Palterton and Sutton Railway Station

PALTERTON & SUTTON STATION and the surrounding area.

The Doe Lea Branch of the Midland Railway line ran north to south along the valley from beyond Bolsover to Glapwell and beyond.  The line crossed Palterton Lane at Rylah via a bridge located about 50 metres to the west of Stockley Brook, just by the side (5 metres) of Rylah Farm.

If you had poised the mouse over the two images of Palterton and Sutton railway station, you would have seen a study of water and steam as 3F 0-6-0 3242 gingerly makes her way through the flooded station in September 1931.

The station closed to passenger traffic in 1928 and the building was demolished in 1934.

Shortly prior to closure the late Mr. Reg. Brough was a signalman at the box.

The location of the Palterton and Sutton railway station was on the south side of Carr Lane about 50 metres east of Buckbridge / River Doe Lea.  The station was on the west side of the track about 25 metres from the side of Carr Lane.  The railway line ran under Carr Lane that bridged the track.  The signals were on the east side of the track opposite the station.

Today, (2003) there is a small picnic area at the specific location of the former station.

Since the track was removed, a length of Carr Lane at this point, has been flattened and today there is no sign of the former bridge that was at this location.

This image shows the Palterton and Sutton railway bridge that traversed Palterton Lane by the side of Stockley Farm.

The track was removed in the 1980s and the present Stockley Trail follows the route of the railway line.

The railway bridge over Palterton Lane by the side of Stockley Farm was demolished between January and March 1994.

This image was taken on the 20 March 1994 and shows the line of the former railway and demolished bridge (in front of the machine).  The old Glapwell pit tips can be seen as can on the horizon, the line of trees showing the line of the public footpath Palterton to Glapwell.

The facts:-

--.08.1866.  Seymour Junction to end of Doe Lea Branch opened for mineral traffic
                    between Markham and Bolsover 1m. 28ch. (under the Midland Railway
                    New Lines and Additional Powers Act 1863).
10.11.1884. Seymour Junction to Glapwell opened for goods traffic.
                    Line from end of Doe Lea Branch, known as the Doe Lea Extension,
                    authorised under the Midland Railway (Additional Powers Act 1865).
01.09.1886. Colliery Workmen’s service introduced to Glapwell Colliery.
14.07.1890. Glapwell Colliery Sidings signalbox opened.
01.09.1890. Passenger service introduced between Chesterfield and Mansfield.
                    This included stations at Bolsover, Palterton & Sutton, Rowthorn &
                    Hardwick, but not Glapwell.  The initial service consisted of just 3 trains
                    each way per day.  (A copy of the timetable can be found in 'The Midland
                    Railway Around Nottinghamshire’ Volume 1, by Geoff Hurst, Milepost
                    Publications, Worksop, 1987).  At some stage (date unknown) the colliery
                    workmen’s trains commenced to call at Palterton & Sutton.
19.09.1890. Palterton & Sutton Goods Depot opened.
29.09.1890. Goods services commenced working towards Pleasley (i.e. beyond
                    Glapwell).  It is believed that the original goods depot at Glapwell closed
                    at this time.
22.08.1892. New passenger (and mineral) station opened at Glapwell.
11.08.1918. Signalbox opened at Palterton & Sutton.  This was an intermediate tablet
                    ‘station’, but not a crossing-place.
16.09.1918. Midland Railway commenced working Ramcroft Colliery Branch.
                    A colliery workmen’s service also introduced.
01.01.1923. The grouping of the main line railways into the ‘Big Four’.  The Midland
                    Railway became a constituent of the London, Midland & Scottish Railway.
29.03.1925. Glapwell Colliery Sidings signalbox replaced.  New empty wagon running
                    line brought into use.
03.10.1927. Workmen’s service to Ramcroft Colliery withdrawn.
28.07.1930. Passenger service between Chesterfield and Mansfield closed.
                    The workmen’s service to Glapwell Colliery continued to call at Bolsover
                    and Palterton & Sutton stations (see next entry) and Glapwell continued
                    to deal with parcels traffic (believed to have been moved by road).
14.09.1931. Workmen’s service to Glapwell Colliery withdrawn.
                    Palterton & Sutton station closed completely.  Bolsover was used for
                    occasional excursion traffic until at least 1939 (and again from 1977 to
                    1981).
31.07.1934. Palterton & Sutton signalbox closed.
                    Ground frame for Ramcroft Colliery connection provided in lieu.
**.12.1939. Palterton & Sutton station closed to goods traffic.
13.09.1946. Glapwell station closed for parcels traffic.

This image was taken on the 4 September 1955 and shows the Palterton and Sutton railway line from the bridge over Carr Lane, looking north towards Carr Vale and Bolsover Colliery. The wagons are in the sidings by the side of the main line, that was used by coal wagons tto and from Glapwell and Ramcroft Collieries. This section was known as the Palterton and Sutton loop. The bonus in this image is that the old Palterton Brickyard can be clearly seen. In the distance can be seen an old Bolsover Colliery slag heap that was located to the west of New Bolsover. This scene has long since disappeared.

**.04.1959. Line between Glapwell Colliery and Glapwell lifted (had been used for
                    stabling of wagons).
**.10.1966. Ramcroft Colliery closed (i.e. ceased to be served by rail).
**.**.1972. Glapwell Colliery Sidings signalbox closed.
**.06.1974. Glapwell Colliery closed.
  late  1976. Traffic between Bolsover and Glapwell Colliery ceased.
By.12.1977. Lines and sidings at Glapwell Colliery taken out of use.
By 31.10.1978. Bolsover to Glapwell Colliery taken out of use.  Had ceased to be
                    used by any significant traffic after the closure of Glapwell Colliery.
18.03.1979. Line cut at Bolsover.

This image was taken on the 4 September 1955 and shows the Palterton and Sutton railway line from the bridge over Carr Lane, looking south towards Glapwell and Ramcroft Collieries. The empty wagons are in the sidings by the main single track that carried coal wagons to and from these two pits. To the right of these wagons where the bush and telegraph pole are located was the site of the station and platform of the former passenger line. This scene has long since disappeared.

Station Masters at Palterton & Sutton Station.
1895. Thomas Cant (Bulmer's)
1900. - Galletly (Official M.R. Accountant’s list).
1904. Henry Stanger (Kelly's)
1908. Not shown in Kelly's.  However, the Station Master at both Glapwell, Rowthorne & Hardwick was shown as Wallace Raymond Graham.  Based on information in the subsequent entries, it is reasonable to assume that he was also the Station Master at Palterton & Sutton or about to take over that position.
1912. Wallace Raymond Graham was the Station Master.  He would also have covered Glapwell and Rowthorne & Hardwick.
1916. Richard Pratt (Kelly's).
          Also shown as Station Master at Glapwell and Rowthorne & Hardwick.
1922. Pratt (covered Palterton & Sutton, Glapwell, Rowthorne & Hardwick
          (Official M.R. Accountant’s list).  Altered in pen to Hawkesley.
1925. A bit confusing in Kelly's.  Palterton & Sutton shown as U.W. Hawksley (note different spelling from entry above).  Glapwell shown as W.W. Hawkesley (as per spelling above, but note difference in first initial).  Rowthorne & Hardwick shown as Reginald Gibbons in charge, which indicates that Hawkesley was still the Station Master.  Gibbons was probably the Leading Porter.

By the first decade of the 20th Century, the railway system was more or less complete.  There then followed a number of working agreements between the various companies aimed at eliminating duplication and waste (the Midland signed such an agreement with the L & N.W. Railway in 1908).

At the same time, the companies started to make their own economies and on the lesser used lines it became the practice for adjacent stations to be covered by one Station Master when one of the occupants retired or was transferred.

This appears to have happened at Palterton & Sutton some time between 1904 and 1908 - possibly towards the end of that period.

In the 1904 edition of Kelly's, the Station Master at Glapwell was John William Palmer, while the occupant at Rowthorne & Hardwick was Wallace Raymond Graham.  He obviously took over Glapwell when Palmer left, and presumably Palterton & Sutton when Stanger left.  It is more than likely that his base would have become Glapwell, as there was far more mineral and goods traffic to deal with there.

This image was taken on the 24 July 1960 and shows railway engine number 44049 on the railway line near Glapwell Colliery. This fright engine was one of 580 built, production starting in 1922. It was sometimes used on local passenger duties but mainly used to pull the coal wagons. This loco was sheded at Derby and Westhouses during the 1960s and scrapped about 1965.

Acknowledgment: Glynn Waite - Chairman of Midland Railway Society.
also (c)Ted Hancock.

Matlock R.O. Forgotten Railways. Vol. 2. The East Midlands. by P. Howard Anderson.
ISBN. 0. 946537. 20. 8. Page 207.
Staveley to Pleasley Midland Railway 8.5 miles.
Acts of Parliament 21.07.1863, 29.06.1875 and 16.07.1883.
Opened in stages culminating with Glapwell to Pleasley 1 September 1890 (colliery traffic).
Passenger services throughout. 1 September 1890.
Ceased regular traffic 28 July 1930.
Most goods services withdrawn in L.M.S. days, except Bolsover.
In 1962, line still open for colliery traffic as far south as Bolsover.(see last image)
Remains Glapwell Station Building. 466663.

Palterton and Sutton Railway Station

Email: ronstan@richardsbygonetimes.co.uk

Home Page: http://www.richardsbygonetimes.co.uk/

Created 2 December 2001
Last updated: 10 August 2006