| 词条 | High Harrington railway station |
| 释义 |
| name = High Harrington | gridref = NX999255 | coordinates = {{coord|54.6149|-3.5508|type:railwaystation_region:GB|display=inline,title}} | image_name = | caption = | original = Cleator and Workington Junction Railway | pregroup = | postgroup = London, Midland and Scottish Railway | locale = Harrington, Cumbria | borough = Allerdale | platforms = 2{{sfn|McGowan Gradon|2004|pp=52 & 63}}{{sfn|Suggitt|2008|p=65}} | years = 1 October 1879 | events = Opened | years1 = 13 April 1931 | events1 = Closed{{sfn|Butt|1995|p=120}} | years2 = 1 July 1963 | events2 = Closed completely{{sfn|McGowan Gradon|2004|p=68}} | years3 = 16 September 1963 | events3 = Line through the station closed{{sfn|McGowan Gradon|2004|p=59}} }}{{Cleator & Workington Junction Railway RDT|collapse=yes}}{{Whitehaven, Cleator and Egremont Railway RDT|collapse=yes}} High Harrington railway station was opened by the Cleator and Workington Junction Railway (C&WJR) in 1879. It was situated half a mile south of Harrington Junction on the company's main line.{{sfn|McGowan Gradon|2004|p=64}} and served what was then the eastern extremity of Harrington in Cumbria, England.{{sfn|Smith|Turner|2012|loc=Map 26}}{{sfn|Jowett|2000|loc=Map 36}}{{sfn|Robinson|2002|p=31}} The station is not to be confused with the current {{rws|Harrington}} station a kilometre away on the coastal line. HistoryThe line was one of the fruits of the rapid industrialisation of West Cumberland in the second half of the nineteenth century, specifically being born as a reaction to oligopolistic behaviour by the London and North Western and Whitehaven, Cleator and Egremont Railways.{{sfn|Anderson|2002|p=309}} The station was on the line from {{rws|Moor Row}} to {{rws|Workington Central}}. Both line and station opened to passengers on 1 October 1879. All lines in the area were primarily aimed at mineral traffic, notably iron ore, coal and limestone, none more so than the new line to Workington, which earned the local name "The Track of the Ironmasters". General goods and passenger services were provided, but were very small beer compared with mineral traffic.{{sfn|Anderson|2002|p=313}} The founding Act of Parliament of June 1878 confirmed the company's agreement with the Furness Railway that the latter would operate the line for one third of the receipts.{{sfn|Marshall|1981|p=117}} ServicesPassenger trains consisted of antiquated Furness stock hauled largely by elderly Furness engines{{sfn|Anderson|2002|p=314}}{{sfn|McGowan Gradon|2004|pp=40 & 42}} referred to as "rolling ruins" by one author after a footplate ride in 1949.{{sfn|McGowan Gradon|2004|p=51}} No Sunday passenger service was ever provided on the line. The initial passenger service in 1879 consisted of
In 1880 the extension northwards to {{rws|Siddick Junction}} was opened. The service was extended to run to and from Siddick and an extra train was added, with
By 1922 the service reached its high water mark, with:
There was one fewer Down train, as the 09:50 Up was provided to give a connection at Siddick with a fast MCR train to {{rws|Carlisle}} with connections beyond.{{sfn|McGowan Gradon|2004|p=39}} Two Saturdays Only trains left {{rws|Oatlands}} at 16:05 and 21:35 for Workington, calling at Distington and High Harrington, with balancing workings leaving Workington at 15:30 and 21:00. There were also trains using the Lowca Light Railway plying between {{rws|Lowca}} and Workington; they turned off the main line at Harrington Junction and therefore served no "pure" C&WJR stations other than Workington Central.{{sfn|Bradshaw|1985|p=595}} As with advertised passenger trains, in 1920 workmen's trains ran on the company's three southern routes:
The situation in 1922 was similar.{{sfn|McGowan Gradon|2004|p=39}} The 1920 Working Time Table shows relatively few Goods trains, with just one a day in each direction booked to call at High Harrington. Mineral traffic was an altogether different matter, dwarfing all other traffic in volume, receipts and profits. The key source summarises it "...the 'Track of the Ironmasters' ran like a main traffic artery through an area honeycombed with mines, quarries and ironworks."{{sfn|McGowan Gradon|2004|p=41}} The associated drama was all the greater because all the company's lines abounded with steep inclines{{sfn|McGowan Gradon|2004|loc=p.64, Gradient Diagrams}} and sharp curves,{{sfn|McGowan Gradon|2004|p=25}} frequently requiring banking. The saving grace was that south of Workington at least, most gradients favoured loaded trains. During the First World War especially, the company ran "Double Trains", akin to North American practice, with two mineral trains coupled together and a banking engine behind, i.e. locomotive-wagons-guards van-locomotive-wagons-guards van-banker. Such trains worked regularly between {{rws|Distington}} and {{rws|Cleator Moor West}}.{{sfn|McGowan Gradon|2004|loc=Front cover & pp.42-3}} The practice was discontinued after dark from 1 April 1918.{{sfn|Haynes|1920|p=5}} Most stations on the company's lines had heavy industrial neighbours, such as ironworks next to Cleator Moor West, or served primarily industrial workforces, such as Keekle Colliers' Platform. Throughout its working life High Harrington was more isolated, with heavy industry visible but not next to the station. By 2013 the station site was flanked substantial housing estates. Like any business tied to one or few industries, the railway was at the mercy of trade fluctuations and technological change. The Cumberland iron industry led the charge in the nineteenth century, but became less and less competitive as time passed and local ore became worked out and harder to win, taking the fortunes of the railway with it. The peak year was 1909, when 1,644,514 tons of freight were handled.{{sfn|McGowan Gradon|2004|p=50}} Ominously for the line, that tonnage was down to just over 800,000 by 1922, bringing receipts of £83,349, compared with passenger fares totalling £6,570.{{sfn|Suggitt|2008|p=65}} Rundown and closureThe high water mark for tonnage was 1909, the high water mark for progress was 1913, with the opening of the Harrington and Lowca line for passenger traffic. A chronology of the line's affairs from 1876 to 1992 has almost no entries before 1914 which fail to include "opened" or "commenced". After 1918 the position was reversed, when the litany of step-by-step closures and withdrawals was relieved only by a control cabin and a signalbox being erected in 1919 and the Admiralty saving the northern extension in 1937 by establishing an armaments depot at Broughton.{{sfn|McGowan Gradon|2004|pp=58-59}} High Harrington station closed on 13 April 1931 when normal passenger traffic ended along the line. Diversions and specials, for example to football matches,{{sfn|McGowan Gradon|2004|p=52}} made use of the line, but it was not easy to use as a through north-south route because all such trains would have to reverse at Moor Row or {{rws|Corkickle}}.{{sfn|Marshall|1981|p=118}} An enthusiasts' special ran through on 6 September 1954, the only one to do so using main line passenger stock. The next such train to traverse any C&WJR metals did so in 1966 at the north end of the line, three years after the line through High Harrington closed.{{sfn|McGowan Gradon|2004|pp=60-1}} AfterlifeBy 2013 aerial images clearly show the line of route and that the area around the station site had been transformed by housing. The trackbed through the station site was used by the West Cumbria Cycle Network. {{Disused Rail Start}}{{Rail line|previous={{rws|Workington Central}} Line and station closed |next={{rws|Distington}} Line and station closed |route=Cleator and Workington Junction Railway |col={{LNWR colour}} }}{{s-end}} See also{{Portal|Cumbria}}
ReferencesSources{{refbegin}}
Further reading{{refbegin}}
External links
4 : Disused railway stations in Cumbria|Railway stations opened in 1879|Railway stations closed in 1931|Former Cleator and Workington Junction Railway stations |
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