The Last Train
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Despite growing up in a mining community, Trevor Skirrey was not going to work down the pit, not if his father could help it. And so, in 1941, he got on his bike to Warsop Station where he was embraced by the railway family. He helped to support it for 30 years. What follows is Trevor’s own account of his proud posting to Scarcliffe – the happiest of his career – and the line which ran through it. Forgotten Relics of an Enterprising Age The Last Train Promptly at 9pm on Saturday evening, The gloom of a passenger guard blew his whistle and Bolsover Tunnel held aloft his polished, paraffin-filled awaits eastbound hand lamp, displaying a green light to trains climbing the the driver. He acknowledged with a gradient towards resounding whistle and the train hissed Scarcliffe. and puffed away from Chesterfield Market PICTURE THE PAST Place Station for the last time – nostalgic sounds that would be heard no more. (Inset) Your author, Trevor Skirrey Ambitious scheme An ambitious scheme was conceived by William Arkwright – a local landowner - and other Victorian planners to connect and develop the great coal fields of Nottinghamshire and Derbyshire. It would bring together the east and west were unforthcoming so the project ended passenger trains provided a daily service coasts, 175 miles apart, passing through at the Market Place Station which had to Lincoln, Mansfield and all tiny stations Chesterfield, making it the Lancashire, a new glass roof, four platforms and en route. Derbyshire & East Coast Railway. great expectations. But a railway would In less than 60 years, the very pits which After five years, a line was finally laid eventually run; ribbon cutting by Mrs the line was from Langwith Junction (later called Arkwright officially opened the line for Shirebrook North) to Chesterfield. The traffic on 8th March 1897. Freight trains cost of this short stretch of line was would serve local collieries astronomical and further funds and at least seven A small ladder leans against one of Scarcliffe Station’s lamp posts, suggesting that the lamp is in need of paraffin. PHOTOS: TREVOR SKIRREY COLLECTION www.forgottenrelics.co.uk © Trevor Skirrey/Four by Three 2009 intended to serve wreaked havoc upon it opening, the Up line was deemed unsafe inside Bolsover Tunnel. All traffic had by subsidence, bringing about its quick due to water erosion of the north wall, earlier been cancelled. Sheffield suffered demise. The terrain was most uneven, meaning all trains would now travel on heavy bombing and it was considered, necessitating the erecting of bridges, the Down line. A single line system was for obvious reasons, that the Royal Train viaducts and tunnels. introduced (key token working) and the with King George VI on board would be safer taking cover in the tunnel overnight. Villagers were unaware of this activity except for railway staff. The platelayers, in crumpled greasy caps and baggy corduroys, guarded fences, bridges and viaducts to deter any would-be 5th Column assassin – called ‘the enemy within’ during the war years. The next morning the train continued on its journey. In 1947, a passenger timetable ran: Chesterfield depart 4:10pm Arkwright 4:20pm Bolsover 4:28pm Scarcliffe 4:39pm Shirebrook North 4:43pm A proud Mr Hunt - Lincoln 5:52pm Scarcliffe’s last station master - pictured with Fares were staggeringly low compared his wife and ‘railway with those of today. Chesterfield Market children’ around 1910. Place to Lincoln – eight shillings and tuppence, or 41p as we know it today. The most costly construction between signal boxes at Scarcliffe and Bolsover Scarcliffe to Chesterfield – two shillings Lincoln and Chesterfield was undoubtedly Stations were modified to allow this. A and four pennies – 9p in today’s money. the Bolsover Tunnel; completely straight leather pouch would be handed to the for 2,624 yards, emerging at Scarcliffe. driver by the signalman containing that Bewhiskered Mr Hunt Subsidence and water formed the basis ‘key token’ ensuring that his was the only Probably the first and last station master of its rapid closure. It constantly dripped train on that stretch of line. to be appointed at Scarcliffe Station was a water even when the weather was dry. At bewhiskered Mr Hunt where he, his wife the Scarcliffe end, I walked down to the Greasy caps and baggy corduroys and three children lived in the newly-built tunnel mouth many times to collect fresh In that year, the Royal Train from four bedroomed house, situated at the watercress! Sheffield was diverted off the London entrance to the station premises A special tunnel gang was employed route and directed instead towards which boasted seven days a week, keeping it maintained Duckmanton and Arkwright Junction. It and under observation. In 1942, only 45 was night and the train years after its came to a stop (Above) The station, viewed from the signal box. (Left) The 8:24 ‘school train’ leaves with young passengers bound for Chesterfield Grammar School. (Far left) Signalman Skirrey multi-tasks - phone in one hand, lever in the other. (Left) Trevor’s domain for six happy years. Passengers detrained at Bolsover and a bus service was provided onwards to Chesterfield. The culprit again was the aftermath of the ’47 snows which caused a high and wide embankment to collapse, leaving the metals hanging in mid-air like two ladders across a precipice. Months of work were involved bringing train loads of ballast and dozens of men to restore support for the tracks. The Down line was eventually made a huge white gate. safe for the passage of trains and The Great Central’s station houses were emergency Single Line Working unmistakable in their Edwardian style; down an embankment brought in until the other line built to last. on the other side, to merge with the was repaired, which was not until swollen River Paulter. late summer. It ran between Arkwright Best kept station The force of water washed away yards Junction and Markham Colliery, entailing The station’s pretty island platform of ballast from beneath the track and the employ of a pilotman – distinguished contained tiny gardens of roses and trains were cancelled again. It was many with a red armband – to ride footplate bright mesembryanthemums and was days before fresh ballast was replaced and over the single line, thus giving the driver the recipient of many ‘Best Kept Station’ normal working resumed. assurance that no other train would awards which were framed and proudly occupy track at the same time. displayed in the waiting room. Quite and Ladders across a precipice achievement considering the number of Serious as this was, a huge embankment stations between there and Lincoln! slip at Arkwright stopped the line The historic snows of 1947 not only for weeks. disrupted life at Scarcliffe but the whole of England itself. The running of trains throughout the system was seriously disrupted for many weeks. When the mountains of snow eventually melted, it was almost spring and water poured from everywhere. At Scarcliffe, it gushed down Fox’s Hill for days. It came from surrounding fields where snow had lain several feet deep, melting into a river. It poured onto the street, past the school and Chapel, and as it passed the Elm Tree Inn it was joined by more water flowing down Main Street. Its course took it down Station Lane, through the station Trevor’s Scarcliffe colleagues - gates, across the railway line and (left) James Taylor and (above) Harry Key not halt at Scarcliffe), I watched as it slowly passed by, leaving a skein of smoke drifting across the platform and, through condensated windows, discerned a few railway enthusiasts riding the train for nostalgia’s sake. It was 9:29pm. The engine sounded a long and final whistle to everyone at Scarcliffe before rounding the curve on its way to Shirebrook; its small red tail light - bobbing and flickering slowly - disappeared into the December darkness. Hastily removed Sunday morning I opened the signal box for the final time to allow engines and wagons up to the station, crowded with gangs of men with dismantling equipment. The tunnel portals and ventilation shafts were sealed at both ends. The station buildings, furniture, signals and signal box – together with the green-painted iron footbridge – were hastily removed and, Trevor thumbs through Scarcliffe’s surviving Train Register. in three weeks, it was all but a memory, save for my first Train Register which I Being a signalman, I was temporarily vital link to those far-away places. There salvaged from a dusty pile beneath the rostered to act as pilotman for several being far fewer cars in those days left for frame. weeks. Riding footplate backwards and quiet and dreamy roads lined with the In November 1945, after a few years in forwards made a refreshing change. After sweet fragrance of hawthorne blossom, various signal boxes, I had taken up the accompanying a train to Markham, there not diesel oil. The next blow to Scarcliffe signalman’s post at Scarcliffe, remaining would be another waiting to go in the came a year later with the closure of its there until its closure six years later. My opposite direction so I climbed aboard and only shop and Post Office. family and I continued to occupy the the process began again. Close cooperation station house for a further ten years. between pilotman and signalman was Long and final whistle At night, when winds gusted through absolutely essential and one had to bear in And so at 9pm the train departed the station’s trees, I could swear mind the all-important passenger trains to Chesterfield Market Place for the last to hearing which no unnecessary delay was caused.