This list is for railway lines across Great Britain and Northern Ireland, which are now abandoned, closed, dismantled or disused. Within the United Kingdom, examples exist of opened railways which formerly constituted cross-country main trunk lines as well as many more which served more local, or exclusively industrial, needs.
Some of the included lines have re-opened, in part or in full, following a period of closure. Such reopenings have taken the form of independent preserved heritage railways, and of expansions to state-backed National Rail and local rapid transit/light rail networks. Many more of these lines have converted to cycleways, footpaths or highways.
Some parts of the Line still exist... Tingley Viaduct (still stands), as do both Tingley and Woodkirk train station sites (both of whom long overgrown), and Soothill Tunnel. Tingley railway station, was also A Junction station on both the Loop Line, and the Ardsley to Laisterdyke line.
11 September 1939 (to passengers, east of Haverton Hill) 14 June 1954 (to regular passengers, west of Haverton Hill) 6 November 1961 (to all passengers) 2 November 1964 (to goods)
Some of the former B&TR constituted part of the North Tyneside Loop which was officially incorporated into the Tyne and Wear Metro on 11 August 1980. Much of the northern section of the network remains open for freight traffic serving the Port of Blyth and Lynemouth Power Station; as of July 2020, there is an active project seeking to reintroduce a Newcastle to Ashington passenger service using much of this surviving freight network. A section of B&TR's original main line was reopened during the 1970s as a test track for the Tyne and Wear Metro rolling stock and is now largely preserved (between Percy Main and Middle Engine Lane) as the North Tyneside Steam Railway.
11 March 1929 (to passengers) 3 October 1966 (to all traffic)
The line followed the northern section of the earlier Cleveland Railway mineral line which had originally continued south to Guisborough and Brotton via a number of inclines but this section was dismantled in 1873. The line paralleled an earlier branch which ran to the east of the settlement of Eston (known as the Eston Mines branch) and which carried an intermittent passenger service during the 19th Century.
2 November 1931 (to passengers) 2 April 1951 (to goods) 1968 (to all traffic)
Stopping passenger services only ever ran over the line north of Redmarshall Junction, south of which they used the Stillington line to reach Stockton. The southern section of the line was electrified as part of the NER's 1914 Shildon to Newport electrification project but was subsequently de-electrified by the LNER in 1935. Most of the route reused as the Castle Eden Walkway.
5 November 1967 (to all traffic, north of Rock Ferry)
Originally terminated at Birkenhead Grange Lane in 1840–1844, before being diverted to new termini at Monks Ferry (until 1878) and Woodside (until 1967). Constituted the most northerly section of the GWR London Paddington to Birkenhead (for Liverpool) main line. Line remains open south of Rock Ferry as part of the Chester branch of Merseyrail'sWirral line.
22 September 1930 (to passengers) 29 March 1965 (to all traffic)
Passenger services were temporarily restored during World War II to serve RAF Milfield. Destruction of a bridge during a storm in August 1948 closed the Ilderton to Wooler section before the remainder of the line, splitting it in two. The remaining Alnwick to Ilderton and Coldstream to Wooler sections closed on 2 March 1953 and 29 March 1965, respectively.
Opened in 1862. Closed between Meldon Junction and Bere Alston. Remainder of line still in use, mostly as a freight line.[1] Part of the Line (between Okehampton and Yeoford) now preserved as the Dartmoor Railway.
1 January 1931 (to passengers, west of Pittington) 5 January 1953 (to passengers, east of Pittington) 11 January 1954 (to all traffic, west of Pittington) 3 April 1960 (to all traffic, west of Hetton) 11 November 1964 (to all traffic, west of Murton) 1991 (to all traffic, east of Murton)
The line originally terminated outside of the City of Durham at Shincliffe Town station but the section between there and Sherburn House closed on 24 July 1893 when the route into Durham Elvet opened. Partially converted to footpath (part of the Hart to Haswell Walkway, east of Murton).
A series of lines built under the 1896 Light Railways Act from 1911 to 1917 around the East Kent Coalfield. Closed with decline of coalfield. Part of the line, between (Shepherdswell and Eythorne) now preserved as the East Kent Railway.
Woodford to Newbury Park was transferred to London Underground Central line in 1947–8, but Ilford and Seven Kings to Newbury Park connections removed by 1956. Freight trains on remaining section operated by BR until 1965
4 December 1939 (to passengers, west of Spennymoor) 31 March 1952 (to passengers, east of Spennymoor) 2 June 1958 (to all traffic, west of Spennymoor) 2 May 1966 (to all traffic, east of Spennymoor)
As originally built, this line continued west from Byers Green towards Billy Row via the West Durham Railway and intermittent passenger services operated over the line to Tod Hills during the mid 19th Century. A more permanent passenger service was later introduced when the NER diverted the line's western terminus to Bishop Auckland in 1885.
Railway up to Harbour viaduct intact, however is very overgrown. Viaduct to Harbour station railway track was removed in 2016 and is now restored as a public exhibit.
Parts of the GCR still open between London Marylebone to Verney Junction north of Aylesbury.
Two stretches of the former Great Central Main Line now preserved as the Nottingham Heritage Railway (between Ruddington and Loughborough High Level), and as the Great Central Railway (between Loughborough Central and Leicester North).
2 May 1960 (to passengers) 1963 (to all traffic, west of Boosbeck) 12 September 1964 (to all traffic, east of Boosbeck)
The line followed the eastern section of the earlier Cleveland Railway mineral line which had originally continued north through Guisborough to Eston and Normanby via a number of inclines however this section was dismantled in 1873. Though it bypassed Guisborough station, special working practices were put in place that permitted trains to reverse onto the short branch into the station before continuing over the Middlesbrough to Guisborough line.
9 June 1952 (to passengers) 1966 (to goods) 198? (to all traffic, south of South Hetton Junction) 1991 (to all traffic, north of South Hetton Junction)
The section through Haswell and South Hetton was dismantled when stopping goods traffic was withdrawn in 1966. The remaining sections of the line were maintained to provide mainline connections for the National Coal Board'sSouth Hetton Railway system. Most of the route converted to the Hart to Haswell Walkway
Portion of the line, (between Horsted Keynes and Ardingly) now owned by the Bluebell Railway. Whilst the other half of the line, still open to locally serve the Aggregate Depot.
15 October 1956 (to passengers) 1 September 1958 (to goods) 11 November 1963 (to all traffic)
The tracks were dismantled from all but the Reedsmouth to Bellingham section in 1959, which was accessed via the Wansbeck Railway from Morpeth until 11 November 1963. A very short section of the line (including Saughtree station) now restored (but privately).
17 September 1956 (to passenger traffic) 7 May 1962 (to all traffic)
Almost entire route converted to Wirral Country Park cycle way in 1973. Hadlow Road station restored to 1950s condition (complete with a short length of demonstration track) for use as Country Park visitor centre.
Horbury West Curve
Lancashire & Yorkshire Railway (LMS)
Horbury & Ossett station to Crigglestone West Junction, via Canal Sidings
11 September 1961 (to passenger traffic) 4 February 1991 (to all traffic)
Diggle to Staybridge, via Uppermill Friezland and Micklehurst
1 January 1917 (to passengers) 15 June 1964 (to Freight) 3 October 1966 (to further traffic)
Constructed because a new line along the east bank of the River Tame was deemed to be more cost-effective than four tracking the existing line on the west bank.
2 March 1964 (to passengers) 31 August 1964 (to all traffic)
East of Morton Junction, the line is still in passenger use as part of the Esk Valley Line. Most of the remainder of the former branch is now a public footpath.
The line was independently financed and, though operated with North Eastern Railway locomotives from 1902, remained under independent control until 1939 when the LNER took over its management
17 June 1929 (to passengers) 2 August 1954 (to all traffic, west of Ponteland) 14 August 1967 (to goods) 6 March 1989 (to all traffic)
Most of the line was reopened as part of the Tyne and Wear Metro, initially to Bank Foot (replacing the original Kenton Bank station) in 1981 and then, via a short branch from the original route, to Airport on 17 November 1991
4 October 1974 (to most traffic) 10 January 1986 (to all traffic)
Primarily cable-hauled, this line almost exclusively served as a colliery railway. A short section of the Line at the site of Springwell Colliery is now preserved as the Bowes Railway.
31 October 1966 (to goods) 23 July 1973 (to passengers) 31 March 1988 (to all traffic)
Following withdrawal of passenger services in 1973, line was progressively abandoned from east to west. On 31 May 1978 the section east of Carville closed, followed by that east of St. Peters in April 1987.
Opened 1862 as the result of the amalgamation of the Somerset Central Railway and the Dorset Central Railway. Original route ran from Burnham-on-Sea and Bridgwater to Broadstone, continuing over London and South Western lines to Poole and Bournemouth. In 1863 the line from Evercreech Junction to Bath was built. Railway was closed in 1966.[3]
A Trio of Three Stretches of the former line are now Preserved, The first (based at Midsomer Norton) is restored and run by the S&DR Heritage Trust, The second (based at Shillingstone) is also (currently under restoration) as the Heritage North Dorset Railway And the Third, (in-between) now forming the Gartell Light Railway.
22 January 1962 (to passengers, west of Barnard Castle, and all traffic between Hartley Quarry and Barnard Castle) 18 June 1962 (to passengers, east of Barnard Castle) December 1963 (to all traffic, west of Kirkby Stephen East) October 1974 (to all remaining traffic)
A short section of the line at Kirkby Stephen East station is preserved as the Stainmore Railway.
23 November 1953 (to passengers) 8 June 1968 (to all traffic)
Though built as a colliery line, it also carried a public passenger service between 19 March 1888 and 23 November 1953. Because the line was operated by the Whitburn (and later Harton) Coal Companies, it became the first passenger line in Great Britain to be nationalised due to the nationalisation of the coal industry on 1 January 1947 preceding that of the railways by 1 year.
8 March 1965 (to passengers) 1984 (to all traffic, west of Brockley Whins)
Complex history of passenger services commencing and being withdrawn throughout the 19th Century. A more permanent passenger service was introduced by the Stockton & Darlington Railway between Consett and Wear Valley Junction on 4 July 1859 but was progressively withdrawn north of Tow Law on 1 May 1939, north of Crook on 11 June 1956 and entirely on 8 March 1965. This section closed to all traffic in March 1969. The North Eastern Railway introduced a Blackhill (on the Derwent Valley Railway) and Consett to Birtley (on the ECML service on 1 February 1894. Passenger traffic on this section ended on 23 May 1955 but mineral traffic remained until 1984. The Brockley Whins to Tyne Dock section remains as a freight line while part of the line through South Shields was reused for the Tyne and Wear Metro.
4 May 1964 (to passengers) 21 August 1967 (to all traffic, west of Hylton) 20 November 1976 (to all traffic, west of Pallion) 27 November 1984 (to all traffic, east of Pallion)
Most of the line was reopened as part of 2002 South Hylton extension of the Tyne and Wear Metro, although a slight deviation from the original course was required at Pallion
A 4-mile stretch of the branch now preserved, as the Chinnor & Princes Risborough Railway. The rest of the former branch towards Watlington (via Aston Rowant) still extant.
Only bits of the line remain. The Croydon Tramlink now runs in its place. This line in the last few years of service ran Class 456s in Network South East livery.
South of Wisbech, much of the former branch still extant. The line has been proposed for reopening (south of Wisbech), both as the heritage Bramley Line and as a National Rail commuter line.
5 January 1970 (to passengers, east of Hadfield) 1981 (to all traffic, Hadfield—Deepcar)
The line east of Hadfield (including the Glossop branch), as well as short section at Penistone, continue to be used by passenger services as parts of the Glossop and Penistone lines. A further section of line remains open to freight traffic from Stocksbridge steel works, near Deepcar, to Nunnery Junction (where it meets the Sheffield–Lincoln line). Proposals have been made to reintroduce passenger services to south of Deepcar as well as, to aa lesser extent, the rest of the line.
5 October 1964 (to regular passengers) 6 October 1969 (to all passengers) 12 September 1984 (to coal traffic) 1989 (to all traffic)
The 10+1⁄4in (260mm) gauge Wells and Walsingham Light Railway has reopened 4 miles (6.4km) of line between resited termini at Wells and Walsingham. The Mid Norfolk Railway has reopened the line south of Dereham and is actively working to preserve all 17.5 miles (28.2km) of the line south of County School. The MNR has long-term ambitions of restoring the line between County School and Fakenham.
York to Beverley (via Kiplingcotes, Market Weighton, Pocklington and Stamford Bridge)
27 November 1965 (to all traffic)
A group, the Minsters' Rail Campaign, was established in 2001 to promote the re-opening of the line and following the Government's plans announced in 2017 to reinstate lines closed in the 1960s, it has been proposed that the line could reopen.[4] In June 2020, the East Riding of Yorkshire Council submitted a request for funding to cover a feasibility study to investigate reopening the line.[5]
Section between Ayr and Dalrymple Junction in service as part of the Glasgow South Western Line. Section between Dalrymple Junction and Waterside remains in freight service
Ruabon to Barmouth (via Llangollen, Glyndyfrydwy, Corwen, Llandderfel, Bala and Dolgellau)
1964–5 (to passengers) 1968 (to all traffic)
Two stretches (of the former line) now preserved, as the Llangollen Railway (between Corwen and Llangollen, via Carrog, Glyndyfrydwy and Berwyn), A total of 10 miles (16.1km) in length, and the Bala Lake Railway (between Llanuwchllyn and Bala, via Pentrepiod and Llangower), A total of 4+1⁄2 miles (7.2km) in length.
The Beeching cuts, also colloquially referred to as the Beeching Axe, were a major series of route closures and service changes made as part of the restructuring of the nationalised railway system in Great Britain in the 1960s. They are named for Dr. Richard Beeching, then-chair of the British Railways Board and the author of two reports – The Reshaping of British Railways (1963) and The Development of the Major Railway Trunk Routes (1965) – that outlined the necessity of improving the efficiency of the railways and the plan for achieving this through restructuring.
The Bodmin and Wenford Railway is a 6 miles 12 chains (9.9 km) heritage railway at Bodmin in Cornwall, England. Its headquarters are at Bodmin General railway station and it connects with the national rail network at Bodmin Parkway.
The Wensleydale Railway is a heritage railway in Wensleydale and Lower Swaledale in North Yorkshire, England. It was built in stages by different railway companies and originally extended to Garsdale railway station on the Settle-Carlisle line. Since 2003, the remaining line has been run as a heritage railway. The line runs 22 miles (35 km) between Northallerton West station, about a fifteen-minute walk from Northallerton station on the East Coast Main Line, and Redmire.
The Wakefield line is a railway line and service in the West Yorkshire Metro and South Yorkshire Passenger Transport Executive areas of northern England. The Wakefield line is coloured yellow on maps and publications by West Yorkshire Metro. The line was electrified in 1989, between Leeds & Wakefield Westgate, as part of the programme to electrify the East Coast Main Line.
The English county of Shropshire has a fairly large railway network, with 19 National Rail stations on various national lines; there are also a small number of heritage and freight lines, including the famous heritage Severn Valley Railway running along its eastern border with Worcestershire.
Reading railway station is a major transport hub in the town of Reading in Berkshire, England, it is 36 miles (58 km) west of London Paddington. It is sited on the northern edge of the town centre, near to the main retail and commercial areas and the River Thames. It is the busiest station in Berkshire, and the third busiest in South East England.
Cambridge railway station is the principal station serving the city of Cambridge in the east of England. It stands at the end of Station Road, 1 mile (1.6 km) south-east of the city centre. It is the northern terminus of the West Anglia Main Line, 55 miles 52 chains (89.6 km) down the line from London Liverpool Street, the southern terminus.
Doncaster railway station is on the East Coast Main Line serving the city of Doncaster, South Yorkshire, England. It is 155 miles 77 chains (251 km) down the line from London King's Cross and is situated between Retford and York on the main line. It is managed by London North Eastern Railway. It is the second busiest station in South Yorkshire, and the fourth busiest station in Yorkshire & the Humber.
Peterborough railway station serves the cathedral city of Peterborough, Cambridgeshire, England. It is sited 76 miles 29 chains (122.9 km) north of London King's Cross. The station is a major interchange serving both the north–south East Coast Main Line, as well as long-distance and local east–west services. The station is managed by London North Eastern Railway. Ticket gates came into use at the station in 2012.
The Hull–Scarborough line, also known as the Yorkshire Coast Line, is a railway line in Yorkshire, England that is used primarily for passenger traffic. It runs northwards from Hull Paragon via Beverley and Driffield to Bridlington, joining the York–Scarborough line at a junction near Seamer before terminating at Scarborough railway station.
The Southern Region was a region of British Railways from 1948 until 1992 when railways were re-privatised. The region ceased to be an operating unit in its own right in the 1980s. The region covered south London, southern England and the south coast, including the busy commuter belt areas of Kent, Sussex and Surrey. The region was largely based upon the former Southern Railway area.
Beverley railway station serves the market town of Beverley in the East Riding of Yorkshire, England. It is located on the Hull to Scarborough Line and is operated by Northern Rail who provide most passenger services from the station, Hull Trains also serve this station.
The Great Northern Railway (Ireland) (GNR(I) or GNRI) was an Irish gauge (1,600 mm (5 ft 3 in)) railway company in Ireland. It was formed in 1876 by a merger of the Irish North Western Railway (INW), Northern Railway of Ireland, and Ulster Railway. The governments of Ireland and Northern Ireland jointly nationalised the company in 1953, and the company was liquidated in 1958: assets were split on national lines between the Ulster Transport Authority and Córas Iompair Éireann.
Banbury railway station serves the historic market town of Banbury in Oxfordshire, England. The station is a stop on the Chiltern Main Line; it is operated by Chiltern Railways and has four platforms in use.
The Great Central Main Line (GCML), also known as the London Extension of the Manchester, Sheffield and Lincolnshire Railway (MS&LR), is a former railway line in the United Kingdom. The line was opened in 1899 and built by the Great Central Railway running from Sheffield in the North of England, southwards through Nottingham and Leicester to Marylebone in London.
The York and North Midland Railway (Y&NMR) was an English railway company that opened in 1839 connecting York with the Leeds and Selby Railway, and in 1840 extended this line to meet the North Midland Railway at Normanton near Leeds. Its first chairman was the railway financier George Hudson, who had been called the railway king.
The Exeter to Plymouth railway of the London and South Western Railway (LSWR) was the westernmost part of a route competing with that of the Great Western Railway (GWR) and its 'associated companies' from London and Exeter to Plymouth in Devon, England. Whereas the GWR route from Exeter followed the coast to Newton Abbot and then went around the southern edge of Dartmoor, the LSWR route followed the northern and western margins of Dartmoor, passing through the towns of Crediton, Okehampton, and Tavistock.
The York–Beverley line was a railway line between York, Market Weighton and Beverley in Yorkshire, England. The line was sanctioned in 1846 and the first part, the York to Market Weighton Line opened in 1847. Construction of the second part to Beverley was delayed for 17 years in part by the downfall of George Hudson, and a less favourable financial environment following the collapse of the 1840s railway bubble; the North Eastern Railway revived and completed the scheme in the 1860s; the Market Weighton to Beverley Line opened in 1865.
The Great Northern and Great Eastern Joint Railway, colloquially referred to as "the Joint Line" was a railway line connecting Doncaster and Lincoln with March and Huntingdon in the eastern counties of England. It was owned jointly by the Great Northern Railway (GNR) and the Great Eastern Railway (GER). It was formed by transferring certain route sections from the parent companies, and by the construction of a new route between Spalding and Lincoln, and a number of short spurs and connections. It was controlled by a Joint Committee, and the owning companies operated their own trains with their own rolling stock. The Joint Line amounted to nearly 123 miles (198 km) of route.
1 2 B. M. Handley and R. Dingwall, The Wye Valley Railway and the Coleford Branch, 1982, ISBN0-85361-530-6
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
