffield Victoria station. The South Yorkshire Railway and River Dun Transfer Act 1864 (27 & 28 Vict. c. lxxvii), enacted on 23 June 1864, authorized MS&LR to assume control of SYR for a term of 999 years. Under this agreement, MS&LR compensated SYR through dividends and stock interest payments, while sharing half of net earnings after deducting working expenses calculated at 38% of gross revenues.

The South Yorkshire Railway and River Dun Company's Vesting Act 1874 (37 & 38 Vict. c. cxxxi) completed the transfer of all rights and obligations to MS&LR, resulting in SYR's dissolution as an independent company.

Locomotives

SYR No.	Wheel Arr.	Manufacturer	Works No.	Year Built	MSL No.	Withdrawal Year	Remarks
1	0-4-2	BCK		1849	152	1867	Named "Vampire"
2	0-4-2	BCK		1849	153	1867
3	0-4-2	Dodds		1849	154	1871	Named "Fitzwilliam"
4	0-6-0	EBW		1849	155	1894	Named "Wharncliffe"
5	0-4-2	TB		1848	156	1870	Named "Albion"
6	0-6-0	GW	19	1848	157	1869	Formerly Leeds and Thirsk Railway
7	0-6-0	GW	20	1848	158	1870	Formerly Leeds and Thirsk Railway
8	0-6-0	GW	21	1848	159	1893	Formerly Leeds and Thirsk Railway
9	0-6-0	GW	22	1848	160	1871	Formerly Leeds and Thirsk Railway
10	0-6-0	EBW	507	1856	161	1889
11	0-6-0	EBW	508	1856	162	1893
12	0-6-0	EBW	509	1856	163	1888
13	2-4-0	GE		1856	164	1864
14	0-6-0	EBW		1856	165	1889
15	0-6-0	EBW		1856	166	1888
16	0-6-0	EBW		1856	167	1893
17	0-6-0	K	697	1859	168	1877
(18)	0-6-0	(698)|1859|(169)|(1893)|
(19)	0-6-0	(702)|1859|(170)|(1892)|
(20)	0-6-0	|1861|(171)|(1893)|
(21)	0-6-0	(919)|1861|(172)|(1893)|
(22)	0-6-0	|1862|(173)|(1893)|
(23)	0-6-0	(373)|1864|(174)|(1902)|
(24)	0-6-0	(374)|1864|(175)|(1902)|
(25)	0-6-0	(375)|1864|(176)|(1902)|
(26)	0-6-0	(376)|1864|(177)|(1903)|
(27)	0-6-0	(377)|1864|(178)|(1903)|
(28)	0-6-0	(378)|1864|(179)|(1903)|

Abbreviations:

• BCK: Bury, Curtis, and Kennedy
• BP: Beyer, Peacock and Company
• Dodds: Isaac Dodds and Son
• EBW: E. B. Wilson and Company
• GE: George England and Co.
• GW: Gilkes Wilson and Company
• K: Kitson and Company
• SYR: South Yorkshire Railway, Mexborough
• TB: Thwaites Brothers (see Robinson Thwaites)

Current Status of SYR Infrastructure

A combination of factors such as redundant track sections, poorly situated stations, the shutdown of collieries, and other influences has led to the closure or reduction of much of the SYR system. The segments that remain in service are as follows:

• The line from Mexborough to Doncaster, including the reinstatement of the Swinton curve in the late 1980s, which coincided with the reopening of Swinton station.
• The route from Doncaster to Keadby, which has been realigned.
• The stretch between Mexborough Junction and Woodburn Junction (Sheffield), linked through Aldwarke Junction.
• From Quarry Junction (Barnsley) to Barnsley Exchange station.
• The upper portion of the Elsecar Branch, maintained as the Elsecar Heritage Railway, with intentions to extend service to Cortonwood subject to available funding.

Related Topics

• Earl Fitzwilliam's private railway
• Hatfield Colliery landslip