Registered Charity No 702724
Copyright (C) 2010 SCRT. All Rights Reserved
Caring for Historic Railway Buildings along the Line
The Settle and Carlisle
Railway Trust
Railway Trust
Registered Charity No 702724
Our early projects
Ribblehead Viaduct
The Trust was involved with four major projects which were completed during the 1990s, namely:
Ribblehead Viaduct
In 1988, four years after the first application, BR agreed to carry
out a trial repair scheme to quantify the repair costs more accurately.
out a trial repair scheme to quantify the repair costs more accurately.
After completing the trial a comprehensive engineering report was prepared. The report and recommendations were accepted enabling
a much more accurate estimate to be prepared for repairing the rest
of the viaduct. This was considered to be in the range £2.75million
to £3.25 million - considerably less than had been originally expected.
a much more accurate estimate to be prepared for repairing the rest
of the viaduct. This was considered to be in the range £2.75million
to £3.25 million - considerably less than had been originally expected.
An arch undergoing repairs
With the saving of the line a schedule of work on the viaduct was agreed and restoration began in 1989 with completion in 1992.
The final cost of the work amounted
to £3 million and the shortfall in the
BR budget was made up by generous grant from English Heritage, Railway Heritage Trust, Rural Development Commission and The Settle and
Carlisle Railway Trust.
to £3 million and the shortfall in the
BR budget was made up by generous grant from English Heritage, Railway Heritage Trust, Rural Development Commission and The Settle and
Carlisle Railway Trust.
The SCRT grant was made up of numerous smaller grants from local authorities and the
Friends of the Settle-Carlisle Line payable over a three year period.
Friends of the Settle-Carlisle Line payable over a three year period.
Chief engineer Tony Freschini (far right)
meets with the then Transport Minister Michael Portillo under the viaduct
meets with the then Transport Minister Michael Portillo under the viaduct
Evidence of the much needed repairs
Other schemes for which contributions were made by the Trust:
The original northbound platform had been demolished in the 1970s to make way for a new siding serving the quarry. A new timber-built platform, including a stone built waiting shelter, was built to the south of the original and was completed and opened
in 1993.
in 1993.
Northbound platform at Ribblehead
The new northbound platform waiting shelter
Restoration works at Hellifield Station were vital
if the magnificent historical iron work was to be preserved. Major refurbishment work was also carried out on the station buildings, with the removal of later inappropriate additions.
if the magnificent historical iron work was to be preserved. Major refurbishment work was also carried out on the station buildings, with the removal of later inappropriate additions.
Restoration at Hellifield
Kirkby Stephen station lacked a footbridge for passengers
to get from one platform to another. The footbridge, originally
from Guiseley, became surplus as part of the Leeds North West Electrification project in the early 1990s. It was to a standard Midland Railway pattern, and after refurbishment it was re-erected
at the south end of Kirkby Stephen station in 1998, providing much improved access for passengers to the northbound platform. Installation was arranged and executed by Railtrack.
to get from one platform to another. The footbridge, originally
from Guiseley, became surplus as part of the Leeds North West Electrification project in the early 1990s. It was to a standard Midland Railway pattern, and after refurbishment it was re-erected
at the south end of Kirkby Stephen station in 1998, providing much improved access for passengers to the northbound platform. Installation was arranged and executed by Railtrack.
A footbridge for Kirkby Stephen
The new footbridge at Kirkby Stephen
The ironwork canopy at Hellifield station
A detail of the Wyvern at Hellifield
The images on this website are courtesy of the SCRT, Tony Freschini, Martin Firth and Andrew & Rachel Griffiths of ImageRail, Copyright (C) 2010
as one of the main reasons by British Rail for wanting to close the Settle to Carlisle line. The high cost of repairing Ribblehead viaduct to ensure its long term survival had been cited as one of the main reasons by British Rail for wanting to close the Settle to Carlisle line.
The high cost of repairing Ribblehead viaduct
to ensure its long term survival had been cited
to ensure its long term survival had been cited
In 1988, four years after the first application, BR agreed to
carry out a trial repair scheme to quantify the repair costs more accurately. The scheme covered the repair of a typical example
of each of the main parts of the structure allowing more accurate estimates to be built up for repairing the rest of the viaduct.
carry out a trial repair scheme to quantify the repair costs more accurately. The scheme covered the repair of a typical example
of each of the main parts of the structure allowing more accurate estimates to be built up for repairing the rest of the viaduct.