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68-511: The Abbotsbury Railway was a standard gauge railway line which ran in the west of the county of Dorset in England opening in 1885. Although great hopes of mineral traffic drove the original construction of the line, these failed to materialise and after a quiet existence carrying local passengers and agricultural produce, the line closed in 1952. The Southampton and Dorchester Railway opened its line to Dorchester on 1 June 1847. The Company

136-421: A Sundays-only milk train from Portesham to Upwey Junction, calling at 4:21 p.m. (There was no ordinary Sunday train service at this time.) There were dairies close to the line to the north and south. The platform was simply a short timber stage. It does not appear in public timetables, for example Bradshaw July 1938. The Down direction was from Upwey Junction to Abbotsbury. The physical junction at Upwey Junction

204-649: 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

272-447: A junction at Upwey aligned towards Dorchester. In view of the steep upward gradient of the main line there, which was in any case well above the level of the approach from Abbotsbury, this made the junction impracticable. The second was that speculators had purchased the land required for the line and sliced it up in such a way that the railway would have to buy unnecessarily large areas of land at high prices. The latter difficulty induced

340-510: 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

408-654: Is also called Stephenson gauge (after George Stephenson ), international gauge , UIC gauge , uniform gauge , normal gauge in Europe, and SGR in East Africa. It 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

476-766: 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

544-467: Is its chapter number. Acts passed before 1963 are cited using this number, preceded by the year(s) of the reign during which the relevant parliamentary session was held; thus the Union with Ireland Act 1800 is cited as "39 & 40 Geo. 3 c. 67", meaning the 67th act passed during the session that started in the 39th year of the reign of George III and which finished in the 40th year of that reign. Note that

612-608: 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

680-563: The Wilts, Somerset and Weymouth Railway , which started construction from near Chippenham. It was taken over by the GWR on 14 March 1850, but progress in building towards Weymouth was slow; it finally reached the town via Yeovil and Dorchester, on 20 January 1857. The line had a separate station at Dorchester, and a connecting link was made to the Southampton and Dorchester (now LSWR) line. The GWR

748-729: The list of acts of the Parliament of Great Britain . See also the list of acts of the Parliament of Ireland . For acts of the devolved parliaments and assemblies in the United Kingdom, see the list of acts of the Scottish Parliament , the list of acts of the Northern Ireland Assembly , and the list of acts and measures of Senedd Cymru ; see also the list of acts of the Parliament of Northern Ireland . The number shown after each act's title

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816-409: The GWR agreed to provide one if local subscriptions reached £150 toward the cost. This was done and the station opened at Upwey, on the north side of what is now Old Station Road on 21 June 1871. The broad gauge system of the GWR posed difficulties in arranging through traffic to other lines, as goods had to be transshipped and passengers were faced with a change of train. The directors decided to alter

884-487: The GWR diesel railcars. Following the Second World War , carryings on the line declined further as road passenger and goods services improved, and it soon became obvious that the life of the line was limited. Despite local protests, the last train ran on 29 November 1952. The short spur from Upwey Junction to Upwey station was retained and Upwey becoming a goods station only, as no facilities for goods existed on

952-483: The GWR introduced railmotors , self contained passenger coaches with their own steam power unit, in order to respond to the demand for frequent passenger trains stopping more frequently. Additional halts were opened between Dorchester and Weymouth, served by the new trains. The first train from Weymouth and its return working were operated by railmotors from early June 1905, and there was now a Sunday passenger service, all worked by railmotors. The entire branch train service

1020-473: The Great Western Railway had agreed to work the line for 50% of gross receipts. Having only secured subscribed capital of 39% of the authorised value from the public when the line captured local imagination, it was clearly impossible to issue the preference shares now that the line was in financial trouble, and an approach was made to the Great Western Railway to take the shares. In April 1884 it

1088-840: 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

1156-452: The LSWR used the narrow gauge, which later became known as standard gauge . The Southampton and Dorchester line had been planned as the first stage of a line via Bridport to Exeter, but that intention was not implemented. The Southampton and Dorchester Railway was taken over by the LSWR on 22 July 1848. The GWR planned a line to reach Weymouth, and it promoted a nominally independent company,

1224-647: 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

1292-645: 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

1360-465: The afternoon before to ensure that the junction signal box was open and ready. Initially intermediate stations were provided at Upwey and Portesham. Coryates Halt, between the two, was opened in May 1906 as part of a GWR scheme to run railmotors to compete with the rising threat of local buses. There was also a platform used solely for loading milk, at Friar Waddon. Its location is now uncertain. An incline

1428-432: The area. Both forms of train were referred to as railmotors and there is some ambiguity about the term; it is likely that both forms of traction co-existed. The goods service declined in volume considerably in the 1920s, and the goods trains were reduced at first to three days a week, and later to mixed trains only. From September 1937 a new series of 0-4-2T was introduced, the 48XX class, and they came to dominate working on

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1496-415: The branch only with tank engines and as far as possible to avoid running six-wheel coupled engines upon it". This ban in the meantime left the motive power duties on the line to other designs, notably the 0-4-2T's which ran for many years. The "517" class gave way to the "14xx"class which were used for passenger and goods traffic until closure. Steam rail motors ran on the line for a few years but having

1564-470: The branch. They were renumbered in the 14XX series later, a number sequence that had been used for earlier types of the same wheel arrangement. In February 1936 the first GWR diesel railcar allocation to Weymouth took place, and in due course this type appeared on the Abbotsbury branch. In the summer of 1939 there were seven passenger trains each way daily, and four on Sundays, the latter being worked by

1632-483: 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,

1700-597: 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

1768-459: 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

1836-417: The direction of travel) coupled wheels derailed to the right, by the flange climbing the high rail. The Parliamentary plans showed the curve to be 12 chains radius, but there was a short section at 8½ chains. The locomotive class had a relatively long rigid wheelbase, at 15ft 8ins and there was no check rail. The driver was found to be working regular shifts of 14 hours 5 minutes on six days a week, although this

1904-460: The directors to consult with the GWR, after which they decided to alter the junction so as to face Weymouth. The first sod had been cut immediately prior to 8 April 1879, and work proceeded; the contractor was Monk & Edwards of Chester. However shortage of subscribed capital was a continuing problem, and in October the company failed to pay Monk & Edwards moneys due to them; a hasty compromise

1972-740: 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,

2040-429: 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 ,

2108-534: 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, 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

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2176-400: 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 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

2244-492: The line reached Portesham at 4m 47c. The line then fell with a ruling gradient of 1 in 60 to Abbotsbury at 6m 3c. When the line was first built, a siding ran from the Upwey end of Portesham on the north side of the line, curving north to serve a quarry. It connected with a cable-operated incline to the quarry itself. Although the line was worked on the one engine in steam principle, in the early years there were signal boxes at all

2312-461: The main line. Upwey Junction was renamed Upwey & Broadwey on 1 December 1952. Upwey Goods station closed on 31 December 1961. The line makes short appearances in the Powell and Pressburger film The Small Back Room . 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

2380-521: The modern convention is to use Arabic numerals in citations (thus "41 Geo. 3" rather than "41 Geo. III"). Acts of the last session of the Parliament of Great Britain and the first session of the Parliament of the United Kingdom are both cited as "41 Geo. 3". Acts passed from 1963 onwards are simply cited by calendar year and chapter number. All modern acts have a short title , e.g. the Local Government Act 2003. Some earlier acts also have

2448-530: The motivation. The bill was opposed by Henry Fox-Strangways, 5th Earl of Ilchester who owned substantial property in the area, and the scheme was thrown out. Four years later the Earl had been mollified, for another bill was presented, which he did not oppose, and the Abbotsbury Railway Act 1877 ( 40 & 41 Vict. c. ccxi) obtained royal assent on 6 August 1877, capital £54,000. The engineer

2516-565: The negotiation at the last minute, until a deal was struck with Green and Burleigh, a London company, were prepare to complete the work "for the remainder of the shares and debentures". The company had by now, on 19 May 1882, obtained a further act of Parliament, the Abbotsbury Railway Act 1882 ( 45 & 46 Vict. c. xii), authorising the altered junction arrangement at Upwey, and to issue £10,000 in preference shares and an additional £3,000 of debenture loan. On 8 February 1883

2584-505: The origin of the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge even further back than 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

2652-405: The outermost portions of the wheel rims, it became apparent that for vehicles travelling on rails, having main wheel flanges that fit inside 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

2720-460: The railway service, and competition from them hit the railway hard. The decline in income was to become serious. In the summer of 1932 a "milk platform" was opened on the branch at Friar Waddon, between Upwey and Coryates. Jackson says that it "henceforth appeared as a recognised stopping place in the working timetable". In fact a 1933 working timetable is reproduced by Jackson, showing only a weekday train to Abbotsbury calling there (at 3:40 p.m.) and

2788-411: 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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2856-433: The road. Those gauges were similar to railway standard gauge. 45 %26 46 Vict. Note that the first parliament of the United Kingdom was held in 1801; parliaments between 1707 and 1800 were either parliaments of Great Britain or of Ireland ). For acts passed up until 1707, see the list of acts of the Parliament of England and the list of acts of the Parliament of Scotland . For acts passed from 1707 to 1800, see

2924-553: The same day. As it had been built partly from a public subscription, a Mr John Lipscombe wrote to the GWR asking for a refund of the money, but there is no record that it was given. Note: the spellings of Broadwey were very inconsistent, even on official GWR notices, and Ordnance Survey maps of the period used Broadway for the settlement. Broadway station was officially renamed Broadwey on 24 June 1896. The hoped-for boom in extraction of iron ore and other minerals did not happen, but an unexpected rush of day tripper traffic took place in

2992-481: The same weaknesses here as elsewhere were converted to auto trailers. Towards the end of the line's existence GWR diesel railcars were used to reduce costs. The end of the independent existence of the Abbotsbury Railway came suddenly, when a Board meeting on 19 November 1895 approved the terms of a sale to the GWR. The purchase was formalised on 1 August 1896. The purchase cost the GWR £27,561. In 1905

3060-526: The shares allocated to Green and Burleigh; this arrangement was formalised on 16 December 1884. Burleigh and Green (as the partnership seemed to be styled now) went into liquidation in March 1885. At the annual general meeting on 19 March 1885 it was announced that the Great Western Railway had agreed to a loan of £10,000, and also to the construction (by them) of an interchange station at "Broadwey Junction". The half yearly shareholders' meeting on 2 October 1885

3128-457: The spring and summer of 1886; on Easter Monday the afternoon train from Weymouth had been formed of two engines and 18 carriages. In the following year, however, the novelty value had worn off and passenger carryings settled down. In 1890 the Directors reported that income for a certain period had amounted to £419 but interest payments on the loans amounted to £907, and the total outstanding debt

3196-430: The stations. The points were not locked by key on the train staff as was the later custom, and ordinary running signals indicated the lie of the points. From 1904 the signal boxes were abolished and replaced with ground frames. As described above steam railmotors were introduced in the area from 1905. This did not displace locomotives completely, and a number of 517 class 0-4-2T locomotives were in use with auto-trailers in

3264-492: 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

3332-447: The time being, until the junction station at Upwey was completed, passenger trains were to run through to Weymouth. The line opened to the public on 9 November 1885. Six miles of railway had taken six years to build, and three men had lost their lives during the construction. At the beginning of 1886 the GWR remitted the first instalment of the Abbotsbury Railway's share of receipts for the half year: £99 12s 8d. The GWR junction station

3400-555: The track gauge and in a huge operation, the lines of the former Wilts, Somerset and Weymouth network were converted in June 1874. The Dorchester to Weymouth section was already mixed, of course, so that all that was needed was to remove the broad gauge rails. In the 1873 session of Parliament, a bill was presented for a line from the west end of Upwey station on the GWR to Portesham and Abbotsbury . Exploitation of mineral deposits, limestone, iron ore and oil-bearing shale, seems to have been

3468-434: The wheels of horse-drawn vehicles around 5 ft ( 1,524 mm ) apart probably derives from 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

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3536-426: 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

3604-510: Was William Clarke. Having obtained authority to raise the money, the task now was to actually get it, and a series of meetings were held at which rosy pictures of future prosperity were held out; indeed the iron ore alone made Abbotsbury capable of becoming a second Middlesbrough . Two practical problems emerged in 1878 over the route of the line. The first was that the plans deposited for the Abbotsbury Railway Act 1877 showed

3672-495: Was constructed at Portesham to link local quarries on the hill near the Hardy Monument to the line although the actual traffic from this source proved disappointing. A derailment occurred on 23 January 1894: the 6 p.m. passenger train from Weymouth to Abbotsbury hauled by Armstrong standard good locomotive no 52 running tender first was negotiating the sharp curve between Upwey Junction and Upwey stations. The leading (in

3740-537: Was friendly to the London and South Western Railway (LSWR) so Dorchester had a direct connection to London over that line. At the time there was intense rivalry between the LSWR and its allies, and the Great Western Railway (GWR) and its associated companies. Because the track gauges of the two groups were different, the competition was characterised as the gauge wars ; the GWR used the broad gauge and

3808-513: Was held in Weymouth, and it concluded with a trip to Abbotsbury by train. At last the line was all but complete. Colonel Rich of the Board of Trade carried out the formal inspection on 28 October 1885. He found the line generally satisfactory, although a large number of minor technical points concerned with the signalling were commented upon. The working arrangement was to be "one engine in steam" for

3876-464: Was immediately south of the station; the branch line descended steeply from the junction, while the main line continued to climb. The line was falling at 1 in 44 and unfitted goods trains required to stop to pin down brakes. Upwey station was at 0m 35c, and gradients were more moderate from there passing Friar Waddon Milk Platform at 2m 00c and climbing at 1 in 228 and then a short length of 1 in 60 to Coryates Halt, 2m 79c. Continuing then at 1 in 60 rising,

3944-784: 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 ; 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

4012-416: Was not contributory to the accident. Major Marindin was the Board of Trade inspector and as well as calling attention to the hours of duty, he recommended that the sharpest part of the curve should be eased and relaid "with a chair road", (the existing track was flat-bottom rail spiked direct to the sleepers); to fit a check-rail and to increase slightly the slackness of gauge; and "to work passenger trains on

4080-500: Was reached and work continued. An extraordinary general meeting took place on 13 February 1880, at which it was asserted that the construction of the Weymouth-facing junction at Upwey was outside the company's powers. The defensive explanation of the directors makes it clear that this was the case, and the meeting was asked to approve the change, and to approve a new parliamentary bill to authorise it. However shortage of money

4148-403: Was reported that Green and Burleigh were not progressing the work as fast as was hoped, and the directors write to them, expressing their disappointment. At this time there were still 20 parcels of land required for the construction and not yet acquired. On 5 September 1884 it was reported that construction work was at a standstill; Mr Burleigh had failed to attend the last four meetings. A notice

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4216-533: 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

4284-417: Was required by the terms of its authorising act of Parliament to give running powers to the LSWR over the line from Dorchester to Weymouth, and "mixed gauge" track, that is track with rails both for broad gauge trains and narrow gauge trains, was provided. The line passed through difficult terrain, and there were steep gradients and a tunnel. There was public demand for a station serving Upwey and Broadwey, and

4352-406: Was sent to him stating that the works would be put in the hands of another contractor unless he resumed the work immediately. Green and Burleigh were the majority shareholder, of course. It may be surmised that Green and Burleigh themselves were financially embarrassed, for at a meeting on 7 October 1884 Burleigh introduced a Mr George Barclay Bruce, who undertook to complete the works, taking over all

4420-485: Was still the pressing problem, and Monk & Edwards were unable to continue the work without it, and in October 1880 they took legal action against the company to recover sums due to them: over £10,000, they claimed. A company without funds and with a judgment against it for default on paying its contractor was obviously going to find it difficult to resume construction work; and so it proved. A small series of apparently willing contractors were found, only for them to leave

4488-490: Was to be called Broadwey Junction, but it was not ready for opening day, so for a period trains on the branch terminated at the Abbotsbury Railway Broadway station, and onward passengers were conveyed by horse and carriage to Upwey GWR station. On 19 April 1886 the junction station was ready, now to be called Upwey Junction, so that the stations on the line were then: The GWR Upwey station was closed on

4556-663: Was worked by railmotors from 1 October 1905. In May 1906 a halt was opened at Coryates, between Portesham and Broadwey. Broadway station had been renamed Broadwey in 1895, and on 1 January 1913 Broadwey station was renamed Upwey, to avoid confusion with Broadway in Worcestershire. At the end of the First World War many independent operators started to run commercial road services. As well as goods lorries, these included scheduled bus services and coaches for excursions. These facilities were cheaper and more flexible than

4624-429: Was £4,609. The initial train service was four passenger trains each way daily except Sunday, and ran through to and from Weymouth. The service timetable for 1889 shows that the goods train is running as a mixed (passenger and goods) train, and there is a new entry: at 4.30 a.m. a "Contl. Fish" (Continental fish) train ran if required to Weymouth, returning empty. If the train was to run, special arrangements had to be made

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