Rails along the Rother - The Midhurst Lines by TransportTreasuryPublishing

Rails along the Rother

The Midhurst Lines

The Midhurst Lines Jeffery Grayer

Closed to passengers nearly 70 years ago now, the lines that served the charming Sussex market town of Midhurst are still fondly remembered. Never money spinners the first of the three routes to be closed, that from Chichester, was way back in 1935 to be followed twenty years later by the withdrawal of services to both Petersfield and Pulborough. With its stations not generally well sited for the limited population they served and vulnerable to bus competition traffic was never heavy although freight did continue for a number of years after passenger closure with the final trains operating on a small section of the route until 1991. Fortunately several photographers appreciated the scenic beauty of the area and recorded trains in the landscape during the 1950s. It is their work that is presented in this volume.

RAILS ALONG THE ROTHER

ISBN 978-1-913893-36-1

Images from the Transport Treasury Archive Compiled by Jeffery Grayer £13.50

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Rails along the Rother The Midhurst Lines

Images from the Transport Treasury Archive Compiled by Jeffery Grayer

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© Images and design: Transport Treasury 2023. Text: Jeffery Grayer ISBN 978-1-913893-36-1 First published in 2023 by Transport Treasury Publishing Limited. 16 Highworth Close, High Wycombe, HP13 7PJ Totem Publishing is an imprint of Transport Treasury Publishing. The copyright holders hereby give notice that all rights to this work are reserved. Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Tarxien, Malta By Gutenberg Printing Ltd. ‘Rails along the Rother: The Midhurst Lines’ is one of a series of books on specialist transport subjects produced in strictly limited numbers under the Totem Publishing imprint using material only available at The Transport Treasury. Front cover: On 1 December 1951, Class M7 No. 30049 carrying a 75D (Horsham) shedcode gets away from the ornate LB&SCR station at Midhurst with a service for Pulborough. These Drummond 0-4-4Ts were the mainstay of passenger services in the latter years of the line having first come to the route in 1948 replacing the former D1 and D3 class tank locomotives that had previously operated the LB&SCR route from Midhurst whilst on the former LSWR section they had replaced Adams T1 class 0-4-4Ts. R C Riley Rear cover: This 1967 scene, taken from Shopham Bridge situated between Petworth and Fittleworth, shows on the left the River Rother paralleling the railway’s course which it did throughout much of the line’s length. The still pristine nature of the ballast indicates that track has only recently been recovered the freight service to Petworth having finished in May 1966. Today the river here flows on timelessly but the railway is but a fading memory Author. Frontispiece: Class C2X No. 32523 rumbles through Petworth tender first in 1960 with a freight service passing the signalbox containing an 18 lever frame which, although it was closed in December 1957, was still in situ at this time not in fact being demolished until several years later. These 0-6-0s shared freight duties on the line from Midhurst with the Class C3s until the final example of the “Horsham Goods” as they were known was withdrawn in 1952. Thereafter they worked alongside Class E4 tanks which were later superseded by tender Classes Q and Q1 until diesels appeared in the shape of Class 33s in 1964 with 0-6-0 diesel shunters providing the final goods services to Petworth until 1966. Neville Stead

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Introduction

he river mentioned in the title of this volume rises near the village of Empshott just over the border from West Sussex in Hampshire and flows through Midhurst to join the River Arun at Stopham near Pulborough. The railway from Pulborough to Petersfield took advantage of this river valley closely paralleling its course along much of its length.

Midhurst or services were split into two, necessitating changing trains at Midhurst. Having walked much of the trackbed some sixty years ago I was able to witness the removal of the final section of branch metals at Hardham Junction in 1967, 108 years after the line had been opened by the LB&SCR from Pulborough to a terminus at Petworth in 1859.

Having moved to Chichester, the county town of West Sussex, in 1960 I was naturally drawn to some of the rural branchlines in the vicinity and one such was to be found in Midhurst just a dozen miles north of the cathedral city. Unfortunately I was too late to witness passenger services but was able to see something of the freight workings, restricted after 1964 to the sections from Petworth to Pulborough and from Chichester to Lavant the latter primarily for sugarbeet traffic, and to walk much of the trackbed both before and after removal of the rails.

A section of the route from Chichester to Midhurst lasted until March 1991 for gravel extraction a mile south of Lavant. Today the market town of Midhurst remains as charming as ever but of the fine station there is no trace the whole railway site having been swallowed up in a housing estate. Fortunately several photographers most notably Dick Riley, Neville Stead, Peter Hay, Roy Vincent, Denis Cullum and Leslie Freeman photographed the line during the 1950s and 1960s and their collections are now accessible via the Transport Treasury archive. I would like to thank Antony Hemans for sharing his knowledge of the lines which has enabled more informative captions to be produced. In this volume all stations on the three routes that met at Midhurst are covered as is the final day of the passenger service in 1955 together with images of several of the special trains that visited the line after passenger closure. We also cover the infamous Cocking culvert collapse which had the effect of immediately truncating the freight service from Chichester – Midhurst initially at Cocking and then, after August 1953, no trains ventured further north than Lavant; BR considering it uneconomic to maintain all three stations on this truncated branch. Some scenes of the post closure aftermath draw to a close this photographic trip back in time. Jeffery Grayer Devon 2023

I am conscious that many purchasers of this volume with a penchant for the Midhurst lines will no doubt have seen or have in their possession the three photographic albums produced by Middleton Press – “Branch Lines to Midhurst” (1981), “Branch Lines Around Midhurst” (1987) and “Branch Lines of Midhurst – The Later Years” (2010). With this in mind I have made the decision not to replicate any of the illustrations found in this trilogy and have hopefully come up with images new to readers that have been culled from the extensive Transport Treasury archive and from my own collection. With its stations not particularly well placed for the settlements they served and with bus competition taking away many potential passengers, the writing had been on the wall for the Midhurst lines for some time before closure to passengers came in 1955 and this was so particularly after electrification of the Portsmouth Direct and Mid Sussex lines with which the branch connected. To afford reasonable connections with services at both Petersfield and Pulborough the timetable was amended such that there was either a long wait to be endured for through passengers at

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Opposite: This 14 August 1954 view looking north from Petersfield station footbridge shows the separate platform provided for the Midhurst branch trains. Although they had originally used a bay platform at the main station this additional facility was provided about the turn of the 19thc in order to reduce movements over the level crossing seen in the foreground. However, some trains continued to use the bay platform at the main station when heavy parcels had to be conveyed. The guard of the train, which consists of pull-push set No 731 is seen negotiating the level crossing. The notice affixed to the post by the station entrance advised that this was the access “To Trains for Rogate, Elsted and Midhurst” thus perpetuating the old rivalries between the L&SWR and L&BSCR as the notice gives no indication that some services continued on to enemy territory at Petworth and Pulborough. Denis Cullum / Lens of Sutton

Above: The final passenger timetable for the Midhurst line covering the winter of 1954/55, services being withdrawn on and from 7 February 1955. The author, with umbrella, and a school friend shelter under Petworth’s canopy on a visit to the line one very wet day in 1965 whilst freight was still handled here. Author

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Petersfield - Midhurst (L&SWR). Opened 1 September 1864.e will be m

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This page: M7 No. 30049 heading the 12.40pm departure to Midhurst and Pulborough is seen at the branch platform on the final day of services 5 February 1955. Mr. Vaus the Petersfield Station Master is supervising proceedings on this sad occasion and can be seen in discussion with the locomotive crew. The very basic nature of the facilities with a solitary seat and no shelter on the wooden platform can be appreciated from this view. There was a short siding to the left of the platform, serving the premises of South East Farmers (SEF), which seemingly housed a good supply of coal some of which has spilt onto the platform. The warehouse on the right with its hoist and large doors was owned by the Southern Counties Agricultural Trading Society known as SCATS. L R Freeman Opposite: Having passed under Tilmore Road bridge seen in the background and behind which the upper quadrant home signal is “off”, pull-push set No. 731 with an M7 propelling slows down prior to entering the branch platform at Petersfield on 30 June 1950. This two coach set was one of nine such sets converted from ex L&SWR 46’ 6” corridor stock in 1942/3. It comprised a Corridor Brake Third and a Composite Brake which in the case of this particular set were Nos. 2641 and 4756 respectively. 32 third class seats in 4 compartments were provided in the corridor brake whilst a similar number of third class seats, also in 4 compartments, plus 12 first class seats in 2 compartments were available in the composite. There must have been few occasions in latter days when this complement of seats was required. Pull-push working on the branch commenced in 1926. In this view the cab of the driving trailer is occupied by the guard on the left and the driver on the right whilst the fireman remains on the locomotive footplate. R E Vincent

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Top: On the final day of services M7 No. 30028, photographed from the separate platform, is seen arriving with the 3:48pm service from Midhurst which will form the 4:20pm return service through to Pulborough. On this occasion the train, strengthened to three coaches to accommodate anticipated last day crowds, is en route to the main platforms at Petersfield as the dedicated Midhurst platform was unable to accommodate more than the usual two coaches. L R Freeman Bottom: As the level crossing gates are about to close to road traffic this 21 September 1966 view reveals that the track serving the former dedicated branch platform has been removed although rails still lead under Tilmore Road bridge for a short distance. They formerly served a siding for the Itshide Rubber Works which, amongst other things, supplied commando soles on army boots for the UK armed forces during the 1930s and 1940s. Denis Cullum / Lens of Sutton Opposite: On 17 April 1954 the more usual single coach constitutes the 4:20pm service from Petersfield to Pulborough seen here at the separate branch platform. A porter trundles his barrow loaded with mailbags and parcels down the short platform in order to cross the road to the main station whilst the signalman in his box, which dates from about 1885 to an L&SWR 3a type, appears about to operate the gate wheel in order to close the level crossing gates. In inclement weather the trek from the branch platform to the main station for those passengers wishing to continue onwards by train was something of an inconvenience. Although the box is now Grade II listed and in its later years contained a 10 lever Stevens frame and locking rack together with a circuit diagram, block shelf and block instruments, this did not stop Network Rail in 2020 submitting plans to demolish it although the latest rumour is that this will not now happen. Denis Cullum / Lens of Sutton

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Top: This 1954 view is again taken from the footbridge but this time looking towards the main station showing the bay platform sometimes used by Midhurst branch trains. Following the electrification of mainline services through Petersfield in 1937 most branch trains used the dedicated platform on the other side of the level crossing. In 1969 the up loop was taken out of use and a dead end engineer’s siding instituted in its place which many years later was in turn lifted to provide additional car parking space. In addition to the footbridge there was a subway providing connections between the platforms and the entrance to this can be seen in the greenhouse like structure in front of the main building on the up platform. Denis Cullum / Lens of Sutton

Bottom: This image taken from the south of the up platform illustrates one of the occasions when the Midhurst branch train occupied the bay platform. A substantial Goods Shed can be seen in the yard on the right which also housed cattle pens whilst in the yard on the left the 5 ton yard crane is just visible. As at many other stations car parking is now provided on both sides of the line in the former goods yards to cater for the large numbers of commuters to the capital. Denis Cullum / Lens of Sutton

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Top: Our final view of the railway at Petersfield records the railtour which ran over the section from Pulborough to Petersfield on the 6 February 1955 the day after the final service trains had operated. This enthusiasts’ special run by the RCTS and recorded on the tickets as “The Hants & West Sussex Tour” in fact carried carriage boards proclaiming it to be “The Hampshireman”. It was hauled by the unusual combination of Class E5X Nos. 32576 and 32570. The tour originated at Waterloo and was hauled by Brighton Atlantic No. 32421 “South Foreland “ as far as Guildford whence the two tank locomotives took over for a run over the branch to Horsham. They then proceeded to Pulborough for a trip over the branch, making a photographic stop at Midhurst, and then on to Petersfield where they handed over to a brace of T9s Nos. 30301 and 30732 for a final trip over the Meon Valley route which also closed to passengers at this time. Their return to Horsham was to be the final movement from Petersfield to Midhurst as this section then closed to all traffic. This view shows the 0-6-2Ts coupled bunker to bunker about to leave the train at Petersfield. L R Freeman Bottom: Outside the station we find a brand new Dennis Lance K3 double decker bus, registration GOU 845 fleet No. 145, belonging to the Aldershot & District Traction Co. having arrived with service 24 from Guildford on 30 June 1950, the month in which it entered service. Terminating at the station this was an early example of rail road co-ordination still somewhat lacking in today’s public transport climate, and remarkably this particular vehicle, which had an East Lancs lowbridge body and which was powered by a six cylinder 8 litre Dennis engine, went on to an active life in preservation. Two landmarks of the Petersfield skyline still evident today are the dome of St. Laurence Catholic church on the left and the spire of the Methodist church on the right. R E Vincent

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Although Southdown were the main bus competitors of the Midhurst lines, one of the minor players was Southern Motorways operated by Basil Williams of Emsworth. Service No. 3 which plied between Petersfield and Midhurst serving Bordon, Milland and Redford is displayed on this vehicle’s destination blind. Originally only running on MWFSO, after October 1954 it operated every weekday with the withdrawal of service 3A which had previously operated on TuThO. The vehicle was an ex London Transport Executive Guy GS Special model registration No. MXX 311 dating from 1953 which was sold to Southern Motorways ten years later being scrapped in 1972. It was caught on camera here at Petersfield station on 16 May 1968. This company had more than 50 numbered routes a few of which offered services along the route of the former railway serving some of the smaller villages off the main road including service 21 for Selham and Midhurst and No 22 for Selham and Chichester. J S Cockshott

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Top: This view of Rogate station taken from the then disused down platform is looking east and dates from 1950. It reveals a solitary wagon positioned by the signalbox in the small goods yard which consisted of two sidings. Behind the signalbox a rather ramshackle goods shed was provided which was constructed from used sleepers and roofed with corrugated iron sheeting. R E Vincent Right: Photographed from a train, from which two passengers have just alighted, on 6 November 1954 this image reveals the station nameboard which somewhat optimistically proclaimed this to be “Rogate for Harting” when in fact neither place was within one and half miles of the station which was more accurately situated in the village of Nyetimber. The signalbox had been reduced to ground frame status controlling just the yard points in 1932. A number of crates awaiting collection or despatch are apparent on the platform. Transport Treasury

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Opposite: The glorious countryside through which this attractive line ran is ably demonstrated in this shot of the 3:48 pm service from Midhurst to Petersfield on 14 August 1954. The location is West Heath common between Rogate and Petersfield and according to the photographer’s record taken at 4:01pm. M7 No. 30028 is propelling single coach No. s3847s an ex LB&SCR push-pull driving brake third. Eight minutes were allowed for the 4¼ miles between Rogate and journey’s end at Petersfield. Denis Cullum / Lens of Sutton Top: On 6 November 1954 M7 No. 30048 with safety valves lifting runs into Elsted station where there are at least three passengers waiting to board this service to Midhurst. The station here was virtually identical to that at Rogate, although having no passing loop and therefore no second platform, and was similarly inconveniently situated for the named village which was a mile to the south. R C Riley Bottom: A last day view of Elsted station taken from a Petersfield train on 5 February 1955. The train is seen off by just one spectator and a small boy, who was probably brought along to witness the end of an era, and a member of railway staff whose thoughts on this sad day can only be imagined. A small industrial estate which retains the name “Elsted Station” now occupies the former railway site. L R Freeman

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More charming rural views are evident in this shot of the 12:33pm from Pulborough captured on 14 August 1954 at Park Copse near Elsted with M7 No. 30028 and single coach s3847s. This was one of the three services which ran through from Pulborough to Petersfield; with the other departures a change of train was necessary at Midhurst often involving a lengthy wait for the connection. Denis Cullum / Lens of Sutton

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A fine study of M7 No. 30050 propelling its two coach set near Elsted on 14 April 1954. Like several other Drummond tanks seen in this volume No. 30050 was allocated to Horsham shed carrying a 75D shedplate on the front of the smokebox at this time and accessing the Midhurst branch via Pulborough, the remaining M7s working the branch were based at Guildford and accessed the branch via Petersfield. Peter Hay

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Opposite: This 1954 view shows the former L&SWR locomotive shed in a derelict condition having been formally closed in 1937 although it had not been much used after 1925 when a new bridge over Bepton Road was opened allowing passenger trains from Petersfield to be diverted from the former L&SWR station to run into the former L&BSCR station at Midhurst. This much more convenient arrangement also removed the necessity for through passengers to walk from one station to the other. Denis Cullum / Lens of Sutton Top: Taken from the track leading to the old locomotive shed, this shot dating from 19 April 1959 looking towards the former L&SWR station shows the buffer stop on the right erected at the end of the former line to Petersfield. It can be seen that a number of sidings were retained in the former L&SWR goods yard serving amongst other businesses the Midhurst Whites Brickworks which was established in 1913 and closed in 1985. It had its own narrow (762mm) gauge railway and continued to send out bricks by rail until goods facilities were withdrawn from Midhurst in 1964. Two Goods Sheds can be seen to the left of the now bypassed station building, the more substantial shed being the original building. A E Bennett Bottom: Taken on the same occasion as the previous image the washing strung out on the platform indicates that the disused station was in residential occupation at that time although shortly after it lay derelict for a number of years before conversion into offices. The station had previously boasted a platform canopy but this had been removed by this date. The goods yard on the other side of Bepton Road bridge looks reasonably full of wagons and the former L&BSCR Goods Shed is also evident. A E Bennett

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No doubt concerned about possible smuts affecting the laundry on the clothes line, repositioned since the previous image note, the tenant of the station observes the passing train headed by No. 30110 on 3 December 1951 which was a Monday the ‘traditional’ washing day. Unlike the other stations on the L&SWR branch the upper storey was tile hung in an effort to keep the weather at bay. R C Riley

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This 2 December 1954 image affords us a closer view of Bepton Road bridge which had for so long precluded through running. The original structure was only able to bear the weight of a wagon thus banning locomotives and coaches from crossing until It was replaced in 1925. Also of interest is the boundary marker denoting the change from the SR’s Southern to Western divisions. The brickworks is seen behind the goods yard. R C Riley

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Pulborough - Petworth (LB&SCR). Opened 10 October 1859. The Midhurst branch made a mainline connection at its eastern end with the Mid Sussex or Arun Valley line at Pulborough. On the final day of services, M7 No. 30049 waits in the loop platform at Pulborough with the 1:59pm service for all stations to Midhurst. Any passengers for Petersfield would have 83 minutes to cool their heels waiting for the connecting service. There would be three more services from Pulborough that afternoon with the last ever departure for the branch leaving at 7:35pm. The third rail on this bay platform line was subsequently removed and it was later truncated to become an engineer’s siding. L R Freeman

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This is the view a year earlier in 1954 looking north from the southern end of the down platform. Considerable numbers of passengers can be seen on the two main platforms awaiting their trains whilst a recent arrival from Midhurst is evident in the bay platform. It will be noticed that this, like the two main running lines, is electrified to allow faster mainline services to London to overtake stopping services. The bay platform was also signalled for bi-directional running to allow the branch train to arrive and depart from the same platform. Although the Midhurst branch remained steam worked until the end remarkably, in February 1946, the Southern Railway produced a report prepared by the Committee on Proposed Extensions of Electrification which considered the possibility of the general electrification of all routes east of a line from Salisbury to Bournemouth which, had it been implemented, would have included the Midhurst branch. EMUs through Fittleworth – quite a prospect! Denis Cullum / Lens of Sutton

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Occupying Pulborough’s bay platform is Q Class No. 30530 with the RCTS/LCGB “Midhurst Belle” railtour of 18 October 1964. Originating from Waterloo with S15 haulage to Woking via Ascot and Bagshot, USA tank No. 30064 had taken over for a trip over the Guildford to Horsham branch before handing over to the Q Class at Stammerham Junction. This was to be the last passenger excursion to reach Midhurst as freight services were already withdrawn by this date. Retracing its path to Pulborough the tour was then Merchant Navy hauled to Litlehampton whence it proceeded to Brighton via the Cliftonville curve and Preston Park. No. 30530 then took over once more for a trip on the Kemp Town branch before returning to Brighton where the Merchant Navy, No. 35007, took control for a fast run to London’s Victoria achieved in four minutes under the electric timing. Seven coach set No 770 augmented by a buffet car, not a usual sight on the Midhurst branch, was used throughout. Neville Stead

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Hardham to the south of Pulborough was a fascinating location for not only did it boast the last example of an early LB&SCR signalbox on stilts, as seen in this February 1967 view, but it was also the site of a Roman way-station on Stane Street, bisected incidentally by the Midhurst branch trackbed which also passed over a canal tunnel completed in 1790 as part of the Arun navigation. The main line to the coast traverses a reverse curve here betraying the fact that the line to Arundel was the later addition with the original line being that to Petworth. The box closed in March 1967 following the withdrawal of the residual goods service to Petworth and the installation of automatic half-barriers at the adjacent level crossing. Sadly its uniqueness did not prevent subsequent demolition of the structure. In front of the box is the boarded crossing which allowed the signalman to position himself to give and receive the single line tablet for the branch. Denis Cullum / Lens of Sutton

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This view looking north from the signalbox on 2 February 1967 shows the set of points enabling Petworth branch trains to cross from the down line to the single track branch. The original crossing gates are still in situ and a member of railway staff appears to be busy at the trackside possibly inspecting materials for the installation of half barriers which, together with the recent withdrawal of the freight service to Petworth will see the signalman here face redeployment or redundancy. Denis Cullum / Lens of Sutton

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This earlier view of the signalbox, which contained a 20 lever Saxby & Farmer frame, was taken on 17 June 1961 and reveals the small detached “privy” at the foot of the steps. Washing can be seen on the line in the garden of one of the two railway cottages adjacent to the signalbox. Following closure of the branch to Petworth in May 1966 the box was renamed Hardham Crossing, a name it bore until closure the following year.Denis Cullum / Lens of Sutton Taken from an EMU travelling down the Arun Valley line the single track to Petworth is seen on the right. Notice the catch point, provided to prevent any runaways from fouling the mainline, the 10 mph speed restriction sign and the standard concrete platelayers’ hut. At one time there was a siding provided here for a nearby brickworks. A E Bennett

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Although in the final timetable the delightful station of Fittleworth played host to seven departures daily to Midhurst, three of which continued to Petersfield, and nine departures daily to Pulborough, passengers were generally sparse. Here a typically empty platform witnesses the arrival of M7 No. 30047 with a service for Pulborough on the first day of December 1951. The village had to wait thirty years after the line opened to Petworth before a station was provided here largely thanks to pressure from the local MP. R C Riley

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Having deposited no one and collected no one No. 30047 departs Fittleworth as one of the footplate crew leans out of the cab to acknowledge the photographer. The train is passing the fine specimen of a tree on the right situated in a field which led down to the river Rother at the foot of the slope, which the railway had followed for much of its course. Flooding here was a hazard with water reaching almost up to track level on occasions. R C Riley

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M7 No. 30050 departs Fittleworth on 14 April 1954 with a Pulborough service. Having previously said that few passengers used this station there was at least one notable patron in the form of the great English composer Sir Edward Elgar who rented a nearby cottage ‘Brinkwells’ between 1917-1920 where he worked on some of the great compositions of his later years in particular three chamber works, the violin sonata, string quartet, and piano quintet together with the sublime cello concerto. His wife Alice recorded in her diary these words about the cottage and its vicinity “Finally took it for June. Lovely walk thro’ woods and by primroses to Station.” Near ‘Brinkwells’ was Spring Farm once home to farmer Thomas Aylwin who, with his pony and trap used to collect Elgar from either Fittleworth station or, depending upon the connections with the branch train, at Pulborough. Peter Hay

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On 27 May 1950 the 12:35pm from Petersfield headed by M7 No 30027 and set No 737 can be seen at Fittleworth’s platform. This angle gives us a good view of the western end of the site and the small goods yard then occupied by a few wagons of coal. Coal continued to be delivered locally by horse and cart from the yard until 1966 although supplies arrived by road after goods facilities were withdrawn here in 1963. Sugarbeet was also an important freight traffic here. I can vividly recall a walk I took along the track in 1966 whilst the rails were still in situ from Fittleworth to Petworth where a buffer stop had been erected just past the overbridge to the west of the station the track having already been lifted. Denis Cullum / Lens of Sutton

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It always seemed to rain when I visited Petworth and this is clearly the case in this view taken from the cutting side showing the former signalbox which outlasted the passenger service and did not close until December 1957 when the loop line here was lifted. The box, which housed an 18 lever frame and which was later demolished, was replaced by a two lever ground frame sufficient to cater for the limited goods facilities offered until complete closure came in May 1966. Appropriately Petworth, the first station to open on the branch, was to be the last to close. There appears to be several wagons in the yard seen in the background behind the goods shed. Commodities handled here included timber, coal and wheat, the latter for the nearby Coultershaw flour mills, conveyed in bulk grain wagons. Author At the seldom photographed eastern end of Petworth yard Class C2X No. 32548 is caught on film in 1950 with a local goods service. This Marsh 0-6-0 had been allocated to Horsham depot in March 1949 and would remain there until transferred to Fratton in March 1951. It would last in traffic until withdrawal in November 1961 a service life of close on 60 years. The river Rother can just be glimpsed behind the tree on the left again revealing its proximity to the railway. Denis Cullum / Lens of Sutton

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A fascinating glimpse of the exterior of Petworth station on, according to the poster which advertises the Midhurst & District School Children’s outing to Bognor Regis, 26 July 1935. Also of interest are the sack truck duly labelled ‘Petworth’, the poster advertising rapid transit with the names of the ‘Big Four’ at the bottom and the other poster board with ‘Southern Railway’ at its head. The double doors to the Booking Office and entry to the platform are on the right. Norman Hamshere

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Opposite: Class E6 No. 32416 and Class E4 No. 32503 make a fine sight as they head the LCGB “Sussex Coast Limited” special through Petworth non-stop at about 1:30pm returning from Midhurst to the main line on what was a scorching hot summer’s day, 24 June 1962. A photographic stop had been made on the outward run at Selham. At this date the signalbox here still sported its nameboard. Also of note is the white painted section on the overbridge formerly a sighting aid for the signal that once stood here. Denis Cullum / Lens of Sutton Left: This view of Petworth shows the western end of the Duncton road overbridge through which Class Q No. 30549 will shortly restart its special train the “West Sussex Downsman” of 8 June 1958. The tour had started from Charing Cross this member of the Maunsell 0-6-0 class being allocated to Norwood Junction (75C) shed at the time. Petworth station, revamped in recent years to provide up market B&B accommodation complete with Pullman Cars, is currently valued at £1.5m. Denis Cullum / Lens of Sutton Right: Petworth’s concrete running in board is rapidly being swallowed up by encroaching vegetation. Author

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Petworth - Midhurst (LB&SCR). Opened 15 October 1866.

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Opposite: Selham station’s faded nameboard is a sad reflection of the decrepit state of the infrastructure on this rural branch towards the end. Reported to be losing £38,000 p.a. at the time of closure this equates to a figure of over £1m at today’s prices. With all stations still staffed and three crew required to run each train, which usually consisted of just one or two coaches, together with paltry passenger numbers it was no wonder that the finances of the Midhurst line were so dire and that closure, well before the Beeching cuts of the 1960s, was inevitable. Roy Hobbs Top: On 14 April 1954 a service from Midhurst waits departure time at Selham with Class M7 No. 30050 at its head. There was precious little habitation in the vicinity of the station apart from the nearby public house uniquely named ‘The Three Moles’. This hostelry opened in 1872 as ‘The Railway Inn’ and was built to serve the station but after only six months the name was altered and to this day apparently remains the only pub in the world with this name. The odd name derives from the crest of the Mitford family, who remain owners of the pub, which depicts three moles. According to the pub’s website one mole comes from the location of the family estate in Molesden, Northumberland and a second relates to the fact that part of their estate bordered the River Mole. The origin of the third talpidae (Latin for mole) remains a mystery. Peter Hay Bottom: Captured on its return journey to Midhurst on the same day locomotive No. 30050 propels set No 737 away from Selham as the driver looks back at the photographer by the lineside from his compartment in the driving trailer. The train is passing the loading gauge at the exit from the small goods yard, these structures being a feature of most country goods yards to ensure that the breadth and height of goods stacked in wagons did not exceed the permitted clearance to which the railway line was constructed. This was particularly useful here as considerable quantities of chestnut fencing produced in the local wood yard of W. L. West and Sons were despatched in open wagons. Goods traffic ceased from Selham in May 1963. Peter Hay

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Opposite: The LCGB special which we previously saw returning through Petworth is seen here at Selham on its outward journey on 24 June 1962. This seven coach train, consisting of carriage set No. 237, double headed by E4 No. 32503 and E6 No. 32417 makes an impressive spectacle as it slowly passes through the station preparatory to making a six minute photographic stop for the benefit of tour participants at just after 12:35pm on a glorious summer’s afternoon. The grassy track to the right of the fencing led to the cattle dock served by the siding seen next to the running line. D Trevor Rowe Top: As passengers lean from carriage windows the passage of the “West Sussex Downsman” special of 8 June 1958 hauled by Q Class No. 30549 has brought a few of the local residents to the platform at Selham to witness the unusual arrival of a passenger train some three years after the last scheduled passenger service had called. A section of platform either side of the main building had a wooden surface which caused less damage to metal churns when handling this once important milk traffic. The small building to the lelt of the main building served as the goods shed. Roy Hobbs Bottom: The “West Sussex Downsman” returns from Midhurst passing the goods yard at Selham. The eagle eyed will have spotted that the locomotive is running smokebox first as it was on the outward journey seen earlier at Petworth. The explanation for this apparent inconsistency, given that there were no turning facilities at Midhurst, lies in the fact that the locomotive and stock returned to Horsham for servicing. On its return to Midhurst it operated tender first thus is seen here returning smokebox first. This shot of the goods yard also shows some of the aforementioned chestnut fencing stacked in an open wagon. Terry Gough

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Looking the other way from the bridge parapet, pull-push set No. 726 propelled by the usual M7 Class will shortly enter the tunnel on an unrecorded date in the 1950s. As the photographer’s notes reveal the number of the 0-4-4T to be 30056 this would make the date of the image prior to June 1951 when the locomotive was reallocated from Guildford to Bournemouth depot. Roy Vincent

The vantage point of the overbridge in Oaklands Lane was a favourite location from which to capture the very picturesque eastern portal of Midhurst tunnel seen here, after more than a century of service, during the freight only existence of the remaining line to Midhurst. The single line egg-shaped bore opened in 1863 was 276 yards in length and was the largest engineering feature on the branch and indeed suffered a partial collapse during its construction. Author

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Turning his camera round Roy Vincent managed to capture No. 30056 on its emergence from the tunnel on the return journey to Pulborough. This viewpoint again reveals the attractive nature of the countryside in the area of the cutting and the well manicured ballast of the permanent way. Of interest is the line of concrete monuments known as ‘curve alignment pegs’ seen in the ‘four-foot’. Today the cutting is overgrown with trees and vegetation, nature having taken over in the intervening seventy years. Although the tunnel portal is fenced off this does not seem to have deterred internal exploration by some. Roy Vincent

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Above: A closer view of the tunnel entrance is afforded in this image taken from the first coach of the special of 8 June 1958. It is noticeable that in the intervening years since the previous image limescale has badly stained the tunnel entrance. Note the telephone box mounted on the telegraph pole to the right of the tunnel portal and the gradient post which recorded a drop of 1 in 127 falling towards Midhurst and level going east. Roy Hobbs Right: The short platform mounted starting signal is off for the departure of a service for Pulborough, with ex L&SWR pull-push set No. 731 and Class D1 No. 2252 at its head on 30 June 1950, which gives us a view of the western portal of Midhurst tunnel. Apart from a few redundant sleepers no trace remains of the long siding that went past the LB&SCR wooden post signal or of the siding that served the once extensive Hall & Co. sand quarry situated to the right of the tunnel. A ladder on the down platform possibly indicates some hedge clipping activity was taking place. Roy Vincent

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This last day view unencumbered by trains reveals the magnificence of the former LB&SCR station at Midhurst built in what may be described as the company’s ‘Country House’ style examples of which can still be seen in the stations on the Bluebell Railway. Thomas Harrison Myres FRIBA, coincidentally the son-in-law of the LB&SCR’s chief engineer Frederick Banister, was the architect of Midhurst and many of the company’s other stations. Several of his surviving buildings have been given Grade II listed status including the Goods Shed, Water Tower, Station Building and Gentlemen’s Lavatory Block at Singleton. Generous canopies and a refreshment room were provided at Midhurst and the platforms were linked by a subway. The small signalbox seen at the end of the up platform once housed 19 levers but was taken out of service in 1925 thereafter assuming the role of Stationmaster’s Office. Sadly this fine station building was demolished in 1970 and all the remaining railway infrastructure swept away making way for a housing estate. The other stations on the Chichester line remain standing albeit somewhat altered in places. L R Freeman

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Guildford based M7 No. 30110 is standing at Midhurst’s down platform on 30 June 1950. The push-pull apparatus and Westinghouse brake pump are clearly visible in this view and unfortunately did nothing for the aesthetics of this Drummond tank engine class. The pull-push system, when initially introduced on the L&SWR in 1912, involved a cable and pulley method of operation however, the Southern Railway subsequently adopted the LB&SCR compressed air control system and thirty six members of the class were converted to run with this between 1930 and 1937. Due to the additional space required to fit the compressor these conversions were confined to long framed members of the class although a further four conversions appeared between 1960 and 1962 as a result of the locomotive’s frames being exchanged during overhaul. The weight of push-pull fitted locomotives was thereby increased from 60 tons 4 cwt to 62 tons. Roy Vincent

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In addition to the two main platforms, a bay was provided at the west end of the station usually used by Petersfield services which terminated here. In this view dating from 4 July 1952 taken from the end of the grass grown down platform, M7 No. 30048 has recently arrived with just such a service and a member of railway staff is approaching the open door of the guard’s portion with a sack truck whilst a solitary passenger is enjoying the fine weather from the vantage point of the platform seat. The station approach road was bordered by lines of verdant mature chestnut trees seen here in full leaf. Pull-push set No. 733 consisted of Corridor Third Brake No. 2643 and Corridor Composite No. 4758. No. 30048 ended its days at Bournemouth depot being withdrawn from there in January 1964. Roy Vincent

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A brief diversion now to look at the delightful market town of Midhurst revealed in this image of North Street also from 1952. A similar viewpoint today, courtesy of Google Earth, reveals remarkably few changes over the course of 70 years. Still operating is Boots the chemist seen on the right although the former Barclays Bank next door is now closed but the splendid building is listed. The half timbered building to the right of the bank advertising ‘Cakes and Teas’ remains a cafe and the Angel Hotel visible further down the street suffered from a catastrophic fire in March 2023 which destroyed almost the whole building apart from the frontage and it is not currently known whether rebuilding is feasible. On the opposite side of North Street the building with the spire has vanished to be replaced by a Tesco Express although the clock which adorns the side of the building has an echo today in the clock attached to the bow fronted building a couple of doors down. Even Hovis is still advertised on the same premises albeit this is now the Hong Kong Kitchen. Of course the vehicles have changed out of all recognition as has the volume of through traffic and parked cars but this Sussex market town still manages to retain much of its previous charm. Roy Vincent

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A quieter corner of the town in South Street which has changed even less than the main street, a resident from 1952 if deposited here today would have no trouble in locating themselves. The ‘Spread Eagle’ hotel, the oldest part of which dates from 1430, still stands at the top of the street and it was from here beginning in 1832 that a stagecoach, the Earl of March, departed for London daily, except Sundays, at 10am. The spire of St. Mary Magdalene and St. Denys church looks down on a virtually unchanged scene today. Roy Vincent

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This was the railway’s main public transport competitor in the shape of the Southdown bus service, operating on route 22 from Brighton via Shoreham and Steyning to Petersfield serving, as displayed on the destination blind, Pulborough, Petworth, Midhurst and South Harting. The bus had the advantage of serving the town and village centres unlike the poorly positioned railway stations. The vehicle, RUF180, a Leyland Titan PD2 carrying fleet No. 780 was photographed on 8 June 1958. Advertised on the bus is Flowers Keg Bitter which in 1959 sold for 1/10d (9p) a pint. Flowers merged with J.W. Green but the company later sold out to Scottish & Newcastle.Roy Hobbs

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Returning to the railway, here we obtain a better view of D1 Class No. 2252 formerly named Buckhurst, seen earlier with pull-push set No. 731, entering Midhurst on 30 June 1950 with a service from Petersfield. Having been allocated BR No. 32252, which it never carried, it was to last in service for only another three months being noted on the Horsham-Brighton auto service in early September prior to withdrawal shortly afterwards. During the early 1940s nine locomotives, including No. 2252, of this Stroudley 0-4-2T class had been equipped for use as fire engines and based at the Southern Railway’s London locomotive sheds to deal with incendiary bombs. Although 17 members of the class survived nationalisation many had been in storage for several years with the final BR example being withdrawn from Nine Elms depot in December 1951. However, in 1947, the Whittingham Hospital Railway in Lancashire had purchased No. 2357 from the Southern Railway and operated this D1 until boiler defects brought an end to its career as late as 1956. Roy Vincent

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Top: Staying with the D1 theme, here we see No. 2220 upon arrival at Midhurst in 1935 signalled to proceed to Petersfield. Built at Brighton in 1886 as LBSCR No. 353 it was originally named Keymer and was to last in service until withdrawal in August 1946. No. 2220 would later be used to operate services on the Bisley branch, which in peacetime were run for just a week each July for the National Rifle Association's Annual Meeting. Norman Hamshere Bottom: On Saturday 1 December 1951, M7 No. 30049 is seen at Midhurst’s up platform with a service for Pulborough. Judging by the volume of smoke the fireman has probably just replenished the fire preparatory to departure. In spite of being an ex LB&SCR branch the primary passenger motive power on the line since nationalisation had been the L&SWR Drummond tanks. As the station boasted a subway the board crossing seen in the foreground was nominally restricted to railway staff only. The following day would see no trains for in 1951 the Sunday service, previously consisting of five westerly and four easterly departures, had been withdrawn. R C Riley

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Opposite: On 30 June 1950 passengers board the 5:02pm service to Petersfield which will leave from the bay platform at Midhurst propelled by M7 No. 30110. Any passengers from stations east of Midhurst who wished to continue on to Petersfield will have had a 32 minute wait here during the week extending to 62 minutes on a Saturday. Such lack of connections did nothing to encourage through rail travel. Roy Vincent

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This view of the bay platform reveals the driving end of the single ex LB&SCR driving trailer believed to be No S3283 an arc-roofed corridor driving brake third containing eight compartments with 64 seats forming what was recorded by the photographer as the 3:48pm service to Petersfield on 17 April 1954. Both single and two coach sets operated from the Petersfield end of the branch but they generally terminated at Midhurst. Whether one or two coaches were provided in either case seat provision was almost invariably way in excess of passenger requirements. A number of milk churns can be seen on one of the platform trolleys and the unusual practice of displaying the station’s target signs at right angles rather than parallel to the track is evident in this view. Denis Cullum / Lens of Sutton

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This view, taken from a carriage of the 4.18pm service from Petersfield hauled by D1 Class 2252 on 30 June 1950, shows the former line to Chichester curving away to the right, by this time of course goods only, until the track was severed the following year by a culvert collapse. As this train was continuing on to Pulborough it was therefore signalled into the up platform at Midhurst. The overgrown sand quarry is evident in the right background. Roy Vincent

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On 4 July 1952 M7 No. 30048 propels its pull-push set out of the bay platform at Midhurst passing the signalbox which was originally named ‘Midhurst West’ and had either 41 or 47 levers - depending upon which authority is consulted. It opened with the Chichester line in 1881 and, being constructed upon a sandy embankment, developed a pronounced lean in later years almost certainly caused by the weight of the lever frame rather than any corpulent signalmen. Roy Vincent

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The final afternoon goods service from Petersfield is captured in this view of Class E4 No. 32520 heading into Midhurst on 5 February 1955. As the inset freight timetable dating from 1953 indicates, this train was due in at 2:25pm leaving for Horsham at 3:40 pm as this was a Saturday. It will be noted that in 1953 goods services still travelled from Chichester as far as Cocking although the line north of Lavant was to see no further freight trains after August 1953. The E4 Class was a popular choice for goods workings and this particular example lasted in traffic until January 1957. L R Freeman

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Another goods service is seen at Midhurst this time in the hands of C2X Class No. 32523 providing a spectacular display as it gets to grips with its lengthy train at the west end of the station on 1 September 1951. As the photographer did not record the month of this image nor the origin of this train it would be tempting to speculate that this could have been a service from Chichester as this line was not severed until November in that year when sister locomotive No. 32522 came to grief in the collapsed culvert. However, on close inspection the route disc carried displays duty No. 712 which was a Horsham shed turn that, on Mondays, Wednesdays and Fridays, set out from Horsham at 7:25am reaching Midhurst at 10:25am with shunting in the goods yard and in the brick company sidings as required until departure at 12:30pm. Denis Cullum / Lens of Sutton

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This lower view taken on 8 June 1958 shows piles of recovered sleepers and lengths of rail all testament to the rationalised track layout which led to the remaining sidings, water tower and former LB&SCR goods shed at Midhurst. Note also the sleeper built platelayers hut positioned at the junction of the former Chichester line. There are a number of wagons in the sidings and there appears to have been some renewal with concrete sleepers on the remaining line to the former L&SWR yard. New Road linking the two former stations and along which passengers had to trek prior to the strengthening of the Bepton Road bridge, is on the right. The two properties seen on the far right are still in existence today although they now face the Fire Station and an industrial estate. The two abutments of the aforesaid Bepton Road bridge also remain in position although now straddling a quiet lane. Roy Hobbs

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Our final two views of Midhurst date from June 1958, the first being taken from one of the specials just about to enter from the east as a photographer standing at the lineside takes up position to capture the event on film. The locomotive, Q Class No. 30549, always readily identifiable from its ugly stovepipe chimney, has been featured earlier at both Petworth and Selham. Roy Hobbs

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The ‘West Sussex Downsman’ special filmed on the second occasion when the locomotive operated smokebox first upon its return to Pulborough. Obviously a blind eye was turned to use of the board crossing for tour participants in the absence of any other traffic. Whilst most passengers were jacket and probably tie wearing gentlemen there are at least a couple of ladies visible – either wives dragged along or perhaps locals come out to witness the unusual appearance of a passenger train here. Note that the signal post has now lost its up starting signal arm and that a sleeper has been padlocked across the former up line. This had earlier been removed to allow the locomotive to run round on its return servicing run from Horsham. It was subsequently replaced as seen here. Roy Hobbs

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Chichester - Midhurst (LB&SCR). Opened 11 July 1881.

This view of the crowded platforms at Chichester dates from 1960 when the old station of the mid 1840s, which had by this time become very run down, was in the process of being replaced by a new station whose most arresting feature was a lofty booking hall which drew much admiration for its strikingly modern architecture. The down platform canopy has been partially replaced and now sports fluorescent tube lighting carrying the station name. On the left can be seen the former Midhurst bay platform occupied by some venerable coaching stock used as staff accommodation. Mailbags attended by a postal worker on the up platform await loading into the next service. Denis Cullum / Lens of Sutton

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On an unrecorded date In November 1953 the former Midhurst bay at Chichester is occupied by Fratton based Class E4 No. 32505 whilst in the background can be seen the imposing spire of Chichester Cathedral. This radial tank would last in service until March 1961. Also in view behind the large running in board is the substantial goods shed provided. The bay platform was subsequently used for parcels traffic but infilled in 1986 to provide additional car parking. David Anderson

Inset: One had to be fortunate to capture this bus service on film as it only ran on Wednesdays and Saturdays linking Petworth and Selham to Chichester via Ambersham and Heyshott. This was Southern Motorways service No. 22 operated here by another Guy GS Special single decker seen near Northgate passing the large building on the left which in its initial incarnation was the cathedral city’s first purpose built cinema, the Olympia Electric which opened in 1911. Twice ravaged by fire it eventually closed its doors in 1922 after the second fire broke through to the roof and gutted the auditorium. It later became a garage and maintenance facility for Southdown buses. Although the road layout today has changed in this area, remarkably the building is still in existence being currently used as a scenery store for the nearby Festival Theatre. Author

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Left: Chichester had a second bay platform on the south side of the line used by stopping services to Portsmouth often worked by 2 BIL or 2 HAL electric units. Here though, on 7 March 1959, it is occupied by more interesting motive power in the form of M7 No. 30111 carrying a ‘71B’ Bournemouth shedcode is taking water at 1:40pm whilst working the Branch Line Society’s ‘Portsmouth Area’ railtour which it had just taken up the former Midhurst branch as far as Lavant. It later took tour participants to Bishops Waltham, Droxford on the Meon Valley line and Gosport before returning to Portsmouth. Terry Gough Right: In 1982 a VEP electric unit bound for Portsmouth is approaching Fishbourne Crossing where the former Midhurst line diverged. At one time three tracks spanned the level crossing, the truncated end of the third track seen at the bottom of this image; this third running line had given Midhurst trains their own dedicated reversible running line to and from the station. In February 1954 a junction was installed opposite the signalbox meaning the third line over the crossing could be removed and shorter crossing gates fitted. Denis Cullum / Lens of Sutton

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Another view from the 1980s shows the box in more detail. It contained 21 levers with two spare but would be made redundant in a resignalling scheme installed in the autumn of 1992 and soon after demolished. The vehicle crossing was abolished when a new road bridge to the east was opened in 1987 and today a pedestrian bridge spans the tracks where the former crossing stood. Denis Cullum / Lens of Sutton

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Two views of the Lavant branch at Brandy Hole Lane bridge, the first shows a Class 08 diesel shunter returning to the main line with wagons loaded with sugar beet. Lavant was the railhead for this traffic locally and trains operated during the season which generally ran from September to January with production increasing considerably during the post war years. Regular goods services to Lavant, which latterly consisted of small amounts of coal, ceased on 3 August 1968 but sporadic sugar beet trains continued over an increasingly weedinfested track into the autumn of 1969 before finally ceasing altogether in January 1970. Author

The second view shows one of the specials which traversed the truncated branch to Lavant from time to time, on this occasion hauled by Crompton, latterly Class 33, D6544 on 12 March 1967. The main tour originating from London Victoria was hauled by preserved Class K4 The Great Marquess and was sponsored by Locomotive Preservation (Sussex) Ltd. Whilst the diesel was journeying to Lavant the K4 took water in the former Midhurst bay at Chichester. Author

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Lavant, like all the stations on this route was impressive, its three storey building seen here looking north from the adjacent road overbridge in May 1958. By 1912 there was a small loop north of the station which allowed locomotives to run round. At the end of 1953 the former platform loop, which had been removed many years before cessation of passenger services, was reinstated and a 500ft long concrete sugarbeet dock constructed by raising the platform to provide loading facilities for 22 wagons at a time. From 6 September 1963 further concentration occurred when handling of the West Sussex sugar beet crop in the local area was centralised at Lavant which catered for production over a 10 mile radius and led to the end of beet loading facilities at Barnham, Chichester and Drayton. Although up to 40 wagons and two trains a day used the branch the days of rail-borne beet were numbered as the alternative of road transport direct from the farm continued to grow in popularity. Terry Gough

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The special seen earlier taking water at Chichester is now depicted at Lavant on a rather misty 7 March 1959 with M7 tank No. 30111 at its head this time having run round two coach pull-push set No. 6 consisting of No. 6496 an driving compartment ex L&SWR lavatory composite brake and No. 1103 an ex SE&CR coach. The concrete sugar beet loading platform previously referred to is seen on the left. A E Bennett

On 3 November 1963 two Class Q 0-6-0s in the shape of Nos. 30531 and 30543 ventured up the branch with the LCGB ‘Hayling Farewell’ Railtour marking the closure of that particular line from Havant to Hayling Island. They are seen here at about 4pm running round their nine coach train consisting of set No. 237 which included a buffet car. The two Maunsells had taken over the tour at Havant and after visiting Lavant returned the participants to London Victoria. Alec Swain

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We now come to what was certainly the most spectacular station on this rural branch that at Singleton. Built to serve nearby Goodwood racecourse its expansive facilities were rarely used to full advantage. Top left: Seen from above this is the view looking north towards Cocking and with the main station buildings at a lower level. Top right: Anticipated goods traffic for Goodwood also meant there was a large goods shed provided. Unfortunately it too saw little use except for serving the nearby villages.

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Left: This view from the late 1960s hardly does it justice with windows boarded and slates missing. This was the scene at Singleton prior to 1972 when the Chilsdown winery was established lasting until 2011. Today things are looking much better with the main station building in use as residential accommodation and all the remaining buildings being Grade II listed. The vegetation which had previously swamped the lengthy platforms has recently been cleared in preparation for the opening of an extension to the Centurion Way footpath. Whilst the glory days of Goodwood traffic will never return the site should once more be a fitting memorial to the railway builders’ thwarted dreams. Author

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Top: Cocking’s building too was out of all proportion to the limited traffic offering from the nearby village but here the station has been magnificently restored as a stunning house. At this time goods were still running and clearly there was railway telegraph communication as witness the pole route. Top right: This view looking north dates from the late 1960s when, although the building was occupied by tenants, the surroundings had been left to return to nature with vegetation threatening to overwhelm the platform. Author Bottom right: Looking south a few years earlier in April 1959, the trackbed is clearer and the platform canopy is being used for that traditional activity at disused stations – pegging out the washing! The hills of the South Downs can be seen in the distance, hills that required no less than three tunnels to be constructed on this twelve mile route. Following the severance of the line near Midhurst in 1951, Cocking had seen its last goods train six years earlier in 1953 when BR decided it was no longer viable to run trains north of Lavant in view of the deficit of £19,000 pa being sustained. Track was removed north of Lavant during 1956. A E Bennett

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This page: The dramatic incident that severed rail communication north of Cocking occurred on 19 November 1951 and is illustrated here by the washed out culvert where Class C2X No. 32522 came to rest. The engine had been hauling the 9:30am goods service from Chichester when it plunged down the embankment which had been washed away by water impounded following the blocking of a culvert one mile south of Midhurst station. Fortunately driver Fred Bunker of Hove was alerted by his passed fireman George Howes of Bognor who had noticed the yawning chasm and both managed to jump clear. R C Riley Opposite left: Looking north this view shows the pronounced bending of the track into the gulley. Breakdown trains from both Brighton and Fratton were brought to the scene but were unable to retrieve the locomotive, tender and shattered leading wagon due to the instability of the embankment adjacent to the collapsed culvert but were able to remove the remaining wagons. Only after several hundred yards of embankment had been removed towards Cocking were gangs able to lay some temporary track to enable first the tender and then the locomotive to be hauled up the incline using Kelbus gear. This apparatus was commonly used by breakdown gangs to drag derailed vehicles back on to stable track. It basically consisted of ramps of various design to reintroduce wheels back onto rails, pulleys that could be clamped to rails, wire ropes and coupling blocks. The pulleys, being anchored to the rails carried a wire rope strung between a locomotive on stable track and the derailed vehicle. On 25 February 1952 the rescue locomotive classmate No. 32550 was then able to drag the derailed C2X up the ramp and thus back on to the permanent rails. R C Riley Opposite right: Viewed from the Midhurst side of the breach, the Vulcan 0-6-0 looks very much the worse for wear. However, after rescue and in spite of the fact that it was then 51 years old, it was repaired and coupled to a replacement tender in the shape of one cobbled together from that of another C2X and a scrapped T9 class. The engine saw a further ten years of service until withdrawn from traffic in October 1961. R C Riley

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This angle shows the near vertical position of the locomotive tender still attached to one wagon of its goods train, the remaining wagons having been withdrawn by this time. It was the weight of the tender and of the locomotive on an unstable embankment that precluded an easy recovery. Rescue attempts were delayed by the quantity of coal from the tender and the contents of the first truck which also contained coal both of which had tipped around the footplate and caught fire. This was left to burn itself out over several days and was still smouldering some three weeks later. Consequently it was not until the end of February that recovery went ahead and the C2X taken to Brighton Works for repair. Denis Cullum / Lens of Sutton

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Left: Our final view of the accident shows the vertical tender now empty of coal and the splintered wooden bodied wagon behind. The resulting gulley caused by the collapsing culvert was some 30 feet deep. This was not the first time a culvert had collapsed on lines serving Midhurst as on Boxing Day in 1886 a similar thing had happened east of Selham leaving the track suspended in mid air for nearly 100 feet where the embankment had been washed away. The 3 ton contents of the tender promptly caught fire as it cascaded down to the open firebox door and the conflagration was replenished by a further 10 tons of coal being gravity fed from the smashed wagon. R C Riley Top: This view also from 1951 shows the up outer home signal on the approach to Midhurst just to the north of the collapsed culvert. Notice there is a check rail in place on this 10 chain radius curve which also required a 20mph speed limit to be observed. Denis Cullum / Lens of Sutton

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The last day: Saturday 5 February 1955.

For the final day, Saturday 5 February 1955, the usual two coach sets were strengthened with an additional coach to cater for those wishing to make a last journey. M7 No. 30049, a regular on the branch for many years, is seen at Midhurst with the 12:40pm departure from Petersfield going forward to Pulborough after an 11 minute stop here to enable it to cross with the 12:35 departure from Pulborough. Last day crowds were not as numerous in the 1950s as they later became and although one photographer can be seen filming the footplate crew in their cab the platform is by no means thronged with people. L R Freeman (Inset) This ominous poster photographed towards the end of 1954 gives warning of the impending closure of the Petersfield – Pulborough line. It stated that ‘The passenger service on the above line covering the undermentioned stations will be withdrawn on and from Monday 7 February 1955 - ROGATE, ELSTED, MIDHURST, SELHAM, PETWORTH, FITTLEWORTH. The line will be closed entirely between Petersfield and Midhurst. Freight services will continue to operate between Midhurst and Pulborough. British Railways will maintain carriage services for parcels and freight traffic throughout the area and facilities for truck load traffic are available at PETERSFIELD, MIDHURST, SELHAM, PETWORTH, FITTLEWORTH AND PULBOROUGH.’

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One of the other locomotives working that day was M7 No. 30028 seen here in Midhurst’s bay platform having just arrived with the 2:50pm service from Petersfield. This consisted of pull-push set No. 253 strengthened with No. 3823 one of the loose stock coaches based here. I wonder if the young girl on the platform clutching her doll tightly remembers the occasion? L R Freeman

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As No. 30028’s train had also been strengthened to three coaches the locomotive had to run round in order to form the return working at 3.35pm. The gaggle of schoolboys seen on the platform in their caps, blazers and gabardine macs was a contingent from the Railway Club of Churcher’s College, an independent day school founded in 1722 in Petersfield and situated not far from the branchline, making their farewell trip back to Petersfield. L R Freeman

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Aftermath.

Following the complete closure of the Midhurst – Petersfield section in 1955 the District Engineer undertook an inspection of the line in October 1956 and subsequently a contract was let for the recovery of the track. This view, taken near a former occupation crossing adjacent to North Road, Petersfield on 19 April 1959, shows the footpath handrails, a pile of recovered sleepers and the remaining truncated line and siding which continued to serve the Itshide Rubber Co. factory from the main line junction at Petersfield. Until the embankment was breached in the mid 1980s pedestrians wishing to use this footpath had to continue to scale the embankment as illustrated by the individual at the top of the steps. A E Bennett It was whilst walking along the former railway line in the vicinity during the mid 1960s that I espied this cast iron L&SWR boundary post lying abandoned at the side of the former trackbed. In spite of its considerable weight it was crying out to be ‘liberated’ and has formed part of my railway collection of artefacts for many years having also benefited from a repaint. As can be seen there was nearly as much metal below ground as there was above. I seem to recall one of these markers was cemented into a wall by the old Midhurst platform adjacent to the level crossing in Petersfield but I believe that this too has now disappeared. Author

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Left: This scene of desolation at Rogate dates from April 1959. Subsequent to closure, fencing along the route had to be maintained and the two men employed to do this used the former parcels shed seen here on the left. Today the station building has been transformed out of all recognition and is used as office accommodation. A E Bennett Right: Elsted is seen in a similarly parlous state in this image looking east taken on 25 May 1958. The goods yard continued to be occupied by a local coal merchant for a number of years and the station buildings were initially taken over by a firm reconditioning farm tractors. Today various extensions have transformed the former station which now lies in a small industrial estate. Terry Gough

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Elsted is seen a year later on 19 April 1959 looking west. The road bridge still stands today spanning the former trackbed part of which now forms an attractive lawn and garden of adjacent housing. A E Bennett

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Left: Demolition in action - adjacent to the former water tower in Midhurst goods yard. Rail is being cut into manageable lengths whilst the trolley loaded with propane gas cylinders is manhandled by a lone scrapman. Freight services were officially withdrawn from Midhurst in October 1964 although, according to the Railway Observer, two final services were diagrammed for 14 and 21 November to clear remaining coal wagons from the yard. Author Right: The sad spectacle of Midhurst station in its dying days. This view taken from the shelter of the former up platform canopy on a very rainy afternoon in the mid 1960s shows the steps leading down to the subway, the former platform end signalbox and the tunnel mouth in the far distance. Sleepers, point rodding and ballast unencumbered by vegetation testify to the fairly recent removal of the track. Author

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Left: Viewed through the smashed window panes of the former East signalbox the miserable weather does nothing to lift the gloom pervading the deserted station in its death throes. Author Right: One last moment of fame for Midhurst was when it appeared in the feature film “Carlton-Browne of the F.O.” starring TerryThomas and Peter Sellers. On 17 July 1958 A1X No. 32640 was brought up to Midhurst from Brighton depot and was suitably disguised as an “Ruritanian” locomotive complete with a wooden cowcatcher and balloon casing around the chimney. Is was paired with an ex L&SWR 8-compartment brake coach. As the story revolved around the partition of a fictional island between two factions white lines were painted by a cricket pitch white lining machine over almost everything including cottages, railway track leading into a tunnel and even a cow! The locomotive was filmed exiting the tunnel with a white line down its smokebox which is here being applied from the cowcatcher upwards. Notice also the embellishments of oil lamps either side of the smokebox. Denis Cullum / Lens of Sutton

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In 1967 the author and schoolfriend vainly try to hail a non-existent service from Selham’s platform long after the last train has gone and the track removed. Again this building has today been converted into an attractive dwelling. Author

This 1970 view shows the trackbed of the former branchline at Fittleworth. The station canopy was beginning to develop a pronounced list by this time and had to be supported by several wooden posts. When the station building was redeveloped into an attractive dwelling in the late 1980s the canopy was unfortunately lost. Denis Cullum / Lens of Sutton

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I was just in time to photograph track removal by a farm crossing, with its cast iron warning notice still in position, near to Hardham Junction. This spot was located near to the Roman way station sited here and through which the railway blithely cut its way when constructed in the late 1850s. Author

Our final view, taken from Hardham Junction signalbox, really is the end of the line showing the trackbed of the branch in 1967 now devoid of virtually all rails. Just like the Roman way station, the Midhurst branch has passed into history. Denis Cullum / Lens of Sutton

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Also available in the Totem series from Transport Treasury Publishing (limited stocks only available)

Further details at www://transporttreasury.co.uk 80

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Rails along the Rother

The Midhurst Lines

The Midhurst Lines Jeffery Grayer

RAILS ALONG THE ROTHER

ISBN 978-1-913893-36-1

Images from the Transport Treasury Archive Compiled by Jeffery Grayer £13.50

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