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Blood and Custard
Southern
Hayling
Island
Branch Line
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10th May 1958 At the 'Locomotive Depot', one of the
ancient ex-LBSCR A1x class ‘Terrier’ is being coaled ready for its return to
Havant. These owed their survival to being the only engines light enough to
cross the Langstone Bridge on the Branch. No. 32661 was built as an A1 by Stroudley (number 61 'Sutton') in October 1875, rebuilt
to A1x in January 1912 and survived until April 1963. Note the spark-arrestor. © Ben Brooksbank (CC-by-SA/2.0) |
Opening
Built by the independent Hayling Railway Company, the 4½ mile
branch line from Havant to Hayling Island station opened 17th July 1867
(the section to Langstone Wharf had opened for goods in 1865) before being leased
to the London & Brighton South Coast Railway in 1872. Single track with no
crossing places, there were intermediate stations at Langstone & North
Hayling.
The railway crossed from Hayling Island to the mainland by means
of the 1100ft Langstone timber viaduct, this having a central swinging span to enable
costal navigation to pass. Because of severe weight restrictions on the bridge
the elderly but excellent class A1x ‘Terrier’ locomotives were employed from 1872;
these being based at Fratton.
Rail-Motors
Between January 1907 and 1916 an
rail-motor service was operated using a ‘Terrier’ locomotive and auto-trailer;
it was not popular due to overcrowding and the inability to run mixed
passengers and goods trains.
World War 2
During World
War 2, the railway line was used to its maximum ferrying military stores.
Because of its closeness to Portsmouth, the Royal Navy requisitioned the
existing holiday camps with Warner’s Northney camp becoming
HMS Northney 1, Southleigh,
Coronation and Sunshine were renamed HMS Northney 2,
3 & 4. The Royal Hotel on the Seafront became HMS Dragonfly. Besides military staff, many stores and ammunition were brought in by train.
Four sections
of the artificial Mulberry harbours were
constructed on the island requiring thousands of tons of rubble to be brought in
from Havant by train, a major logistical operation.
Closure
Even though passenger traffic was heavy in summer months but
very light the rest of the year, the railway's income equalled its outgoings.
However, on 12th December 1962 a meeting of the
Transport Users Consultative Committee was convened at Havant Town Hall, the
outcome of which was a decision to recommend closure to the Minister of
Transport. This was despite the many protests made by locals.
It had been successfully argued that the cost of repairs to
Langstone Harbour bridge were unaffordable and the coaching stock was aged,
even though 1956-built MkI non-corridor stock was
starting to be employed. In 1963 much of the Southern’s Mk1 non-corridor stock
was transferred to the Western Region only to be scrapped not long after in
favour of diesel mechanical units.
Closure came on Saturday, 2nd November 1963 with a
Special ‘Hayling Railway Farewell Tour’ running the following day.
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10th May 1958 In the bay at Havant is ex-LBSCR A1x
class no. 32661 (built October 1875 as class A1 no. 61 'Sutton', rebuilt January
1912, withdrawn April 1963). It was necessary to retain these
ancient engines as long as the Branch was retained (owing
to the weakness of Langstone Bridge) on Saturday 2nd November 1963
when the line was closed. The following day a Special passenger train was
permitted hauled by 32636 & 32670; the last ever train on the branch. © Ben Brooksbank (CC-by-SA/2.0) |
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c.1959 Two Bulleid ‘Multidoor’ coaches of set 978 at Havant with A1X ‘Terrier’
no.32646 © Dr T. Gough (Mike King
Collection) |
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April 1961 Train arriving
at Havant from Hayling Island. © John Firth (CC-by-SA/2.0) |
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June 1961 No.32661 in
the run round loop at the Hayling Island platform at Havant station. © John Firth (CC-by-SA/2.0) |
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September 1961 Hayling Island branch train approaching the New
Lane level crossing adjacent to the main line at Havant having passed under East
Street bridge (the old A27 road). © John Firth (CC-by-SA/2.0) |
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September 1961 No. 32678
waits to leave North Hayling station with a train for Havant. © John Firth (CC-by-SA/2.0) |
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1961 No.32661 has just crossed New Lane and
is entering Havant Station. The
first coach is a Bulleid ‘Multidoor’ Brake Second (probably S2872S), 3 COR set 978
being used on the branch between 1959 and 1962 albeit as a 2 COR (plus loose
BSK). In 1963 driving brake second of
pull-push set no.619 was also seen operating with two Mk1 seconds operating
on the branch albeit not in pull-push mode. © John Firth (CC-by-SA/2.0) |
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c.1962 A1x no.32670 heads for South Hayling, train strengthened
with two Mk1 Seconds. ©Dr. T.Gough (Mike King collection) |
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July /August 1962 Crossing
Langstone Bridge with a Hayling train is an unidentified ‘Terrier’ hauling a
four-coach train with ‘perambulator’ van. The second & fourth Mk1
non-corridor Seconds sandwich a Bulleid BCK
(Diag.2406), whilst the first coach is most interesting as it appears to be a
WR Collett 60’ Third (Diag.C77 – compt side being
visible). © (Glen Woods collection) |
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3rd August 1963 The
glamour of steam? - not as far as this fireman was concerned! The
reality of manual coaling of the A1x tank locomotives was the order of the
day at Havant for operation of the Hayling branch line and was probably done
this way at Havant since the line opened in 1865. © John Lucas (CC-by-SA/2.0) |
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5th August 1963 With a Mk1 Second as the first coach,
the ‘Hayling Billy’ arrives at Havant from Hayling Island while no. 32670
waits to return the train. The Mk1 Second has an
Electrification warning flash on its end so may possibly have been S46284
released in June 1963 from West London Line set 156 (S1000S did not
appear to receive these). © Ian Taylor (CC-by-SA/2.0) |
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November 1963 Allocated ‘Loose’ to Hayling Island services, Green-livered GRP-bodied
S1000S awaits its next turn of duty in the sidings at Havant station during
November 1963. © P.H.Swift
(Mike King collection) |
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2nd November 1963 Hauled by no.32650 the ‘Hayling Billy’
arrives at Hayling Island station on the penultimate day of normal operation. © Ian Taylor (CC-by-SA/2.0) |
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April 1964 Following
closure and from across mud flats the 1100ft Langstone timber viaduct allowed
the railway to reach Hayling Island from Havant. © Martin Tester (CC-by-SA/2.0) |
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April 1964 The cabin in the middle of Langstone
Bridge housed the controls for the adjacent swing
section that permitted coastal navigation. © Martin Tester (CC-by-SA/2.0) |
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April 1964 Whilst this scene all looks so
complete, the lack of rolling stock in the goods yard yields a clue that the
Hayling Island branch line has been closed – some five months previously and
prior to demolition that year. With its diminutive ten-lever frame, the
small hut at the end of the platform is the signal box with signal no.9 for
No.2 Road (platform) immediately adjacent. Signal 10 (No.1 Road – bay
platform) has been removed. As a terminus, its distant was fixed. © Martin Tester (CC-by-SA/2.0) |
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April 1964 Hayling
Island Station from across the goods yard. © Martin Tester (CC-by-SA/2.0) |
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April 1961 Diverted Ocean Liner Express at Havant hauled by rebuilt
West Country no. 34045 ‘Ottery St Mary’ © John Firth (CC-by-SA/2.0) |
1961 Running
light engine, BR(S)-allocated D5001 is about to cross Havant’s New Lane level
crossing. © John Firth (CC-by-SA/2.0) |
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COPYRIGHT BLOODANDCUSTARD PHOTOGRAPHIC COPYRIGHT AS INDICATED |
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