Kilton Viaduct

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Kilton Viaduct
Kilton viaduct, near Loftus.jpg
Kilton Viaduct, near Loftus
Coordinates 54°33′22″N0°54′14″W / 54.556°N 0.904°W / 54.556; -0.904
OS grid reference NZ709185
CarriesBoulby Line
CrossesKilton Beck
Locale Loftus, North Yorkshire, England
Other name(s)Kilton Beck Viaduct
Owner Network Rail
Preceded byUpleatham Viaduct
Followed by Staithes Viaduct
Characteristics
Material
Total length226 yards (207 m)
Height150 feet (46 m)
No. of spans13
Rail characteristics
No. of tracks 1
History
Architect James Brunlees
Opened1867
Replaced byEmbankment
Location
Kilton Viaduct

Kilton Viaduct was a railway viaduct that straddled Kilton Beck, near to Loftus, in North Yorkshire, England. The viaduct was opened to traffic in 1867, however in 1911, with the viaduct suffering subsidence from the nearby ironstone mining, the whole structure was encased in waste material from the mines creating an embankment which re-opened fully to traffic in 1913. The railway closed in 1963, but then in 1974, it re-opened as part of the freight line to Boulby Mine carrying potash traffic.

Contents

History

An Act of Parliament from 1865, authorised the construction of the Saltburn Extension Railway, which would connect the lines through Skinningrove to Loftus, and allow for the ironstone industry in the region to export its product by rail. [1] Between Skinningrove and Loftus railway stations, the line crossed a 300-yard (270 m) ravine through which Kilton Beck flows. The line was opened to traffic in 1867. [2] The viaduct, which was built to a design by Sir James Brunlees, was also sometimes known as Kilton Beck Viaduct. [3]

When completed, the viaduct was 226 yards (207 m) (678 ft) long with twelve piers all 45 feet (14 m) apart and some 150 feet (46 m) above Kilton Beck. [4] [5] The width of the bridge section was 28 feet 6 inches (8.69 m), and eleven of the piers were 30–31 feet (9.1–9.4 m) in width. [6] The thirteenth span, the most northerly, was built on a skew and was 52 feet (16 m) across to accommodate a line from Carlin How Junction, which formed a reverse headshunt underneath that arch of the viaduct. [7] [8] The span was deliberately wider than the other piers as it was built to accommodate three tracks side by side. [9] [10] The lines underneath the viaduct were built to allow access to ironstone mines and works at Skinningrove, which was 260 feet (80 m) below the viaduct. [11] [12] The main pier of the wider (thirteenth) span was a trapezoid shape at the bottom where it was rooted into the ground. Again, this was to enable the accommodation of the line on the curved viaduct. Although the viaduct was constructed with the correct width for two lines, only one line was ever laid or used. [4] The bridge deck was constructed from a metal lattice-girder, and the piers were built of stone. This involved 176 tonnes (194 tons) of wrought iron, and 16,000 cubic yards (12,000 m3) of freestone. [6] [13]

By 1908, subsidence was obvious, and so a speed limit of 8 miles per hour (13 km/h) was enforced on trains passing over the viaduct. [4] However, by 1911, the effects of the subsidence was so bad that action was taken to remedy the problem. The line closed to freight traffic, and a culvert across Kilton Beck was constructed to allow the free flow of water. This culvert is 435 feet (133 m) long, 18 inches (460 mm) thick at the ceiling, 14 feet (4.3 m) deep for the water channel and 13 feet (4 m) at its widest point (normal water level). [14] It was constructed from ferro-concrete and was re-inforced with Kahn steel bars. [15] This was due to the loads involved on the structure, and to combat the possible future effects of subsidence from ironstone mining. [16] Some 720,000 tonnes (790,000 tons) of ironstone waste from the Cargo Fleet Iron Company mine at Liverton, was poured through the lattice girders to create an embankment. [17] However, the operation was halted for two weeks when one of the piers showed signs of stress (probably due to inaccurate pouring of the shale), but eventually, the embankment was opened to all traffic in 1913. [18] Whilst the viaduct was closed completely for two weeks, passengers were conveyed between Skinningrove and Loftus railway stations by a motor char-à-banc. [19] Freight traffic had to travel south to Whitby West Cliff, and run up the Esk Valley Line to Middlesbrough. [20] The zig-zag line was amended so it ran alongside the embankment formation rather than through it, but at a lower level. [21]

The railway south to Loftus across the embankment closed to passengers in 1960, and then completely in August 1963. [22] [23] However, the line between Skinningrove and Boulby re-opened in 1974 for potash traffic. [24] Modern mapping shows the embankment as Kilton Viaduct and lists it as being 8 chains (530 ft; 160 m) long. [25] Paths exist alongside the line across the embankment, with walkers and cyclists saying that the views are "fabulous". [17] Although the line is now closed south of Boulby, the next viaduct south was the now dismantled Staithes Viaduct. [26] Northwards it is Upleatham/Skelton/Saltburn Viaduct. [25]

See also

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References

  1. ↑ "Disused Stations: Skinningrove Station". www.disused-stations.org.uk. Retrieved 13 June 2022.
  2. ↑ Chapman, Simon (2002). "3. What's in a Name?". In Elliott, Brian (ed.). Aspects of Teesside : discovering local history. Barnsley, South Yorkshire: Wharncliffe Books. p. 49. ISBN   1-903425-19-0.
  3. ↑ "Obituary. Charles Willman, 1832-1894". Minutes of the Proceedings of the Institution of Civil Engineers. 118 (1894): 464. January 1894. doi:10.1680/imotp.1894.19927.
  4. 1 2 3 Huby 1970, p. 16.
  5. ↑ "Kilton Beck Viaduct - Graces Guide". www.gracesguide.co.uk. Retrieved 15 June 2022.
  6. 1 2 Colburn, Zerah, ed. (1867). "The Kilton Beck Viaduct, Cleveland Railway". Engineering. London: Office for Advertisements and Publication. viii: 87. ISSN   0013-7782. OCLC   1567895.
  7. ↑ Tomlinson, William Weaver (1915). The North Eastern Railway; its rise and development. Newcastle-upon-Tyne: Reid. p. 629. OCLC   8890833.
  8. ↑ "Railway viaducts, location H-K". www.railwaycodes.org.uk. Retrieved 15 June 2022.
  9. ↑ Huby 1970, pp. 17–18.
  10. ↑ Chapman, Stephen (2007). Cleveland & Whitby. Todmorden: Bellcode Books. p. 8. ISBN   9781871233-18-6.
  11. ↑ "Skinningrove, Redcar and Cleveland". getoutside.ordnancesurvey.co.uk. Retrieved 16 June 2022.
  12. ↑ "Liverton Mines, Redcar and Cleveland". getoutside.ordnancesurvey.co.uk. Retrieved 16 June 2022.
  13. ↑ Colburn, Zerah, ed. (1867). "The Kilton Beck Viaduct, Cleveland Railway". Engineering. London: Office for Advertisements and Publication. viii: 117. ISSN   0013-7782. OCLC   1567895.
  14. ↑ Gould, Michael (January 2001). "16 Water-retaining structures in Britain before 1920". In Sutherland, James; Humm, Dawn; Chrimes, Mike (eds.). Historic Concrete: The Background to Appraisal. p. 327. doi:10.1680/hcbta.28753.0016. ISBN   0-7277-3796-1.
  15. ↑ Ball, J. D. W. (January 2011) [1913]. "Chapter Viii Arched Bridges". In Moncur, G. (ed.). Reinforced Concrete Railway Structures. pp. 181–182. doi:10.1680/rcrs.51898.0008. ISBN   978-0-7277-5189-8.
  16. ↑ Huby 1970, p. 18.
  17. 1 2 Passant, Andy (19 December 2013). "The past glory of Kilton Viaduct". Middlesbrough Evening Gazette. p. 32. ISSN   2056-6131.
  18. ↑ "Demolished viaducts". www.forgottenrelics.co.uk. Retrieved 13 June 2022.
  19. ↑ Hoole, K. (1965). A regional history of the railways of Great Britain. Vol. 4, North East England. Newton Abbot: David & Charles. p. 70. ISBN   0-7153-6439-1.
  20. ↑ Bairstow 2008, p. 31.
  21. ↑ "Kilton Viaduct". maps.nls.uk. Retrieved 13 June 2022. Use the slider to toggle between mapping from older mapping and modern day satellite imagery
  22. ↑ Hoole, K. (1973). North-East England. Newton Abbot: David and Charles. p. 67. ISBN   0715358944.
  23. ↑ Bairstow 2008, p. 111.
  24. ↑ Bairstow 2008, p. 97.
  25. 1 2 Kelman, Leanne (2020). Brailsford, Martyn (ed.). Railway track diagrams, books 2 - eastern (5 ed.). Frome: Trackmaps. 48. ISBN   978-1-9996271-3-3.
  26. ↑ Williams, Michael (2019). The Whitby to Loftus Line. Catrine: The Oakwood Press. p. 4. ISBN   978-0-85361-542-2.

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