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LA'AL RATTY IN 1915

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Inevitably, one of the first descriptions of the re-opened and re-gauged Eskdale line was published in the Railway Magazine, in December 1915. I shall restrain myself from commenting on matters such as the alleged gauge of the old line, the distance from Boot to the summit of Scawfell, or the description of the road from Eskdale to Ambleside, and simply present the article as written:

A Novel Miniature Line.
THE RE-OPENING OF THE ESKDALE RAILWAY.
By "VOYAGEUR."

Many visitors to the English Lake District in past years will have made themselves familiar with the little railway that linked up Ravenglass, on the coast in the south-west corner of Cumberland, and the village of Boot, at the head of eskdale. But besides being somewhat of a curiosity, this primitive line, of 2ft. 9in. gauge, served purposes of real utility in opening up one of the most beautiful parts of the country, otherwise more or less inaccessible. Completed for traffic in September, 1876, the Eskdale railway was planned to bring down to the coast hematite iron ore from several mines around Boot, but the increasing popularity of the district, both as a holiday and a residential centre, soon resulted in passengers being conveyed also. In the summer the latter traffic was quite heavy, visitors from the manufacturing towns of Barrow, Millom, Whitehaven, the rising resort of Seascale, and other points along the coast in the vicinity, utilizing the opportunity thus afforded of taking the coast line of the Furness Railway to Ravenglass, and from there by the Eskdale line conveniently reaching Wasdale, Wastwater, Eskdale, and the Scawfell district. The last named summit is only three miles distant from Boot, while during the time that the railway remained open, the paths from Boot past Burnmoor Tarn to Wasdalehead, and from Irton Road to Strands, at the head and foot of Wastwater respectively, were quite extensively used by tourists, the distance over the moor to this somewhat remote lake being only four or five miles. Higher up the valley beyond Boot is the Woolpack Hotel, from which a very fair road crosses by Hard Knott and Wrynose Passes over into Langdale and Ambleside, the latter town being only 16¼ miles from Boot. In addition to the scenic charm, also, the Eskdale district is rich in historical ruins and archaeological remains generally, and thus, besides being a happy hunting ground of the mountaineer, appeals to a wide circle of residents and holiday makers. In this way a quantity of fine residential property sprung up at various points along the railway, but more especially at Irton Road and Eskdale Green, where the scenery is of an exceptionally fine character- open, but with a mountain background in all directions. The building of this property, together with the needs of the villages along the route, resulted in the creation of a good traffic in coal and stores up the valley, balancing the carriage of ore in the opposite direction.
Eskdale Green Station and over-line bridge, before the reconstruction

Unfortunately, towards the close of the last decade, the increasing use of basic iron ores in iron and steel manufacture resulted in a reduced demand for hematite ore, and the mines at Boot, which could no longer be worked profitably, were consequently closed down. With the chief source of revenue withdrawn, the railway did not long survive. It ceased to convey passengers in 1908, and was for a time after that in the hands of a receiver and manager, who continued for some years to run goods trains to meet the urgent needs of the adjacent villages in the matter of railway communication. But finally, in consequence of the need arising for heavy repairs and renewals to the track, the line was closed altogether in 1913, and has since remained derelict. The result of this was to empty much of the residential property along the line, to close the fine Stanley Ghyll Hotel, which had been erected adjacent to Beckfoot station, and to greatly diminish the number of visitors to the valley. During the present year, however, a new era in the history of the Eskdale Railway has commenced, while at the same time a most interesting experiment has been inaugurated. For a small private company known as the Narrow Gauge Railways, Limited, of London, which laid down and worked for some time the well-known miniature railway in the Marine Park at Rhyl, in addition to similar lines at Geneva, Switzerland,, and at the Christiania (Norway) Exhibition of 1914, has obtained a lease of the Eskdale railway, and is now engaged in converting the gauge from 2ft. 9in. to 1ft. 3in. in order that the scale model express locomotives and rolling stock of these lines may be utilized. Pleasure railways of this character are, of course, quite familiar in exhibition grounds and parks, both public and private, but this is the first time that so narrow a gauge has ever been employed upon a continuous public railway in the open country. The Eskdale Railway is now, indeed, quite entitled to look upon itself as the smallest business railway in the world!

Before referring to the equipment, it may be of interest to make a "tour" of the line. The station at Ravenglass is adjacent to that of the Furness Railway, and consists of a capacious timber building, with a booking office, manager's office, and a large store-room for railway equipment of various kinds. There is a single platform, and the roof of the station building is extended over this over the adjacent line of rails to a screen in front of the station, thus furnishing efficient protection from the weather. Between the station and the Furness Company's sidings a narrow-gauge siding has been laid to facilitate transhipment of goods, etc., from the full-sized into the miniature wagons, and also to allow for the storage of vehicles. Ample room is left for the laying of further sidings when necessary. Leaving Ravenglass Station the Eskdale railway then crosses the main road from ravenglass inland by means of a steel girder bridge, and then passes the engine shed on the right. The latter is a brick structure with more than sufficient accommodation for the two 2ft. 9in. gauge tank engines that were employed on the old line, so that three or four roads of the narrower gauge can be laid in it if desirable. Shortly beyond this point a trailing junction was effected with the branch that was laid alongside, but on a higher level than the original line, into the Furness Railway goods yard, where the iron ore where the iron ore brought down from Boot was dropped through the bottom of hopper wagons direct into the large trucks. For the present, however, this line will not be used save for the storage of old rolling stock, and the junction has been taken out. From here the railway falls rapidly to the side of the River Mite- here an open estuary- the gradient averaging 1 in 50 for 3 chains, and 1 in 104 for 13 chains further.
A picturesque view near Muncaster, showing approaching narrow-gauge train

At this stage it may be well to make a brief geographical explanation, in view of the fact that for more than half its course the Eskdale railway is really not in Eskdale. The lower portion of the latter lies rather to the south of Ravenglass, and all the north side of the river forms the estate attached to Muncaster Castle, the residence of Lord Muncaster, now chairman of the Furness Railway. But the Eskdale Railway takes a more direct course up the valley of the River Mite as far as Irton Road, skirting on the north side of the irregular rocky ridge known as Muncaster Fell, which rises from the surrounding plain to a height of 760ft., and separates the valleys of the Irt and Mite from that of the Esk. As previously mentioned, the Eskdale Railway drops from Ravenglass station, which is 36ft. above sea-level, to Muncaster, 1 1/8 miles out of Ravenglass and the lowest point on the line; it is indeed, only 17ft. above the sea. From here there is an almost continuous rise for 3 miles to Irton Road station, where the line is 127ft. above sea-level. After leaving Irton Road, the railway turns towards the south-west, bearing round the end of Muncaster Fell and down into Eskdale, which is reached at the next station- Eskdale Green. This is ¾ mile beyond Irton Road, but 24ft. lower in altitude. From Eskdale Green there are rising switchback grades along the side of Eskdale fell as far as beckfoot, 1 5/8 miles further on and 148ft. above the sea, but the last 5/8 mile into Boot forms a most toilsome ascent, the height of the terminus above sea-level being as much as 211ft. The total length of the line is 7 miles 8 chains. Of engineering features there are none, as the railway was laid practically over the surface of the ground, and the gradients in parts are therefore exceedingly severe. From Beckfoot to Boot 16 chains at 1 in 67 are followed by ¼ mile at 1 in 37, and a further 5 chains at 1 in 46. The descent from Irton Road into Eskdale is for 21 chains at 1 in 78, and another 13 at 1 in 81. Again, the climb from Muncaster to Irton Road includes 1¼ miles steeper than 1 in 100, with short stretches at 1 in 35, 40, 50 and 55. For a scale model locomotive this is, therefore, a very difficult road.

Resuming our journey from the side of the Mite estuary, from which a magnificent view of the Cumbrian mountain chain is obtained, dominated by the giant head of Scawfell, we pass under a small accommodation bridge, and then under a substantial stone arch carrying the main road from Whitehaven to Barrow. Immediately beyond this is Muncaster station, adjacent to Muncaster Mill and at the foot of the steep slope of Muncaster Fell. Proceeding from here we rise rapidly over the mill-stream and through a plantation onto open moorland. The inland mountain panorama along this stretch is particularly fine, and the effect is accentuated by the abrupt character of the fell on the right, along which the railway is carried. About 3¾ miles from Ravenglass, and just after the line has attained a level of 100ft. above the sea, we pass round quite a precipitous shoulder, with the river immediately below, and this has been christened "Prospect Point."

Train of open "summer" rolling-stock leaving Ravenglass Station

Shortly beyond here we leave the side of Muncaster Fell and strike across open country to Irton Road station, passing en route under an accommodation bridge, and also by a stone bridge adjacent to the station under the by-road from Irton Road into Eskdale. After leaving Irton Road, as previously mentioned, the line bears round and drops into Eskdale, skirting all the way the grounds of various large houses that help tom compose the scattered village of Eskdale Green. At Eskdale Green station we pass under the main road from Whitehaven and Gosforth to Boot and Ambleside, and from there we skirt on the left Eskdale Fell, the line rising by sharp switchback grades, and making various sinuous bends round the hillside that call for a very moderate speed on the part of the train. Approaching Beckfoot, we notice on the right the handsome building that was at one time the Stanley Ghyll Hotel, with its magnificent grounds; this has since been taken over by the Co-operative Holiday Association, and as one of their holiday centres now attracts a large number of visitors- mostly young people- throughout the summer. Beckfoot and Boot are, of course, splendid features for pedestrian excursions in all directions, Wastwater and Scawfell, for example, being within easy reach, while such beautiful spots as Stanley Ghyll and Dalegarth Force are within half-an-hour's walk. The climb up the open hillside from Beckfoot to Boot has already been spoken of, and this portion of the line was planned rather to meet the convenience of the ore traffic than that of Boot village, which lies some distance below the station.

Other than Ravenglass, there are therefore five stations- Muncaster, Irton Road, Eskdale Green, Beckfoot and Boot. These are all quite unpretentious in character, each consisting of a short platform with a stone face adjacent to the line, and a neat timbe or brick shed, partitioned into waiting room and booking office. At various other points on the line, however, such as Murthwaite Crossing, passengers will be set down or picked up when required, and in these cases it is proposed to erect hand operated signals in order that prospective passengers may be able to signal the trains to stop. Siding accommodation will be provided at most of the stations, but passing loops will not yet be installed, as for the present it is not intended to work more than one engine in steam on the line at one time. In order to enable the engine to turn at the end of each journey, and so always to run chimney first, turntables will be provided at Ravenglass, Irton Road, and beckfoot or Boot. As regards other engineering details, there is the one underline girder bridge, at Ravenglass, together with sixteen small culverts or "cattle creeps" at various points, generally consisting of longitudinal baulks of timber as rail-bearers on stone supports. Of overline bridges there are seven, four of which have stone buttresses with a timber superstructure, carrying accommodation farm roads, whereas the remaining three carry public roads, and are substantial stone arches. No public roads cross the line on the level, although there are a number of accommodation crossings in different places. The alteration of the gauge and the renewal of the track generally has been no light task, as at many points the line was completely overgrown, and had first almost to be excavated. As far as possible, the original permanent way has been used, although the old wrought-iron flat-bottomed rails largely employed on the line were all so worn and laminated as to be useless. Elsewhere, however, the rails were of a good 40lbs. per yard steel section, very little worn, and these are being re-laid to the new gauge, incidentally presenting a very curious appearance when dog-spiked only 15in. apart. It has been found necessary to renew many of the fishplates and almost all the sleepers, the latter now consisting mainly of ordinary railway sleepers cut into three parts. It will thus be seen that the track is of quite exceptional strength and durability for the light loads that it will have to carry.

The "Eskdale Express" at speed near Muncaster,
driven by Mr. R. Proctor Mitchell, a director of the company

The rolling stock, however, is the principal feature of interest, and the major part of this, together with other details of equipment, has been supplied by the well-known firm of Bassett-Lowke, Limited, of London and Northampton. At present only one locomotive is in use, this being of the manufacturers' "Sanspareil" or 30 class. It is built to a scale of 3in. to the foot, and has the 4-4-2 wheel arrangement, with the following dimensions:- cylinders 4 1/8 in. bore by 6in. stroke; driving wheels 20in. and bogie and trailing wheels 9½in. diameter; boiler, 19in. diameter, containing 41 firetubes and pressed to 130lbs. per square inch. A bogie tender is provided, containing seating room for the driver, and has capacity for a small quantity of coke for firing, with 50 galls. of water. Among the fittings may be noted the makers' gridiron type of smoke-box superheater, mechanical lubrication to cylinders, and an ingenious form of vaccum brake. Overall the engine and tender measure 16ft. 4in., while the height from rail to the top of the chimney is 3ft. 7in.; the weight of engine and tender in working order is about 2¼ tons. This engine, it may be interesting to note, was the one in use at the Christiania Exhibition of last year, and is exactly similar to the locomotive built for Sir Robert Walker's private railway at Sand Hutton, Yorks, described in the RAILWAY MAGAZINE of February, 1914. It had now been thoroughly overhauled and painted a royal blue colour. A maximum speed of about 30 miles per hour can be realised by these engines on a level road, when moderately loaded, but in view of the heavy grades, it is anticipated that the complete journey to Boot, inclusive of stops, will occupy about 30 to 35 min. On the steepest part of the ascent from Muncaster to Ravenglass it is found that the present engine can tackle about 40 passengers, so that during the summer season additional locomotive power will probably be required. It has not yet been decided whether this shall take the form of a 4-6-2 engine similar to that built by Messrs. Bassett-Lowke for Mr. J.E.P. Howey's Staughton Manor Railway, or whether one of Sir Arthur Heywood's locomotives of the Duffield Bank Railway shall be purchased. These are more of a contractor's type, both six-coupled and eight-coupled tank locomotives of considerable power being available, and such engines would doubtless prove useful for working goods trafic, especially if the ore mines at Boot were to be re-opened. The locomotives of the original railway, by the way, were of a six-coupled tank type having 16in. by 20in. cylinders, so that the contrast in tractive power between past and present is very striking.

Passenger vehicles are varied in character. Messrs. Bassett-Lowke have supplied seven open coaches, each seating eight persons, two abreast in two compartments. These coaches are specially designed with a low centre of gravity, to prevent unsteadiness in riding, or overturning when the engine is running at speed, and each weights about 8cwt. empty. They are handsomely panelled in varnished teak, and are provided with glass wind-screens, and also awnings for use in wet or very hot weather. The carriages are lettered "Eskdale Express" in raised brass letters. In addition to these, for winter service, a bogie pasenger coach, 19ft. 6in. long, and a bogie brake-van, 15ft. long, have been purchased from Sir Arthur Heywood. The former seats 16 persons, 12 in the body of the coach in three compartments, two passengers abreast, and an additional 4 on end platforms, and weights 24cwt. empty. Four passengers are accommodated on the end platforms of the brake-van, which also has ample space for light luggage. Each coach is fitted with combined central buffers and couplings, and equipped with the vacuum brake. The whole train of nine vehicles seats 76 persons, but this number is, of course, considerably in excess of the maximum number that is likely to be conveyed per trip during the winter months. Several small wagons, of 1 ton capacity, complete the present equipment of the line. For next summer great developments are promised. It is even hinted that a tea-car may be pressed into service, and teas served on the journey to and from Boot, which would, I think, fairly well exhaust the possibilities of a 15in. gauge, and one-quarter full-size scale!

Gradient profile of the line

Slower progress with the reconstruction has been made than was anticipated, mainly owing to the shortage of sleepers and labour, but the line should be open over its more important stage- from Ravenglass to Irton Road- before the end of the year. Certainly but little time was lost by Messrs. The Narrow Gauge Railways, Limited, from the date of obtaining the lease. This took place in the middle of June last; a fortnight later the work had commenced and seven weeks after that passengers were being conveyed as far as Muncaster, the first station. So great was the novelty of the miniature equipment, that from midday on the Saturday of opening until midday on the following Wednesday 700 passengers from various districts round had taken a return trip on the line. The fare charged for the 2¼ miles to Muncaster and back is only 4d., which is, of course, but slightly above the ordinary penny-a-mile rate. In the spring of next year it is hoped to complete the reconstruction to Eskdale Green and Beckfoot, but it has not yet been definitely decided whether the concluding length to Boot shall be operated or not, on acount of its exceedingly heavy grade, and also the fact that Boot station lies high above the village, and a considerable distance from the main road. The latter, however, runs right past Beckfoot station, which is almost as convenient of access to Boot residents as Boot station itself. Mr. John Wills, the general manager of the line, held a similar position on the Geneva Railway previously mentioned, and has had considerable experience of miniature railway work, having acted for some time as Messrs. Bassett-Lowke's London manager. His office is at Ravenglass. The Narrow Gauge Railways, Limited, are to be congratulated on this novel extension of their sphere of operations, and I am sure that every reader of the RAILWAY MAGAZINE will wish their enterprise the success that it deserves.

The above article was not quite the first to appear in the railway press, though it was one of the most informative of the early accounts of the revived line. Here are a few extracts from an earlier article "THE RAVENGLASS AND ESKDALE RY." in "The Locomotive", 15 Sep 1915 (which, incidentally, gave the gauge of the old line as 3ft 6in...):

... "Thanks to the enterprise of Messrs. Bassett Lowke & Co., of Northampton and London, the well known firm of miniature railway builders, the line is now in process of reconstruction, the section from Ravenglass to Muncaster, the first station, being already in operation; and it is hoped to run trains to Irton Road before the end of October.
The track is now laid to a gauge of 15-in., which is found to be quite adequate for the needs of the traffic and permits more economical working than was possible on the old gauge. There are some rather severe gradients and curves encountered, the steepest portion of the line being 1 in 37, near Boot.
The locomotive stock consists at present of one engine, and is a perfect replica on a small scale of a powerful "Atlantic" express locomotive. These engines are a speciality of Messrs. Bassett Lowke & Co., and have been much used on pleasure railways at exhibitions, etc., as well as on several private lines.
The passenger stock is composed of open cars, some fitted with awnings, running upon four wheels and each seating eight persons. There is also a closed carriage and a van, carried on two four-wheel bogies. These vehicles, as well as some four-wheel trucks of one ton capacity were formerly the property of the Duffield Bank Railway, a private line in Derbyshire.
In spite of the smallness of the gauge, no trouble is experienced in the matter of stability, and there is ample accommodation for the passengers, seated two abreast. Some of the cars are fitted with the simple vacuum brake.
Another engine will be put into service for the goods traffic, but the present locomotive will be retained for the working of passenger trains." ...