Misplaced Pages

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87-576: The line was built on the standard gauge and was 5 miles 20 chains in length. It opened on 1 September 1883, and was worked by the GWR, which soon absorbed it. It was never commercially successful, and it closed on 1 January 1917. The Forest of Dean was rich in minerals, in particular coal and iron, and some tin and stone. Mineral extraction had been practised for centuries, and the Free Miners had certain exclusive rights. However this militated against

174-649: A country (for example, 1,440 mm or 4 ft  8 + 11 ⁄ 16  in to 1,445 mm or 4 ft  8 + 7 ⁄ 8  in in France). The first tracks in Austria and in the Netherlands had other gauges ( 1,000 mm or 3 ft  3 + 3 ⁄ 8  in in Austria for the Donau Moldau line and 1,945 mm or 6 ft  4 + 9 ⁄ 16  in in

261-475: A deep rock cutting the line crosses the Staunton Road Valley – three miles from Coleford – on a high embankment, which is carried over the highway below by a handsome stone bridge of great size and strength. For nearly a mile further the line winds along the hillside, through several cuttings and a short tunnel, till the village of Upper Redbrook comes in sight for a moment, when it quickly bends to

348-539: A halt there. The company decided against conversion of the Monmouth Railway, and in 1861 built a connecting line from its Monmouth station to an interchange wharf at Wyesham , leaving the Monmouth Railway unaltered. The mineral traffic was not as lucrative as had been hoped, and the company struggled financially, and in 1861 leased its line to the West Midland Railway, which had been formed by

435-474: A hoped-for through trunk route. Construction of the line at the western end from Usk to Little Mill was comparatively simple in engineering terms; the December 1854 forecast was long forgotten, but the line from Usk to Little Mill opened for traffic on 2 June 1856. The Newport, Abergavenny and Hereford Railway worked the line. The eastern section posed more problems, with tunnels at Usk and Monmouth, and

522-506: A large river bridge at Monmouth. Nevertheless, on 12 October 1857 the line was complete as far as the Troy station at Monmouth. From that date the company worked its own trains, using two locomotives hired in from the Newport, Abergavenny and Hereford Railway. The line was single track, with intermediate stations at Usk, Llandenny and Dingestow. The tunnels had been built for double track. There

609-533: A level of over 450 feet below that of Coleford station... The line is [next] carried across the upper end of the Whitecliff Valley on a high embankment, crossing the Newland Street on a high single-span skew bridge of stone or brick. The Coleford Gas Works adjoins this bank on the right... A rapid curve on the bank then quickly carries the line directly away from the town. For another quarter of

696-465: A mile the line is carried along the hillside in a direction parallel to the Redbrook Road, but high above it... On the left are here seen some old lime kilns and ironworks... The line then curves into a short tunnel, cut through solid mountain limestone, and emerges into a deep cutting... An immense quarry lies above this cutting on the right, which has been excavated to supply stone for burning in

783-423: A mile, when, with a sharp turn to the right, it sweeps rapidly round through a deep cutting and under a handsome little stone bridge, and suddenly brings into view the picturesque village of Newland... Less than half a mile further on the line, after having been carried down the hillside on a long embankment, enters by a sharp curve another deep cutting conducting it into a tunnel 280 yards long, which carries it under

870-703: A railway connection: the Monmouth Railway had joined it to some scattered pits to the east of the town, and connected to a terminus at May Hill, near Monmouth. However the Monmouth Railway was a 3ft 6in gauge horse-operated plateway, and by the 1850s it was technologically obsolescent and commercially moribund. The new railway would acquire the Coleford Railway and use some of the trackbed for its own new line. The Coleford, Monmouth, Usk and Pontypool Railway Act 1853 ( 16 & 17 Vict. c. ccxvii) secured royal assent on 20 August 1853. The railway

957-561: A series of other initiatives. A number of short tramways were built to connect individual mines to onward transport, and in 1810 the Monmouth Railway was authorised the Monmouth Railway Act 1810 ( 50 Geo. 3 . c. cxxiii) to build a plateway between mines east of Coleford and May Hill at Monmouth. Powers were given to cross the River Wye at Monmouth and at Redbrook , although these were never taken up. The Monmouth Railway

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1044-417: A solitary lamp. However the trial demonstrated that little stimulus had been given to passenger business, and from 7 February 1955 the train service reverted to the former level of frequency. British Railways announced now that the passenger service was to be discontinued, and politicians locally accused them of providing too frequent a train service during the trial period. Nevertheless, it was announced that

1131-510: A standard gauge of 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ), and those in Ireland to a new standard gauge of 5 ft 3 in ( 1,600 mm ). In Great Britain, Stephenson's gauge was chosen on the grounds that existing lines of this gauge were eight times longer than those of the rival 7 ft or 2,134 mm (later 7 ft  1 ⁄ 4  in or 2,140 mm ) gauge adopted principally by

1218-423: A time-consuming and expensive process. The result was the adoption throughout a large part of the world of a "standard gauge" of 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ), allowing interconnectivity and interoperability. A popular legend that has circulated since at least 1937 traces the origin of the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge even further back than

1305-766: Is currently operated by the Ghana Railway Company Limited . Kojokrom-Sekondi Railway Line (The Kojokrom-Sekondi line is a branch line that joins the Western Railway Line at Kojokrom ) Indian nationwide rail system ( Indian Railways ) uses 1,676 mm ( 5 ft 6 in ) broad gauge. 96% of the broad gauge network is electrified. The railway tracks of Java and Sumatra use 1,067 mm ( 3 ft 6 in ). Planned and under construction high-speed railways to use 1,668 mm ( 5 ft  5 + 21 ⁄ 32  in ) to maintain interoperability with

1392-480: Is defined in U.S. customary / Imperial units as exactly "four feet eight and one half inches", which is equivalent to 1,435.1   mm. As railways developed and expanded, one of the key issues was the track gauge (the distance, or width, between the inner sides of the rails) to be used. Different railways used different gauges, and where rails of different gauge met – a " gauge break " – loads had to be unloaded from one set of rail cars and reloaded onto another,

1479-519: Is seen some 70 or 80 feet below, steadily rising as it approaches the hamlet of Wyesham, where the falling gradient of the Coleford Railway brings that line to the same level as its neighbour. The rails then converge, and the remaining distance to Monmouth – which town is seen in front about a mile distant – is traversed on the rails previously used only by the Wye Valley Railway trains. The passenger service consisted of two trains each way in

1566-571: Is the most widely used track gauge around the world, with about 55% of the lines in the world using it. All high-speed rail lines use standard gauge except those in Russia , Finland , Uzbekistan , and some line sections in Spain . The distance between the inside edges of the rails is defined to be 1,435 mm except in the United States, Canada, and on some heritage British lines, where it

1653-608: The Liverpool and Manchester Railway , authorised in 1826 and opened 30 September 1830. The extra half inch was not regarded at first as very significant, and some early trains ran on both gauges daily without compromising safety. The success of this project led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Thus the 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) gauge became widespread and dominant in Britain. Robert

1740-584: The Severn and Wye Railway had its main line not far to the east, although difficult terrain intervened. The Severn and Wye Company submitted a parliamentary bill in the 1872 session to convert its Milkwall Tramway to railway operation and extend it to Coleford. At the same time a nominally independent group, in fact sponsored by the Great Western Railway, proposed a branch line from the Wye Valley Railway at Wyesham to Coleford. The GWR already owned

1827-596: The CMU&;PR decided to build the river bridge at Monmouth (itself an expensive undertaking) but to make an interchange with the Monmouth Railway at Wyesham, transshipping there, but not proceeding further. The bridge and extension to Wyesham were opened on 1 July 1861. Meanwhile, the Newport, Abergavenny and Hereford Railway was collaborating with neighbouring concerns, and on 1 July 1860 the West Midland Railway Act 1860 ( 23 & 24 Vict. c. lxxxi)

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1914-546: The CMU&PR system in operation until complete closure in 1993. On 2 January 1854 the Newport, Abergavenny and Hereford Railway opened its main line. It was a north–south trunk route from Hereford , in fact connecting with the Monmouthshire Railway and Canal Company near Pontypool for the final approach to Newport . It was observed that an extensive and productive agricultural region lay nearby, east of

2001-525: The Forest of Dean to Newent, continuing to join the Worcester and Hereford line at Great Malvern. Acts of Parliament of 1863 and 1864 authorised the undertaking. This moderately long new line gained considerable support, but the financial depression following the failure of the banking firm of Overend, Gurney and Company in 1866 resulted in a complete inability to raise money for railway schemes, and in 1868

2088-403: The Forest of Dean to the ironworks of Nantyglo, Ebbw Vale, and Dowlais. The company planned to acquire the portion of the Monmouth Railway between Coleford and Monmouth, and convert it to edge railway operation. The Coleford, Monmouth, Usk and Pontypool Railway Act 1853 ( 16 & 17 Vict. c. ccxvii) secured royal assent on 20 August 1853. Construction at the west end took place promptly, and

2175-455: The Forest of Dean to the ironworks of South Wales, by connecting to the Newport, Abergavenny and Hereford Railway at Little Mill Junction. The NAHR made the onward connection over its Taff Vale Extension line. The CMU&PR intended to acquire the Monmouth Railway , actually a horse-operated plateway , and convert it to locomotive operation. The CMU&PR completed its own line from Little Mill to Monmouth, but financial difficulties forced

2262-533: The Great Western Railway and worked by it. Independence was an illusion, and the concern was vested in the Great Western Railway from 1 July 1884, ratified by an act of Parliament, the Great Western Railway (No. 1) Act 1884 ( 47 & 48 Vict. c. ccxxxv) of 7 August 1884. Arrowsmith gave a detailed description of the line: This railway has been constructed to provide direct connection by rail between Coleford and Monmouth... [Coleford] station forms

2349-526: The Great Western Railway in 1863. The Wye Valley Railway had opened on 1 November 1876, from a junction with the Great Western Railway main line near Chepstow, to Monmouth Troy. In fact the Monmouth termination was at Wyesham, at the end of the Coleford, Monmouth, Usk and Pontypool Railway line, now an integral part of the GWR system. Wyesham was not a junction at this stage, merely an interchange point with

2436-840: The Great Western Railway. It allowed the broad-gauge companies in Great Britain to continue with their tracks and expand their networks within the "Limits of Deviation" and the exceptions defined in the Act. After an intervening period of mixed-gauge operation (tracks were laid with three rails), the Great Western Railway finally completed the conversion of its network to standard gauge in 1892. In North East England, some early lines in colliery ( coal mining ) areas were 4 ft 8 in ( 1,422 mm ), while in Scotland some early lines were 4 ft 6 in ( 1,372 mm ). The British gauges converged starting from 1846 as

2523-660: The Monmouth to Coleford Branch, written at the time of opening , in Thomas B Peacock, Musing on Railways, Four Essays, 1948, T B Peacock Standard gauge A standard-gauge railway is a railway with a track gauge of 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ). The standard gauge is also called Stephenson gauge (after George Stephenson ), international gauge , UIC gauge , uniform gauge , normal gauge in Europe, and SGR in East Africa. It

2610-515: The NA&;HR route and the idea formed that a line from Monmouth through Raglan and Usk would be advantageous. Building on that notion, attention was drawn to Coleford, considered one of the most important mineral-producing locations in the Forest of Dean. A railway line connecting Coleford through Monmouth to Pontypool would be able to convey iron ore and coal to the smelters of South Wales, specifically to Nantyglo . The ironmaster Crawshay Bailey

2697-647: The Netherlands for the Hollandsche IJzeren Spoorweg-Maatschappij ), but for interoperability reasons (the first rail service between Paris and Berlin began in 1849, first Chaix timetable) Germany adopted standard gauges, as did most other European countries. The modern method of measuring rail gauge was agreed in the first Berne rail convention of 1886. Several lines were initially built as standard gauge but were later converted to another gauge for cost or for compatibility reasons. 2,295 km (1,426 mi) Victoria built

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2784-468: The Newport, Abergavenny and Hereford Railway. The construction had been expensive, and the company reconsidered the likely cost of the conversion of the Monmouth Railway. As a 3 ft 6in gauge horse-operated plateway, there were numerous sharp curves, unsuitable for locomotive operation, and the tunnel was of a small profile. The plateway permanent way would have required conversion for full railway operation with locomotives. After considerable deliberation

2871-550: The River Wye at Monmouth. It opened on 1 September 1883, and trains ran through to the Troy station. The CMU&PR was leased to the GWR and worked by it, and in time it was clear that the nominal independence achieved nothing. Negotiations were opened with the GWR with a view to absorption by that company, and this took effect from 1 January 1887. The arrangement had been authorised by an act of Parliament of 1881. For many years

2958-519: The Ross and Monmouth company completed a bridge over the River Wye. When this was ready, the line was extended to enter the CMU&PR station, Troy, on 1 May 1874. May Hill station was more convenient for Monmouth town centre than Troy and was retained. Local interests put forward the idea of a railway following the lower Wye Valley, and connecting Monmouth to Chepstow, on the River Severn. A scheme

3045-645: The advantages of equipment interchange became increasingly apparent. By the 1890s, the entire network was converted to standard gauge. The Royal Commission made no comment about small lines narrower than standard gauge (to be called "narrow gauge"), such as the Ffestiniog Railway . Thus it permitted a future multiplicity of narrow gauges in the UK. It also made no comments about future gauges in British colonies, which allowed various gauges to be adopted across

3132-483: The coal mines of County Durham . He favoured 4 ft 8 in ( 1,422 mm ) for wagonways in Northumberland and Durham , and used it on his Killingworth line. The Hetton and Springwell wagonways also used this gauge. Stephenson's Stockton and Darlington railway (S&DR) was built primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees . Opening in 1825,

3219-493: The coalfields of northern England, pointing to the evidence of rutted roads marked by chariot wheels dating from the Roman Empire . Snopes categorised this legend as "false", but commented that it "is perhaps more fairly labeled as 'Partly true, but for trivial and unremarkable reasons. ' " The historical tendency to place the wheels of horse-drawn vehicles around 5 ft ( 1,524 mm ) apart probably derives from

3306-534: The colonies. Parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. The American gauges converged, as the advantages of equipment interchange became increasingly apparent. Notably, all the 5 ft ( 1,524 mm ) broad gauge track in the South was converted to "almost standard" gauge 4 ft 9 in ( 1,448 mm ) over

3393-455: The company decided to cross the River Wye—in itself an expensive operation—and form an interchange point at Wyesham Wharf. The Monmouth Railway would continue in operation as a plateway, and minerals brought to Wyesham would be transshipped there to wagons on the CMU&PR. This arrangement was completed on 1 July 1861. The portion of the Monmouth Railway from Coleford to Monmouth (May Hill)

3480-416: The conversion of the Monmouth Railway, and the matter remained unchanged: the portion of the Monmouth Railway west of Coleford was the (leasehold) property of the West Midland Railway but the whole Monmouth Railway concern continued to be run by its own managers, with whatever traffic was available being interchanged (and physically transshipped) at Wyesham. The West Midland Railway was itself amalgamated with

3567-459: The course of two days beginning on 31 May 1886. See Track gauge in the United States . In continental Europe, France and Belgium adopted a 1,500 mm ( 4 ft  11 + 1 ⁄ 16  in ) gauge (measured between the midpoints of each rail's profile ) for their early railways. The gauge between the interior edges of the rails (the measurement adopted from 1844) differed slightly between countries, and even between networks within

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3654-740: The first railways to the 5 ft 3 in ( 1,600 mm ) Irish broad gauge. New South Wales then built to the standard gauge, so trains had to stop on the border and passengers transferred, which was only rectified in the 1960s. Queensland still runs on a narrow gauge but there is a standard gauge line from NSW to Brisbane. NMBS/SNCB 3,619 km (2,249 mi) Brussels Metro 40 km (25 mi) Trams in Brussels 140 km (87 mi) 1,032 km (641 mi) The Toronto Transit Commission uses 4 ft  10 + 7 ⁄ 8  in ( 1,495 mm ) gauge on its streetcar and subway lines. Takoradi to Sekondi Route,

3741-415: The heavy bank over this road; while on the right a relic of the humble tramway – predecessor of this railway – is seen in the shape of the little bridge which carried its rails across the road at a point higher up the valley. The railway after passing up this embankment – which is about a mile from Coleford station – cuts off a corner of Bircham Wood, and continues its course along the hillside for another half

3828-429: The initial gauge of 4 ft 8 in ( 1,422 mm ) was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made, debuting around 1850, to the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge. The historic Mount Washington Cog Railway ,

3915-433: The involvement of larger external companies and modernisation and industrialisation were discouraged. Coupled with the poor communications in the Forest before the advent of modern railways, this led to high costs and poor competitiveness. Coleford was an important location as a focal point for western access to the minerals of the Forest of Dean. However the construction of the Coleford Railway, from Monmouth, came late after

4002-413: The line from Little Mill to Usk opened for traffic on 2 June 1856. The Newport, Abergavenny and Hereford Railway worked the line. The eastern section posed more problems, with tunnels at Usk and Monmouth, and a large river bridge at Monmouth. On 12 October 1857 the line was completed as far as the Troy station at Monmouth. From that date the company worked its own trains, using two locomotives hired in from

4089-506: The line terminated at Redbrook, adjacent to the River Wye, and at May Hill, on the east side of the Wye at Monmouth. A group of promoters formulated a plan to build what became the Coleford, Monmouth, Usk and Pontypool Railway (CMU&PR); it was to run from Coleford through Monmouth to near Pontypool, joining the Newport, Abergavenny and Hereford Railway at Little Mill. This would give a more convenient railway connection for mineral traffic from

4176-424: The line, and there was comparatively little long-distance traffic. As part of the country's preparation for war, in 1938 a Royal Ordnance Factory was established at Glascoed, between Little Mill and Usk. Construction workers were conveyed to the location by railway, and it opened as ROF Glascoed on 6 October 1940. In 1953 British Railways , as successor to the Great Western Railway, made it clear that closure of

4263-554: The merger of the Newport, Abergavenny and Hereford Railway with other lines, and the West Midland Company itself soon amalgamated with the Great Western Railway, taking the CMU&PR lease with it. The line was never busy, and passenger services were withdrawn in 1955. A limited goods service was retained for a period at Usk, and it was only the Royal Ordnance Factory at Glascoed that kept part of

4350-452: The morning, and two in the afternoon Mondays to Fridays, some of these running as mixed trains. The journey took around 20 minutes using four-wheeled carriages. The Severn and Wye Railway station at Coleford had been opened in 1875. The two stations, of the Severn and Wye and the Coleford Railway, were adjacent and there were shared sidings for the transfer of goods wagons, but through running

4437-610: The necessary sidings, lies on the right of the passenger station. The road from Newland to Redbrook is close to the railway at this point, and below the station is met by two roads from Staunton on the right, which cross the railway by a level crossing opposite the Cherry Orchard Farm. From the station the line makes a bold curve to the left and enters the Upper Redbrook Valley, the right slope of which it now follows for some distance. After winding through

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4524-400: The numerous lime kilns formerly worked here, many of which are still standing, but now cold and deserted... [Now] winding through a short cutting in clay and white limestone, the line comes abruptly upon a high embankment which carries it by a short curve across an arm of the Whitecliff Valley, down which runs the old road from Newland to Coleford. A long massive bridge of stone and brick carries

4611-607: The old 4 ft ( 1,219 mm ) plateway was relaid to 5 ft ( 1,524 mm ) so that Blenkinsop's engine could be used. Others were 4 ft 4 in ( 1,321 mm ) (in Beamish ) or 4 ft  7 + 1 ⁄ 2  in ( 1,410 mm ) (in Bigges Main (in Wallsend ), Kenton , and Coxlodge ). English railway pioneer George Stephenson spent much of his early engineering career working for

4698-414: The passenger service was being considered. Public opinion generated considerable opposition, and it as agreed that a six-month trial of an enhanced service would be made. 11 trains were run in each direction, and a range of cheap through tickets were offered. On 14 June 1954 a new halt was opened, at Cefntilla. The platform was less than 16 feet in length, with no ramps, and only a nameboard a safety rail, and

4785-473: The passenger service would be discontinued on 13 June 1955. A national strike was called by the Associated Society of Locomotive Engineers and Firemen (ASLEF) from 28 May 1955, effective until after the intended closure date of the service. No trains actually ran from the first day of the strike. The section of route between Little Mill and Usk was retained for goods trains. On 12 October 1957

4872-400: The plateway line of the Monmouth Railway. Wye Valley Railway trains gained access to Monmouth Troy station using the stub of the CMU&PR line, and crossed the River Wye using that company's viaduct. The primitive technology of the Monmouth Railway was a source of continuing frustration to its users, and in 1870 definite steps were taken towards providing a modern railway to the town. In fact

4959-487: The portion of the former Monmouth Railway as far as Coleford, and now the Coleford Railway would convert it to modern standards. Both the Severn and Wye Railway and the Coleford Railway schemes were authorised on the same day: the Coleford Railway was thus incorporated by an act of Parliament, the Coleford Railway Act 1872 ( 35 & 36 Vict. c. cxx) of 18 July 1872, with authorised capital of £66,000. It

5046-405: The project was reduced to construction between Monmouth and Coleford only. The scheme was renamed the Coleford Railway. It purchased the Monmouth Railway and built its line in part on the formation of the Monmouth line, although the sharp curves that were acceptable for tramroad operation had to be smoothed out. The Coleford Railway joined the Wye Valley Railway at Wyesham Junction, a little east of

5133-436: The rails is better, thus the minimum distance between the wheels (and, by extension, the inside faces of the rail heads ) was the important one. A standard gauge for horse railways never existed, but rough groupings were used; in the north of England none was less than 4 ft ( 1,219 mm ). Wylam colliery's system, built before 1763, was 5 ft ( 1,524 mm ), as was John Blenkinsop 's Middleton Railway ;

5220-434: The rails were taken to France in connection with the exigencies of World War I . Whitecliff Quarry continued to be productive, and its output was conveyed over 71 chains of the Coleford branch, and through the sidings at Coleford, requiring four reversals, and on to the former Severn and Wye system. After the main railway operations had ceased, the tunnel at Newland was taken over for the cultivation of mushrooms. Ammunition

5307-411: The rest of the network. All other railways use 1,668 mm ( 5 ft  5 + 21 ⁄ 32  in ) ( broad gauge ) and/or 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) metre gauge . BLS , Rigi Railways (rack railway) 449 km Several states in the United States had laws requiring road vehicles to have a consistent gauge to allow them to follow ruts in

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5394-469: The ridge which here separates the Upper Redbrook Valley from the Whitecliff Valley. After a short run through a red loam cutting the line enters the next station – Newland – two and a quarter miles from Coleford. Here the railway widens into a 'double line', to allow up and down trains to pass each other, and two platforms are provided. The booking offices, waiting shed and goods shed are small shapely structures, neatly built in Forest stone. A goods yard, with

5481-491: The right through a deep cutting in old red sandstone, and enters a curved tunnel about 270 yards long, the other end of which is in the Wye Valley. On leaving the tunnel, the line being at a great height above the river, the beautiful valley of the Wye is seen to great advantage. As the line continues its course toward Monmouth – closely hugging the hillside and gradually falling in level – the railway from Chepstow to Monmouth

5568-470: The road. Those gauges were similar to railway standard gauge. Coleford, Monmouth, Usk and Pontypool Railway (Lease, %26c.) Act 1861 The Coleford, Monmouth, Usk & Pontypool Railway (CMU&PR) was a standard gauge railway of 16 miles (26 km) which ran from Monmouth to Little Mill , near Pontypool in Monmouthshire , Wales. It was intended to convey the mineral products of

5655-425: The sharp curves that were unsuitable for main line railway operation. The railway included four tunnels over its route, but there was only one intermediate station, at Newland . The process of conversion was not rapid, and it was not until 1 September 1883 that the branch opened for traffic. It was worked by the GWR from the outset. The Coleford Railway was a small and unprofitable company that had been sponsored by

5742-492: The term "narrow gauge" for gauges less than standard did not arise for many years, until the first such locomotive-hauled passenger railway, the Ffestiniog Railway , was built. In 1845, in the United Kingdom of Great Britain and Ireland , a Royal Commission on Railway Gauges reported in favour of a standard gauge. The subsequent Gauge Act ruled that new passenger-carrying railways in Great Britain should be built to

5829-433: The terminus of the Coleford Railway, and adjoins the station of the Severn and Wye Railway, but is not at present connected therewith. Starting from this point the new line immediately passes under a peculiar iron girder bridge, which carries the public road from Coleford to Lydney over it. From this bridge the line inclines downwards, and continues to do so more or less sharply throughout its length, reaching at its other end

5916-668: The train service had consisted of four or five passenger trains each way; generally these ran through from Ross to Pontypool Road. After 1918 the GWR introduced auto-trains on the line, and through running across Monmouth was largely discontinued. A Sunday service was introduced by 1938. Although May Hill station at Monmouth was recognised as being much more convenient for the town centre, trains from Pontypool Road to Monmouth did not continue to that point, even though auto-trains could easily have reversed there and returned to Troy. (After nationalisation some services made this move for schoolchildren.) One, or later two, goods trains daily sufficed on

6003-640: The transportation of limestone until 1967, after which date there was no railway activity on the line. The signal box and goods shed at the GWR station at Coleford has been converted into a museum dedicated to the railways of the Forest of Dean and the Great Western Railway: see Coleford Great Western Railway Museum . The line descended without a break from Coleford to Monmouth; typical gradients were 1 in 42 with only short sections of more moderate gradient. Map in F W Arrowsmith, A Description of

6090-640: The uncompleted Worcester and Hereford Railway, in forming a through route to the industrial areas of the West Midlands. It was decided to amalgamate, and on 1 July 1860 the West Midland Railway Act 1860 ( 23 & 24 Vict. c. lxxxi) was passed forming the West Midland Railway from the three companies. The West Midland Railway was now a formidable player in railway politics, having access at its southern and northern ends to mineral resources and to industrial areas requiring those resources. It

6177-479: The width needed to fit a carthorse in between the shafts. Research, however, has been undertaken to support the hypothesis that "the origin of the standard gauge of the railway might result from an interval of wheel ruts of prehistoric ancient carriages". In addition, while road-travelling vehicles are typically measured from the outermost portions of the wheel rims, it became apparent that for vehicles travelling on rails, having main wheel flanges that fit inside

6264-426: The world's first mountain -climbing rack railway , is still in operation in the 21st century, and has used the earlier 4 ft 8 in ( 1,422 mm ) gauge since its inauguration in 1868. George Stephenson introduced the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge (including a belated extra 1 ⁄ 2  in (13 mm) of free movement to reduce binding on curves ) for

6351-399: Was a "small junction station" at Little Mill, and at Raglan trains stopped at a place called Raglan Footpath "from an early date"; they also called at Raglan Road level crossing. The CMU&PR now took stock of the situation; continuing to Coleford would involve converting the Monmouth Railway by relaying the track (which was a plateway ), and enlarging its tunnel. After much consideration

6438-451: Was a natural sponsor for the Coleford, Monmouth, Usk and Pontypool railway, and the smaller concern was leased to the West Midland Railway under the Coleford, Monmouth, Usk and Pontypool (Lease, &c.) Act 1861 ( 24 & 25 Vict. c. cxcvii) passed on 22 July. It was effective from 1 July 1861. The first year lease charge was £4,680 but that rose progressively, and from the tenth year

6525-483: Was a prime mover in bringing the idea to fruition; it took shape as the Coleford, Monmouth, Usk and Pontypool Railway . The proposed railway would, it was claimed, offer the most direct route for the lucrative coal traffic between South Wales and London. The line could form a junction with the Newport, Abergavenny and Hereford Railway near Little Mill, two miles north of Pontypool Road station. Coleford already had

6612-470: Was acquired by the CMU&PR in anticipation of the conversion. When it was decided to leave the line unconverted, it continued to operate under its own management, although owned by the CMU&PR. It exchanged mineral traffic from the pits east of Coleford with the CMU&PR at Wyesham. The Newport, Abergavenny and Hereford Railway had joined forces with the Oxford, Worcester and Wolverhampton Railway and

6699-481: Was authorised by the Wye Valley Railway Act 1866 ( 29 & 30 Vict. c. ccclvii), but the financial crisis frustrated the intentions of proceeding with construction for several years. The Wye Valley Railway Company opened its line on 1 November 1876. At Monmouth it joined the CMU&PR at Wyesham, crossing the Wye by the CMU&PR bridge; trains continued to the Troy station. The Wye Valley Railway

6786-465: Was considered an important step in improving the local economy, and as Ross-on-Wye was only 8 miles from Monmouth, it appeared a natural initiative to connect the two towns by a railway. Local business people promoted a scheme and it became the Ross and Monmouth Railway , opening from Ross-on-Wye to May Hill station at Monmouth on 4 August 1873. May Hill was at first intended as a temporary station only, while

6873-535: Was leased to, and worked by the GWR. The alignment of the Coleford, Monmouth, Usk and Pontypool Railway and the Ross and Monmouth Railway encouraged speculators to plan new through routes from the industrial areas of South Wales to the corresponding areas of the Midlands, and in 1863 the Worcester, Dean Forest and Monmouth Railway was promoted. This company was to adopt the Monmouth Railway and upgrade it to main line railway standards, and extend north-eastwards through

6960-412: Was not possible; in fact a complex backshunt was involved to work vehicles through. On the opening of the Coleford branch, the GWR immediately cancelled through goods rates from Coleford to GWR stations via the Severn and Wye line. Throughout its operating life the line never really fulfilled the hopes expected of it and it was closed on 1 January 1917. Shortly afterwards most of the track was lifted and

7047-579: Was passed forming the West Midland Railway from them. This gave access to mineral resources and to industrial areas requiring them. The Coleford, Monmouth, Usk and Pontypool Railway was already reliant on the CMU&PR, and now on the larger West Midland Railway, and a lease was agreed (for 1,000 years) of the CMU&PR to the West Midland Railway from 1 July 1861; it was ratified by the Coleford, Monmouth, Usk and Pontypool Railway (Lease, &c.) Act 1861 ( 24 & 25 Vict. c. cxcvii) of 22 July 1861. The West Midland Railway had no appetite for proceeding with

7134-533: Was reported to have said that if he had had a second chance to choose a gauge, he would have chosen one wider than 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ). "I would take a few inches more, but a very few". During the " gauge war " with the Great Western Railway , standard gauge was called " narrow gauge ", in contrast to the Great Western's 7 ft  1 ⁄ 4  in ( 2,140 mm ) broad gauge . The modern use of

7221-466: Was stored here during World War II , and Newland station was requisitioned by the Air Ministry as their local headquarters with the signal box becoming the guardroom. In connection with this military presence the two tunnels at Redbrook were also used as ammunition stores after the ends of both structures had been securely bricked up. The line from Whitecliff Quarry to Coleford continued in use for

7308-437: Was to be 22 miles in length, and there was to be a branch at Dixton to give access to Monmouth Gas Works (though this was never built). The estimated cost of construction was £160,000. At the first company meeting later in 1853, the chairman stated that construction would be complete by 1 December 1854. Double track would be provided as necessary, no doubt because of the heavy traffic flows foreseen at this stage, in its role as

7395-565: Was to be 5 miles 20 chains in length. Davis says a second act of Parliament was required in 1875: "An Act of July 18, 1872 authorised the construction of the Coleford Railway from Wyesham to Coleford. These powers were not exercised, and the Coleford Branch was built... under an Act of 1875." The Coleford Railway followed the route of the Monmouth Tramroad for part of its route, but included several deviations to eliminate

7482-424: Was to be a 3 ft 6in gauge plateway, on which ordinary wagons with plain wheels could run. The company would not itself operate trains; it was to be a toll road, taking a toll charge from independent carriers who used it. It opened in stages between 1812 and 1817. There were lengthy branches east of Coleford, serving collieries and pits. West of Coleford there were a tunnel and two rope-worked inclined planes, and

7569-406: Was to be £10,764. In 1863 the West Midland Railway was amalgamated with the Great Western Railway , and the lease of the CMU&PR was adopted by the GWR. Monmouth Troy station became the focus for other, later railways at Monmouth. The Hereford, Ross and Gloucester Railway opened its line on 15 June 1855, connecting Ross-on-Wye with Gloucester and the Great Western Railway network. This

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