Clayton Tunnel, north portal (VTB3 @ 44m 44ch) (Ref:030640)

The tunnel is 1m 499y long (44m 44ch - 45m 67ch)

Clayton Tunnel, north portal (VTB3 @ 44m 44ch) (Ref:030684)

The tunnel is 1m 499y long (44m 44ch - 45m 67ch)

Coldrenick Viaduct (MLN3 @ 261m 42ch - 261m 54ch), east of Menheniot. 1936

The viaduct is 138 feet high and 795 feet long on 16 piers. The piers were raised in brick and new iron girders replaced the timber, the work being completed in 1898. The piers were further strengthened in 1933 by encasing them in stone

Coldrenick Viaduct, east of Menheniot (MLN3 @ 261m 42ch - 261m 54ch). Prior to 1898

Brunel timber viaduct. The viaduct is 138 feet high and 795 feet long on 16 piers. The piers were raised in brick and new iron girders replaced the timber, the work being completed in 1898. The piers were further strengthened in 1933 by encasing them in stone

Colonel Cody with his float plane on the canal at Aldershot. 1913

Early seaplane trials were held on the canal in 1913 and Cody was killed that year when this plane crashed. No location is given but possibly on the 600m embanked straight at Grid Ref: SU 8883 5142 which would have been suitable for take offs.

Compartment Boat Tug “Kellingly” near Pollington pulling compartment boats led by Jebus No 23.

Picture taken from Crow Croft Bridge. Grid Ref: SE 6242 1893 [AL-042-130]. Pollington Swing Bridge (swung), Pollington Lock and Pollington Bridge are in the distance. Photographer: Derek Pratt. Copyright: British Waterways Board

Corby Bridge (a.k.a. Wetheral Viaduct. NEC2 @ 55m 73ch). Engraving. 1837

The viaduct is immediately east of Wetheral station, near Carlisle, begun in 1830 and completed in 1834. It is 660 feet (200 m) long and 100 feet (30 m) high, and is Grade I listed. It has five 89 feet (27 m) spans faced with red sandstone quarried from Newbiggin Quarry near Carlisle, and filled with sandstone rubble from Wetheral and Corby Beck Quarries. It has two piers on either bank and two in the river. The engraving is from “Views on the Newcastle and Carlisle Railway” by John Wilson Carmichael (engravings) and John Blackmore (descriptions), (1839)

Crumlin Viaduct. 5m 46ch - 5m 70ch (VON)

On the Taff Vale extension of the Newport, Abergavenny & Hereford Railway (later GWR). The 10-span viaduct crossed the Ebbw Valley at a maximum height of 200 feet and was 1,650 feet long. It was finished in May 1857 and was said at the time to be the largest viaduct in the world. This line was entirely closed to traffic in June 1964 and the viaduct demolished in early 1966. The train in the valley is on the GWR Western Valleys Line (WVL) and, to its right, are the Ebbw river and the Monmouthshire and Brecon Canal. Lithograph after H J Cooke, 1860

Crystal Palace Low Level (BBJ @ 8m 56ch). Entrance to Crystal Palace Tunnel (8m 16ch - 8m 48ch) in the background

Signalbox and line to Sydenham diverging to the right. Overhead Line Electrification equipment in situ

Dean Lane bridge, near Netherne (north of Merstham). (TQ 28763 55822). Circa 1902

Looking north with the road junction just about visible to the left.

Deptford Wharf Branch Railway (DPW). Lifting Bridge New Cross station, carrying the LBSCR branch over the Grand Surrey Canal. December 1962?

This photo shows the vertical lift bridge (at Map Reference TQ 35745 77965) in a later version to that in the 1849-50 drawing, and here comprising separate bridges for the single-track railway line and a footbridge. The railway bridge was 13 feet wide, and spanned 31 feet 6 inches (both dimensions measured between the vertical cast-iron standards). It was raised to a height of 10 feet by means of chain and wheel gearing worked by hand power for the passage of barges using the canal.
The photo is looking east along the canal, with the back of the signalbox visible extending right from the lifebelt. The large building in the background centre and right was the Mazawattee tea factory complete with dome/clock tower, and which featured in the company’s advertising. The Luftwaffe destroyed most of most of the building, but the frontage survived until later redevelopment of the site. There is a Waterlow picture postcard, said to have been taken by John Bosham in 1907, that shows the same bridge but taken from the opposite side
The date written on the back of the photo (in ballpoint) in December 1962, but this may not be correct. The tea factory appears to be in better condition than might be expected after bombing, and another photograph taken in 1959 shows that the footbridge has been removed.
The bridge lifting mechanism failed in late-1963, and a rail-mounted crane was used briefly to raise and lower the bridge so that both rail and barge traffic could continue to pass while the statutory closure procedure was followed for the freight-only branch, which closed in January 1964. The bridge was then temporarily fixed in the raised position until it could be removed and scrapped.

Deptford Wharf Branch Railway (DPW). Lifting Bridge New Cross station, carrying the LBSCR branch over the Grand Surrey Canal. December 1962?

This photo shows the vertical lift bridge (at Map Reference TQ 35745 77965) in a later version to that in the 1849-50 drawing, and here comprising separate bridges for the single-track railway line and a footbridge. The railway bridge was 13 feet wide, and spanned 31 feet 6 inches (both dimensions measured between the vertical cast-iron standards). It was raised to a height of 10 feet by means of chain and wheel gearing worked by hand power for the passage of barges using the canal. The photo is looking east along the canal, with the back of the signalbox visible extending right from the lifebelt. The large building in the background centre and right was the Mazawattee tea factory complete with dome/clock tower, and which featured in the company’s advertising. The Luftwaffe destroyed most of most of the building, but the frontage survived until later redevelopment of the site. There is a Waterlow picture postcard, said to have been taken by John Bosham in 1907, that shows the same bridge but taken from the opposite side The date written on the back of the photo (in ballpoint) in December 1962, but this may not be correct. The tea factory appears to be in better condition than might be expected after bombing, and another photograph taken in 1959 shows that the footbridge has been removed. The bridge lifting mechanism failed in late-1963, and a rail-mounted crane was used briefly to raise and lower the bridge so that both rail and barge traffic could continue to pass while the statutory closure procedure was followed for the freight-only branch, which closed in January 1964. The bridge was then temporarily fixed in the raised position until it could be removed and scrapped.

Deptford Wharf Branch Railway (DPW). Panorama of viaduct with that of London & Greenwich Railway in the background. 1848

Dinting Viaduct (a.k.a Dinting Arches). (HAJ @ 11m 42ch - 11m 62ch) (Ref: 030595)

This view (the original is a watercolour by J M Baynes in 1846) shows the viaduct as originally constructed in 1844, with four main laminated timber arches, each of four ribs, and flanked by eleven brick-built, semi-circular approach arches, each with a fifty-foot span - four at one end and seven at the other. By 1856, the level of rail traffic and the weight of the trains had increased so much that the existing timber viaducts were considered inadequate, and in 1859 wrought-iron girders were installed to replace the timber arches.

Dowles bridge over the River Severn (TBY @ 138m 26ch)

Posed photograph with GWR Loco 1A and West Midland Railway coaches, probably taken in 1864 after opening of the Tenbury & Bewdley Railway in August. The bridge comprised 3 openings each of 70ft carried by wrought iron lattice girders on masonry piers and abutments, and was designed by William Clarke, the Engineer of the Tenbury & Bewdley. The roofboard on the third carriage reads “Woofferton, Tenbury Wells, Bewdley”

Edwardsville Viaduct (QYZ @ approx 0m 18ch). Quakers Yard & Merthyr Joint Railway (GW and Rhymney Railways). 1930

Over the river Taff, and the Penydarren tramroad of 1802, with the stone sleeper blocks upon which Trevithick’s steam engine first ran still in situ. The viaduct was built in 1886, later affected by the underground movements of the coal workings of Deep Navigation Pit in Treharris, and had timber reinforcement inserted to support the arches

Elmstead Woods Tunnels (XTD @ approx 9m 61ch - 10m 07ch). Old (north bore of 1865) tunnel on the left; New (south bore of 1904) tunnel being completed on the right (Ref: 030678)

Also called Chislehurst, Bickley or Sundridge Park tunnels.
In July 1902, whilst the new tunnel under Sundridge Park was being excavated to take the two extra lines, the old tunnel which was separate but side by side with the new one, partially collapsed. Despite being separate bores the collapse of the old tunnel damaged the new one and all services on the line had to be suspended.

Etherow Viaduct (a.k.a Mottram or Broadbottom Viaduct) (HAJ @ 10m 07ch - 10m 15ch) (Ref: 030594)

The viaduct was built by Joseph Locke and A.S. Jee in 1842, and this view (the original is a watercolour by J M Baynes in 1846) shows the original laminated timber structure with three arches (of unequal lengths) supported on piers of locally quarried stone. Each arch span had three parallel ribs, The timberwork deteriorated, and was replaced with hollow wrought iron box girders fabricated on-site by contractors William Fairbairn & Sons in 1860 while the viaduct continued in use.

Evacuated office staff working in a GWR Restaurant car converted for office use and stabled at Newbury Racecourse Station 18 October 1939. (Ref: 030721)

Fartherford viaduct, Okehampton (DAC @ 196m 43ch - 196m 47ch)

83yds long with five spans. Distant view of viaduct with train crossing

Ford (Sussex) Drawbridge over the River Arun (TBH2 @ 19m 36ch) (Ref: 030547)

A tank locomotive hauling four carriages is leaving Ford station and approaching the bridge in this elevated view showing the draw mechanism. The bridge was designed by R. Jacomb Hood, Chief Engineer of the LBSCR, and built by Henry Grissell of the Regent's Canal Ironworks of London. The centre section could be retracted on an incline so the ninety-foot long moveable part could ride up and over the fixed eastern section of line

Ford (Sussex) Drawbridge over the River Arun (TBH2 @ 19m 36ch) (Ref: 030549)

Distant view showing the bridge, and Ford station buildings

Ford (Sussex) Drawbridge over the River Arun (TBH2 @ 19m 36ch) (Ref: 030550)

Forth Bridge (ECN2 @ 9m 47ch - 11m 13ch) . Southern portal with first train about to cross the new bridge

Steam engine hauling two carriages northbound. A copy of the engraving was published in “The Graphic” magazine on 1st February 1890, page 132

Forth Bridge. (ECN2 @ 9m 47ch - 11m 13ch). 1946

View of the two southern cantilevers, taken from the north shore

Forth Bridge. (ECN2 @ 9m 47ch - 11m 13ch). Class J37 0-6-0 64591 crossing the bridge hauling a train of empty 16ton mineral wagons. 12 Feb 1959

Photographed at high level from within the cantilevers.The J37 class was a Reid North British design, introduced in 1914. 64591 was built in 1919 and withdrawn in 1964

Forth Bridge. (ECN2 @ 9m 47ch - 11m 13ch). During construction with the cantilevers partly built

Forth Bridge. (ECN2 @ 9m 47ch - 11m 13ch). Looking east

Forth Bridge. (ECN2 @ 9m 47ch - 11m 13ch). Trackside view of internal girders, with a southbound Stirling - Edinburgh passenger train. June 1937

Train hauled by 'Scott Class' D29 No 9339 “Ivanhoe”. The engine was built in 1911, was given BR No 62410, and was withdrawn in January 1952

Gelt Bridge (a.k.a. Middle Gelt bridge. NEC2 @ approx 51¼mp). From the How Gill to Greenwell road below the viaduct, looking south. 1935

The masonry viaduct over the River Gelt in Cumbria has three arches of 9m span.. It was built from 1832-1835 for the Newcastle and Carlisle Railway, and was one of the earliest and largest skew arched bridges in the country. The bridge is Grade II* listed on the National Heritage List for England.

Gelt Bridge (a.k.a. Middle Gelt bridge. NEC2 @ approx 51¼mp). From the How Gill to Greenwell road below the viaduct, looking south. Engraving 1837

The masonry viaduct over the River Gelt in Cumbria has three arches of 9m span.. It was built from 1832-1835 for the Newcastle and Carlisle Railway, and was one of the earliest and largest skew arched bridges in the country. The bridge is Grade II* listed on the National Heritage List for England. The engraving is from “Views on the Newcastle and Carlisle Railway” by John Wilson Carmichael (engravings) and John Blackmore (descriptions), (1839)

Glaisdale. Bridge No 82 (MBW2 @ 27m 08ch). During erection of the two-span replacement bridge. 27 July 1932

A reinforced concrete central pier has been constructed in the river bed, on a substantial concrete foundation with sheet pile walls. The destroyed abutment has been rebuilt further back from the river. It appears probable that the fallen span has been reused, and the second span is being built in situ

Glaisdale. Bridge No 82 (MBW2 @ 27m 08ch). Erection of single-span steel bridge, weight 112 tons. 13 May 1931

The truss girder bridge is being winched across the river by crane and cables

Glaisdale. Bridge No 82 (MBW2 @ 27m 08ch). Erection of single-span steel bridge, weight 112 tons. 13 May 1931

The truss girder bridge is being winched across the river by crane and cables

Glaisdale. Bridge No 82 (MBW2 @ 27m 08ch). New two span steel bridge open for traffic. August 1932

The new central pier is between the two river channels during low-water conditions

Glaisdale. Bridge No 82 (MBW2 @ 27m 08ch). The truss girder is in the bed of the river. 7 September 1931

The high slope beyond the bridge has also been washed away