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The region's largest live music and entertainment facility, housed in a renovated engine shed and serving Lincoln with live international band performances, comedy gigs and weekly student club nights and events. The 6 million pound renovation of the disused railway container storage facility was completed in August 2006, since then The Engine Shed has seen acts as varied as Kings of Leon, Human League and Ben Howard entertain the approving Lincolnshire crowds. With a stunning city centre campus the innovative University of Lincoln is making a meteoric rise up the league tables. The largest capacity club room in Lincoln, based on the University of Lincoln campus in a former engine shed, with a regular programme of vibrant club nights. Housed in an impressive glass building, once an engine shed, and located on the Brayford Waterfront within the University campus, Tower Bars is a hub of entertainment for students and families alike. Please Sign In or Create an Account to save Events and Attractions to your Planner for later. Austin & Longbridge RailwaysOne of the reasons Herbert Austin located his company at Longbridge was because it was already served by two railway companies. The station is largely intact, including the south end of the platform and canopy and forecourt canopies. Sidmouth station was poorly sited for tourists, high above the town and ¾- mile from the sea front. The station building was Italianate in style and incorporated a stationmaster's house, booking office, waiting rooms, toilets and station offices.
A fourth siding, also to the west of the station, ran over a turntable into an engine shed.
Although passenger numbers dropped during the 1950s Sidmouth still handled a reasonable quantity of goods traffic, with one daily goods train from Sidmouth Junction until the withdrawal of goods traffic from 6 September 1965 when the yard was downgraded to a coal depot only. The first railway in Sidmouth was narrow gauge, built in connection with an 1836 dock venture.
The station was inconveniently sited a mile inland; Sidmouth residents deliberately discouraged the railway from coming to the sea front in an attempt to deter trippers.
The line was built and owned by the Sidmouth Railway Company but operated on its behalf by the L&SWR, with traffic running down the Otter valley from Sidmouth Junction to Ottery St Mary and Tipton St Johns and then over the steeply graded section to Sidmouth.
Unlike Sidmouth, the resort of Budleigh Salterton welcomed the locally sponsored Budleigh Salterton Railway which continued following the Otter valley from a junction with the Sidmouth branch at Tipton St Johns.
Much of the through London - Exmouth traffic was diverted along the new line, and several through trains round the circular Exeter - Exmouth - Budleigh - Sidmouth Junction - Exeter route were introduced. Passenger numbers on the branch remained healthy well into the 1950s, although rationalisation in the 1960 reduced the line to little more than a skeleton service with diesel multiple units introduced on 4 November 1963. There had never been any industrial development in Budleigh Salterton and goods traffic was always correspondingly light.
Click hereto see the lyrics of a folk song about the proposed Budleigh Salterton Railway before it was built.
1953 1:2,500 OS map shows little or no change to the station or goods yard although, by this date, the engine shed had closed. A passenger train awaits departure from the short platform line at Sidmouth station in August 1963.
You will be able to collect your tickets from the Barrow Hill Roundhouse Box Office on the day of the event. The Halesowen to Northfield railway (GWR) was opened on the 10th September 1883 with a third class ticket costing just 1d per mile. It is said that this was to deter day-trippers who, it was felt, would lower the tone of the town. The line to the east could accommodate seven coaches while that to the west could take only five. One long siding ran parallel to the run-round loop passing through a large brick goods shed which had a pitched slate roof and the goods office at the south end. Passenger traffic was withdrawn on 6 Match 1967 but coal traffic continued until 9 May 1967. It preferred to remain a select resort, even into the second half of the twentieth century.


Although traffic was never heavy it remained steady and was sufficiently high for the Sidmouth Railway to retain its independence until 1923 when it was absorbed into the Southern Railway.
It opened on 15 May 1897 with an intermediate station at East Budleigh, and a second added two years later at Newton Poppleford.
A cross-country service from Cleethorpes to Exmouth was introduced in 1960 but this lasted only two years. DMUs first came to Sidmouth in November 1963, shortly after the branch was listed for closure by Beeching.
The engine shed, seen on the right, closed in the 1930s and has been put to a number of different uses since closure. The other railway company was the Midland Railway (MR), the two railway tracks meeting at a point which they called Halesowen Junction.The MR main line which had twin tracks went from Birmingham (New Street) to Gloucester, and after leaving the junction went into a tunnel called Cofton Tunnel. In reality the platform proved too short for some excursions, such as the 'City of Plymouth Holiday Express' with its nine coaches.
Once passengers had disembarked the train would pull sufficiently far out of the platform to allow the locomotive to uncouple and run into a siding while the coaches ran back into the platform by gravity.
The range of buildings began at the southern end with the station house, with a pitched roof, placed transverse to the platform and embellished with a pair of gablets under which were arched window openings on the upper floor.
It burned down on 7 January 1900 and was replaced later that year with a brick building on the same site.
Through passenger trains were withdrawn at the end of the 1966 summer season, and both branches closed to passenger traffic on 6 March 1967. 80 was a Southern Railway T1 class loco was built to a design by William Adams in 1889 at Nine Elms works of the LWSR. After passengers have left an arriving train it has to be pushed back out of the platform to allow the locomotive to uncouple and run onto the shed line.
The GWR line, single track went via Rubery etc to Halesown and then onto Old Hill in the heart of the Black Country. Today the rear half of the shed is still standing, in excellent condition, in use as offices. Freight traffic to Sidmouth survived for a further two months with complete closure from 8 May 1967. One of a class of 50 built in batches of ten, this loco was scrapped in 1936 and very few of this class survived into BR service; the final one, 30007, was withdrawn in 1951. The coaches then roll back into the platform by gravity allowing the locomotive to be attached to the front of the train ready for departure.
It was called the Black Country as this was where mining, iron works and various heavy industries were situated, pouring out clouds of black smoke that hung over the area, if the weather conditions were right the area would be covered in SMOG. Between the gable of the station house and another gabled office section was a short canopy over the entrance to afford protection from the weather.
To the north of the station, on the down side, a tall signal box with 23 levers controlled access to the station and yard.
There had been a station at Longbridge on the main line (where the current Station is today), but this was closed in 1849, long before Herbert Austin had arrived, the nearest one still open was Northfield a few miles away.Around this time Long-Bridge was two words, a small river called the Rea used to flood, so a long wooden bridge was constructed so that the stagecoaches of the day were not impaired, as this was the main road between Birmingham and Bristol (Bristol Road) hence the name Long Bridge.
On the platform elevation a canopy with a pitched roof and fretted valance supported on iron columns stretched a little beyond the station building; this was later extended to cover two-thirds the length of the platform.
Miller & Lilley, brick makers, coal and general merchants had a rail-served building in the yard. This Riddles-designed 2-6-4 Class 4 tank had spells allocated to Ashford and Tonbridge sheds, before being moved to Exmouth Junction shed on 2 July 1962, from where it was withdrawn on 6 February 1965 and cut up three months later. Long-Bridge 1832____________Great Western Railways (GWR)It was in 1878 that work on the construction of the Halesowen to Northfield line began. But from the outset the weather was against them, and a few hundred yards from Frankley Hill where a small river, called the Rea ran through a wooded valley called Dowery Dingle. It was decided that the best way to traverse this valley was to build a viaduct which would be 660ft in length supported on two stone abutments and eight cast-iron piers, and rose 100ft above the river, as you can see from the picture it was an imposing structure.
Dowery Dingle Viaduct Work on the Dowery Dingle Viaduct started in 1878 and had a span of 660ft at a height of 100ft.


The line had a gentle curve at the southern end, while the outer rail was slightly elevated, this made the carriages tilt slightly, which tended to make lady passengers very nervous, so a speed limit of 10mph was imposed. After nearly five years construction, on the 10th September 1883 the line was officially opened. The main speaker was Lord Lyttleton who owned Hagley Hal1 and spoke how the opening of the new railway would, he trusted, be the means of opening up hundreds of acres of coal and thus providing work for people. With the construction of the Black Country rail link by the GWR, it was necessary to build a road bridge over the new railway track. The opportunity was taken at the same time to construct a culvert to take the River Rea under the bridge and parallel with the railway line.
A map of 1912 shows it now spelt as one word Longbridge.Map 1912With the start of the First World War and the Austin changing over to producing items for war, it was felt that Longbridge should once again have its own station.
So with the building of West and North factories in 1916, and the increase in workers and goods, prompted the Railway Authorities into building platforms inside the works.
So by 1917 loop-lines and two signal boxes which were called Longbridge East and Longbridge West had been constructed, along with an island platform.
GWR started the first workmen’s service with two trains from Old Hill in the morning, and two trains retuning in the evening on the 18th April 1917.
With the service to the Black Country now open, and as the factory was still crying out for more workers to man the war effort.
An advert was placed by the company in the local papers emphasising the convenience of the new services. It appears that slowly more trains were put on to accommodate the increase in workers using the service. This meant an increase in passengers using the railways especially from the Black Country, and extra goods trains bringing in materials to Longbridge, as lorry transport was still very limited. Around the late 1940s because of the increased road traffic the bridge was rebuilt as shown below, but now having only two arches. The building on stilts was a Parcel Office, but any parcels had to be taken via the pavement to the station platform. It is still there now but having a re-fit.Austin II It appears that the company did have a look at buying in 1933 a Armstrong Whitworth 0-4-0 diesel-electric locomotive. So having looked at the diesel-electric option, decided to purchase from the Hunslet Engine Company in Leeds a 0-6-0ST. It remained in service with the company, and no doubt was maintained to a high standard, but was finally scrapped at the end of 1970.Austin 3 (Don Townsley)The next loco to join the fleet was in September 1937 an identical loco to 'Austin II' a Hunslet Engine Company 0-6-0ST. This also gave good service, but was scrapped in March 1971.WD 1938 and was called "Ada II"This was an America engine that came over under the Lend-Lease scheme and worked at Longbridge in WWII. These engines were ordered by the USATC (United States Army Transportation Corps) and were built by three manufacture, to a design by Colonel Howard G Hill. They were designated as Class "S100" by the USATC and at the time the most powerful 0-6-0 tank engines ever made. In the early 60s it was scraped.Abernant at South WorksAbernant leaving Longbridge in 1956In the 1950s with the company owning its own engines, except for an ex-contractor's which was called 'ABERNANT'. But in September 1957 two W G Bagnall 0-6-0STs which had been used by the Steel Company of Wales, and had been numbered 401 and 403 arrived at Longbridge.
A new locomotive was purchased, a John Fowler 0-4-0 diesel and was given the name Austin IV, back to the Roman numerals.Fowler Austin IV outside East Engine Shed 1960(Ron Boswell)Its main duties were to shunt the various wagons that were brought in from the main line.
In the mid 1960s a new factory was built at the end of East Works for producing the 'E' series engines, so the Boiler House was extended, but still powered by coal. When an locomotive needed a major overall it would then go into an engine shed that was part of the Main Engineering Stores in South Works.



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Author: admin | 01.12.2014 | Category: Shed Garden


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