| The
spur line from Welford was constructed to serve an airforce
base that lies some three miles from Welford Park Station.
The airfield itself dates from World War II and during its
occupation by the USAF, it had two purposes. Firstly, as a
conventional bomber squadron station and secondly, as a base
for secret non-powered glider experiments. |
| In
1945 custody of the base was returned to RAF and its future
roll was to be that of a storage depot. The Ministry of Defence
decided the construction of a rail link for the movement of
arms and munitions etc. was now a priority. Naturally, most
of the plans and discussions that took place regarding the
propoposed new railway line, were carried out in secret. However,
we do know that the rail link was originally intended to connect
with the branch line at Boxford. Ultimately, Welford Park
was chosen and towards the end of July 1952 a start was made
on the two and a quarter mile stretch of new track. The work
involved the laying of four interchange sidings at welford
Park and a new single line which ran alongside the branch
for a short distance before heading North-East into the camp. |
 
At
the early stages of construction.
This field of corn becomes the bulldozer's first victim |
Due
to continual slippage during construction
the 30ft cutting required gentle slopes to its sides |
The
first cutting was followed by an embankment and then by a
second, much deeper cutting. |
 
| A
high percentage of the construction materials were brought
in by rail, as was the contractors locomotive. The loco was
transported on a crocodile type well wagon. The new track
also arrived this way. Why the engine needed such treatment
is a mystery to me....... I assume there must have been a
valid reason as it would have seemed more appropriate, and
easier, to have brought it in under its own steam. The most
likely reason I suppose, would be the BR regime's inbuilt
resistance to non British Rail locos using British Rail owned
tracks. |
| |
Looking
South towards Newbury, and a view of the completed interchange
sidings and runaround at Welford Park Station. Each siding
was capable of holding forty wagons, even though British Railways
had placed a maximum restriction of just fifteen wagons per
train on the Lambourn Branch itself. They were also unwilling
to allow longer double headed trains to use the line. |
|
 
The
deep cutting completed and ready for taffic |
The
embankment of the new Military line also completed. |
The
new spur now begining to take shape as it enters the newly
formed cutting.
The Lambourn Branch line itself can be seen to the right of
the picture. |
| Traffic
movement to and from the base was a daylight operation only,
with irregular journey times and long periods of inactivity.
Munitions were, on occasions, held in Newbury goods yard for
up to two days, before eventual delivery into USAF care.British
Rail staff were responsible for the transference of cargoes
at Welford Park, and the sheeting of wagons was carried out
in the exchange sidings. |
 
| On
arrival at the Eastern perimeter of the camp, an assortment
of sidings were constructed. These were linked to various
tracks that connected directly to other areas within the air
base itself. The sidings were partly built on an embankment
and required the presence of a catch point to protect Welford
Park against runaways. The single track engine shed pictured
above right, was situated in the South-Eastern corner of the
camp and was used for servicing and minor repairs, but any
major work including overhauls, would require the removal
of the locomotive to a suitable M.O.D establishment.
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The intricate
network of sidings meandered
between a wide and varied
assortment of buildings and storage areas. However,
the track within the base
was of light construction and was not popular with British
Rail. |
|
| The
maintenance, operation and quality of construction was to
become a bone of contention between the USAF and British Rail
during the ensuing years.Everytime they were requested to
hire a loco to the USAF, British Rail would insist on a permanent
way inspection. This continued ill feeling between the two
authorities was most likely a contributing factor in the eventual
closure of the line. |
The branch line itself required certain modifications
to accomodate the new line.
One of them being the construction of a second span alongside an existing
iron bridge.
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| The
original overbridge at Welford |
An
Inspection of the partly constructed
concrete bridge |
The
parapets of both old and new bridges
with the Branch Line bearing left in the distance. |
On a personal note, can anyone throw any light
on the subject as to why the new bridge had a longer span than the
original one.
The road it crosses was, and still is, a very minor one. Even in the
1950s it was never likely to fall victim to any road widening schemes.
This
theory Received from Reg Tarbox Jan 2003
Ken.....
Just been on the Welford line trying to rekindle some old
memories. I saw that you were asking why the new bridge had
a longer span.
Could it have been due to the weight of the munitions carried
to and from the base. During a Middle East crisis I was there
and saw the goods wagons loaded with HE bombs. There is no
doubt in my mind that they weighed far more than a carriage
full of passengers. Just a thought . The railway also ran
through the revetments where the munitions were stored but
I doubt if pictures of that will ever come to light as it
was a restricted area.
Cheers Reg.
|
www.secret-bases.co.uk
by Alan Turnbull
An
entertaining guide to using Internet-based research tools
- Ordnance Survey's maps, Getmapping's aerial photos and Google
Earth - to reveal the UK's "hidden" MoD facilities
and military sites. |
A
Thoroughly fascinating and comprehensive website - a real must see!
|
