Photo features

Peter Russell took a set of colour slides of the station area on 10th and 11th July 1969, while home from university. He could only afford one 20-shot Kodachrome film for the purpose, so the coverage of the railway was limited… especially as he had bought another film to cover Broadstone (which we’ll feature separately)! Much of the railway infrastructure and buildings was intact five years after the closure to passenger trains, and he had a sense that this would not be the case much longer. He didn’t fully realise at the time that these images would become an increasingly precious resource for local railway history. All images: © Peter B. Russell

North end: Looking southwards along the Up running line, this shows the extension of the Up platform from its original 1847 end near the signal box, thus forming the Salisbury (or Up) bay to the right. The lattice post of the Up Starting signal and the cattle pens are to the extreme right. The remains of the Down running line and the sidings are already looking weedy. The overhead pipes for the short-lived heating oil terminal (Minster Fuels?) are just visible in the bay siding at right. 

Rationalisation: By 1967 the Down running line had been lifted back from Ringwood to the crossover in the foreground, hence the bare ballast in 1969. The Down (or No.1) Siding remains available to the left as a headshunt for the yard and was for decades the only rail access to the goods shed, by reversal. The Up sidings at extreme right have been lifted. At extreme left are the blue-grey stores of Dorset Farmers Ltd. and centre left is the goods shed, with more agricultural stores buildings in front. In between is the road access from the A31. 

South end: In this northward view from the Down platform, little has changed since the end of passenger trains, except for fading green paint, weeds, and the removal of the letters from the Up-side ‘running-in board’ (name board) at left. Note the candy-twist, swan-neck lamp posts, minus their lanterns. The main station buildings are marked by the tall chimneys above the platform canopies (although those seen here only date from the 1950s). At the opening in 1847, both platforms stopped at roughly the same southern point but the Down one was extended to form the Down bay (off right), thought to have once been used by Somerset & Dorset Railway trains starting for Bath, plus local trains to Poole and Bournemouth. 

Commanding view: This southward view from the signal box steps at cabin level looks over the extensive, slate-rooved platform canopies towards the river bridge. This gives a good idea how the signalmen would have seen incoming Up trains and departing Down trains. The jumble of building additions and canopy extensions on the Up (right) side is clearly evident. The furthest away on the Up side housed the station master’s office and the former restaurant, later storage rooms. The short ridge in the immediate right foreground was the skylight and vent for the gents’ toilets. 

Yard throat: In this northward view, towards the station, the running lines are on the left. The foreground tracks led from the Down running line near the river bridge and splayed into several sidings in the Down Yard. The bracketed Down Starting signal (seen from the rear) stands forlorn, minus all its arms. The left part controlled the Down running line, the right part had controlled the Down Bay, but ceased that function in December1953 when the bay was converted into a siding off the No.1 road (at centre).

Goods shed No.3: This northward view from the lifted sidings of the Down Yard shows the east and south elevations of the brick-built, third and final goods shed that was familiar to station users from the late 19th century. The second, timber-built shed had stood to the immediate left (west) of this one, but had burnt down in the 1870s. At either end of this one are the agricultural stores sheds of Bibby’s (or Thorley’s) and Silcock’s, with their corrugated steel walls. Note the small canopies over both the big doorways on the east side. There were two cranes inside the shed. 

Third platform? The overgrown No.1 and No.2 roads lead away in the foreground of this northward view behind the Down platform buildings. The narrow platform beside the back wall was used for some Salisbury trains, prior to the Up bay being built in the early 1870s, probably before any of the Down-platform buildings we see here were erected. This arrangement effectively formed an island platform, albeit without a complete loop on the outer face. This was probably before the curtain wall was made continuous on this side. In later years only parcels and perhaps perishables might have been handled on this side, and an angled canopy survived over it until the early 1950s. The short former Down bay was on the extreme left. 

More rationalisation: A general northward view into the station along the running lines. The appearance of double track still in operation is deceptive. In a situation matching the north end, the former south crossover has been eliminated to leave the Up line just merging with the Down. The former Up (or Poole) Siding to the left has also gone. The Down platform extension of the late 19th century is clearly evident, to the right of which was the Down bay. The stump of the Down platform/bay water crane is seen at extreme right. 

Livestock pens: The two tracks seen here served (left) the livestock pens and loading dock, and (right) the former Up bay, from where trains had started for Salisbury in the early days. The pipelines between the tracks and onto the short middle platform were used in the final years to transfer heating oil to lorries. The distant view extends to the Beaucroft area of Colehill. 

The signal box: This design was a complete one-off, dissimilar from all standard L&SWR boxes, mainly in order to provide the height for the signalmen to see movements above the platform canopies and around the 30-chain curve of the running lines. Staff nicknamed it ‘the lighthouse’ or ‘tower’. A two-flight staircase led up between the box and the gents’ toilets to the landing porch. The rear of the box had to be buttressed when it began leaning backwards into the soft fill of the embankment on which the station had been built. The box had been reduced to ground frame status in 1966, was out of use by 1967, and was demolished at an as yet unknown date in Autumn 1972. 

Stop before proceeding: At the north end of the river bridge in this view towards the station, we see the point leading into the Down Yard. The ramp to the right led onto the eastern girders and provided a short walking route onto this end of the bridge, probably for shunting staff to uncouple wagons in preparation for re-marshalling in the yard. The lamp post at the end might have added to the safety. 

River Stour Bridge (Br.76): Taken from the Canford (south) side of the bridge, this northward view shows the curve into and through the station. The wrought iron girders had been strengthened in the late 19th century, notably as seen in the middle. The central rider was in place by at least 1892, but the outer girders weren’t strengthened until probably about 1912. Only the former Down line remains on the bridge at this date, but that had been slewed across to the former Up side behind the camera. The right foreground brickwork is the parapet of the flood arch on the Canford side. To the right is part of the premises of Flight Refuelling. 

The modern image: This Brush Type 4 (later Class 47) diesel No.1719 was from a class that was a stranger to Wimborne. It had just come off the head of the royal train after arrival in the former Up platform on 11th July 1969. We think it had just moved up to the remains of the northern crossover and was running around the train, ready to take it down to Delph Cutting in the evening, where it would be held overnight. This view is looking northwards across the former cattle dock road and Up bay siding. Note the extant water crane and brazier on the Up platform, and the former bracket signal that once carried arms for the Up Starting signal (right) and Up bay (left, removed in 1933). 

Right royal hold-up: In this eastward view from Canford Bridge and the causeway, the royal train, on arrival at Wimborne on 11th July 1969, had come to a stand on the river bridge, presumably in front of the Stop notice. The delay was significant, possibly while arrangements were concluded on the station platform or perhaps just for the benefit of the view. The photographer was standing at the side of the Poole road on the bridge and the causeway over the flood arches, something no-one in their right mind would contemplate these days! 

Main platforms (1) In this northward view along Platform 2, with Platform 1 to the right, we have a closer look at the eastern half of the footbridge, by this time with much of its glazing damaged and green-and-cream paintwork long faded. At many L&SWR or SR stations of a similar size and importance (and some larger or smaller), fully enclosed footbridges with glazing and a roof covering were relatively rare. All staircases at Broadstone led up/down from the north side of the bridge, closest to the station buildings. Directly beyond the far ends of the platforms can be seen the small, cream-coloured goods shed and to its right some of the staff housing. Part of the huge advertisement hoarding is seen at extreme right, devoid of adverts, presumably since 1966. 

Main platforms (2)  From further along Platform 1, under the canopy of the main station building and still looking northwards, we see the convergence and junction of the Poole and Hamworthy Junction lines. Oddly, the ‘gallows’ starting signals for Platform 4 remain to the left, albeit devoid of arms, while the similar signals for Platform 2 have gone completely. The red-brick signal box and cream goods shed are intact in the right background. On the island platform are a lamp post, devoid of lamp, and the ‘running-in’ (name) board, devoid of lettering. Platform 1’s running-in board is visible in the same state at extreme right. [Note the new bungalow development west of the railway, which was barely started when the Bath line closed to passengers in March 1966.] 

Overview from Broadstone Station Bridge The Poole lines through Platforms 1 and 2 look relatively used in this northward view, while the Hamworthy Junction lines at left are looking increasingly weedy and shadowed by trees along the western boundary of the station. The remaining line to Hamworthy Junction remains lightly used until May 1972 to serve Doulton’s clay siding at Hillbourne, but the former Up line (in shadow) had been reduced during singling in 1934 to a long siding, used for occasional storage of carriages and wagons. The post of the Down starting signal for the single-track section remains in situ at the south end of Platform 3. The former Railway Hotel is visible in the right background. 

Platforms 1 and 2 (southwards) The Down and Up lines appear relatively well used and the south crossover is intact this side of the bridge. The rounded arch of the later (1872) half of the bridge is clearly distinct from the flatter arch of the 1847 part. The road over the bridge pre-dates the railway, the formation of both lines having been excavated in cuttings. The downward grade of the line towards Creekmoor starts just past the end of the platforms. The Down Starting signal close to the bridge still carries its arm. At extreme left is Station Approach, much used for parking for shopping in the village centre. Note the remaining lamp posts alongside Platform 1 at left, still with their swan necks and candy-twist stems, albeit devoid of lamps. The huge advertisement hoarding on Platform 1 is evident at centre left. 

Platforms 3 and 4 (southwards) In this complementary view to that above, also taken from the footbridge, we see the Down (left) and Up (right) Iines of the former ‘Old Road’ between Wimborne and Hamworthy Junction. Platform 3 is the west face of the island platform at left. Platform 4 is at right. Broadstone Station Bridge in the background clearly shows its history, with the different styles of arches (as described in the previous caption). It’s evident that the 1872 tracks at left are already dipping onto a lower level, starting the drop to Creekmoor, than the 1847 tracks to the right. Note the white painted sighting panels on the bridge for better visibility by footplate staff of the signals ahead. 

Platforms 3 and 4 (northwards) The camera’s position here is near the south end of Platform 4, which was already little used by the end of through passenger services from 4th May 1964. The former Up line shows some signs of recent use with its shiny rail tops. The platform itself was becoming much overgrown by 1969 and the tracks weedy. The full extent of the footbridge is in view from this angle. The railway telegraph lines at left still carry their wires. The Up Starting signal at the far end of Platform 4 still carries one arm for straight ahead towards Wimborne. The once well-tended shrub beds are becoming invasive. Part of the frontage of the Railway Hotel is visible at extreme right on Station Approach. 

All platforms (northwards) Seen from the footbridge is the straight run of the Up and Down Iines of the former Old Road between Hamworthy Junction and Wimborne. Platform 4 is to the left, with Platforms 3 and 2 forming an island at centre, and Platform 1 at extreme right. Beyond are (L-R): the junction, the signal box, good shed and staff housing. Wagons used in track-lifting are stored beside Platform 4 – a mystery because singling from Wimborne had already occurred in 1967 and lifting from Blandford was several months ahead in 1970. The central waiting room in cream brick dated from the 1872 opening of the station and New Poole line. A passenger shelter once stood opposite it on Platform 4. Development of bungalows west of Platform 4 had started in the mid-1960s. 

Broadstone Junction (1) A view north along the straight towards Wimborne from the end of Platform 4, with the junction trackwork and signal box prominent at centre, and the remains of the small goods yard to the right. One rail of the overgrown trap siding can just be seen among the grass at left. It takes little to imagine just the early double-track from Wimborne to Poole Junction (later Hamworthy Junction) that existed from the completion of the doubling in 1863 to installation of the junction and station in 1872. The line had originally been single from the opening of the Southampton & Dorchester Railway in June 1847, almost certainly on the alignment of the later Up line seen here at centre. 

Broadstone Junction (2) The pointwork of the junction, looking north towards Wimborne from the landing of the signal box steps. The Down line from Wimborne had been singled in 1967, leaving just the former Up line intact for remaining goods services to Wimborne and West Moors army oil depot. The Somerset & Dorset line veering left had lost its remaining goods services to Bailey Gate and Blandford from 6th January 1969, some six months prior to this photo, and shows signs of rust ahead of its lifting in 1970. Note the 20mph speed restriction onto the Down Poole line, and the still substantial coal traffic in the yard. The track at extreme left was the gravel trap siding for any runaways from the Corfe Mullen direction. It formerly ran about 500 feet towards the end of Platform 4, but had vanished under grass and gorse. 

Broadstone station buildings For a significant junction station, the main buildings on the Down (Poole-bound) Platform 4 were a decidedly basic, mainly-timber-built, single-storey affair, never enlarged as train services developed after the opening in 1872. The pale green building at right was occupied by coal merchants Diment & Watton. This view is north-eastwards from the island platforms (2 and 3). Strangely, the island platform waiting room was a more substantial structure, built with the cream bricks manufactured in the Hamworthy area. Note the former ornamental planting in beds in the centre of the island platform, by this time neglected and overgrown. Staff housing is visible at top left. 

Island platform building A close-up of the waiting room on the island platforms, looking across from Platform 4. It contrasted oddly and perhaps favourably with the timber-built main buildings on Platform 1, despite both dating from the early-1870s. The short canopy covered what was the Platform 3 entrance to the waiting room (that part possibly ‘ladies-only’). It’s not currently known whether the nearer end of the building accommodated a general or gentlemen’s waiting room, or maybe staff offices/stores. This view gives a better idea of the local creamy-grey bricks from the Hamworthy-area brickworks, plus the typical arched L&SWR sash windows. The three-plank wagons might give a misleading impression of a passing track-lifting train, but were static. 

Broadstone signal box A tale of two halves. The northern part (left-hand, with steps) opened with the station and the line to (New) Poole in 1872. The near-identical southern part followed in 1885, with the opening of the Wimborne cut-off to Bailey Gate. The view is south-eastwards, with staff housing to the left and the small, timber-built goods shed to the right. The lever frame was originally at the front of the box, but transferred to the back circa 1950. The walkway balcony along the front wall was an unusual feature. The foot crossing allowed the signalman to cross the tracks with the single-line token for services via the cut-off. Down Somerset & Dorset trains gave up the token to either the signalman standing on the landing or the Whitaker apparatus, which was fitted on both sides. 

Broadstone goods shed Like the main station building, the good shed was small and basic – timber-built on a brick base. Broadstone was not a major goods handling station, Poole being an important goods terminal and Wimborne an important goods marshalling station. Broadstone yard had only two sidings, with coal being a key commodity, plus a short headshunt on the Down side. Public goods services had ceased from 20th September 1965, although the coal traffic seems to have lasted longer. In latter days, the longer siding was used to hold coaching stock off holiday trains to Bournemouth, as was the truncated former Up line from Hamworthy Junction. The typical L&SWR semi-detached staff housing is seen at left.