All Aboard!
In the last blog we looked at the 19th century rise in passenger travel and the drive to make the connectivity between trains and ships an ever more seamless experience for both passengers and cargo. But how could that experience be made even more seamless?
Train ferries: the beginnings
The answer: by making it multi-modal! The concept had its origins in Scotland, on boats on the Forth & Clyde Canal onto which railway wagons were loaded from the Monkland & Kirkintilloch Railway from 1833 onwards [1].
As stated in Part Two, the new ‘rail and sail’ technologies were brought into use on existing routes, with trains serving existing ports. In the next – also Scottish – case, this included ferries traversing the Firth of Forth. The passage across from Burntisland to Granton evolved towards a conventional train-ferry-train arrangement, but from 1850 onwards trains were rolled on to the purpose-built paddle steamer Leviathan and rolled off again at the other end. This permitted the carriage of ‘goods, minerals, etc. without breaking bulk’, i.e. without having to be unloaded from the train, loaded on to the ferry, unloaded off the ferry, and once more loaded onto the train. [2]
‘The first experimental trial took place on Wednesday last . . . 12 trucks, laden with coals and general merchandise, were taken on board at Burntisland in about seven minutes. The time occupied by the steamer in crossing was 25 minutes, and the trucks were safely run ashore at Grandon in the course of three minutes afterwards.’ [3]
The train ferry had a 40 year lifespan until the Forth Bridge – still in operation today – effectively replaced it in 1890.
Train ferries: the 20th century
There was a short-lived attempt to run a train ferry to the Isle of Wight between 1884-1888 [4] but it would not be until the First World War that the concept of the train ferry came into its own again in UK waters – more specifically, English waters – meeting a critical need. The Richborough train ferries came into being, with corresponding infrastructure built at Calais and Dunkirk, shuttling war matériel back and forth across the Channel. These were known simply as Train Ferries 1 to 3 (TF1 to TF3). [5]
Muirhead Bone, Wellington House and Ministry of Information Commission, First World War Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/2634
The then new-fangled medium of film provides extraordinary footage of the train ferry berthing at Dunkirk, a locomotive reversing from landside and coupling up with the wagons, filled with tanks and shells – which also illustrates that the modus operandi was to carry rolling stock only and be re-linked with a locomotive at the other end, not to run a locomotive onto the ferry. Aerial photographs – again a remarkable new hybrid technology facilitated by the war, of camera equipment on board aircraft – of the train ferry making the crossing with wagon-loads of tanks, confirm that locos did not also make the crossing. The film and aerial photos also show that the train ferries were painted in dazzle camouflage – a temporary measure adopted in the latter stages of the war (see our blog on March 1918 for more on dazzle camouflage).
Multi-modal transport here intersects with the temporary – the military train ferries and the ship camouflage regime – in a conjunction of new technologies and new ideas.
Science Museum Group Collection © The Board of Trustees of the Science Museum https://collection.sciencemuseumgroup.org.uk/objects/co417786/horwich-collection CC BY-NC-SA 4.0
TF4 was built at Cammell Laird, Birkenhead, for the St. Lawrence River in Canada, but was also rendered obsolete three years after delivery by the opening of the Quebec Bridge in 1917. [6] She was navigated back to Britain for the Southampton-Cherbourg train ferry run over 17 days, which, in a transatlantic landscape of war, was no mean feat for a fairly evidently slow vessel that would have proven very vulnerable both to deep-sea waves and any lurking enemy dangers.
TF4’s time on the Southampton-Cherbourg service was also to be brief, ending in 1919, but she was a remarkable vessel which operated differently to the others, with a platform that could be lowered to connect with the landward end, rather than using linkspans to ‘bridge the gap’ as TF1-TF3 did.
Rolling on into the mid 20th century
It would not be until the early 1920s that the train ferries would once more be put to use for their intended purpose, in a joint Anglo-Belgian enterprise between the Great Eastern Ferry Company Ltd. and the Société Belgo-Anglaise des Ferry Boats, for a service to be run from 1923 onwards between Harwich and Zeebrugge. [7]
The question was how to transport the landside infrastructure at Southampton to Harwich. The proposed solution was to ‘load the bridge on one barge, and the towers and machinery on another’ in tow of the tug Plumgarth in early September. This did not end well. ‘When out in the North Sea the weather became very rough, and the continued heavy rolling motion caused slight damage to the barge with the tower on it, and she started to take in water.’ [8]
The master of the tug tried to reach Harwich, but ‘. . . the waves pounded in between the two barges, causing one to drag on the other in a submerged condition.’ [9] The incident occurred on the 5th of September and by the 12th the wreck sites of the barges and the infrastructure had been marked in a Trinity House Notice to Mariners. [10] By the following week one of the barges had been raised, with salvage works ongoing. [11] By the beginning of October the ferry bridge (or linkspan) had been brought ashore at Harwich, but it was not possible to raise the towers.
History does not record whether the second barge was recovered, but it may have been underneath the towers. The wreckage was cleared by explosives, since it lay in the fairway on the approaches to Harwich, but the site is now uncharted, suggesting that any archaeological remains may, at best, be level with the seabed. [12]
Fortunately the towers from Richborough were still available to mesh with the linkspan from Southampton and the Harwich-Zeebrugge service commenced operations in 1924.
The Harwich train ferry continued in operation until 1987, alongside the Night Ferry service between Dover and Dunkirk, introduced in 1936. Both services ceased operations for the duration of the Second World War, while the train ferries once more went to war, and TF3 was lost to a mine off Dieppe in 1945. [13]
Science Museum Group Collection © The Board of Trustees of the Science Museum https://collection.sciencemuseumgroup.org.uk/objects/co231568/the-night-ferry CC BY-NC-SA 4.0
Both services resumed post-war, the Dover-Dunkirk service ceasing operations in 1980, but the Harwich-Zeebrugge ferry managing to survive until 1987. The berth at Harwich was listed at Grade II that year. [14]
DP165500© Historic England Archive
Trains on board ship
We have seen that small ships could be carried on trains in kit form, and we have also seen that full trains (minus their locomotives) could be carried on board ship, fusing the two modes of transport together. There were other circumstances in which ships carried trains, including locomotives, and other railway materials – wheels, carriages, sleepers, and so on – primarily for export during the expansion of the railways during the 19th century. At that time these export cargoes were often described by the catch-all term ‘railway iron’.
Our earliest example of such a wreck is the Ann, lost in 1844 off Whitby with a locomotive consigned from Newcastle for one of the south coast railways. [15] Even though Britain’s railways were booming, there was no other way to get stock to its intended destination on a network that was not yet fully joined up.
Thereafter losses of ships carrying railway components occurred with some regularity, and underline the truly international nature of Britain’s railway exports. The English brigantine Spartan stranded in Cornwall during a storm in 1846, with ‘railway iron’ from Cardiff for Livorno, for example. [16]
In 1849 the Archelaus of New Orleans foundered at her anchors off Lundy Island, again bound from Cardiff with ‘railway iron’ but for New York. ‘Railway bars’ were regularly brought up from the wreck over the course of the ensuing six months by a number of local vessels engaged in the salvage operation. [17]
Occasionally the wrecks would involve three countries: Britain as the manufacturer and exporter of the railway components, the destination country to which they were consigned, conveyed by a ship belonging to a third country. A good example is the Dutch galliot Jonge Wirther, which again stranded on the Cornish coast en route from Cardiff to Stettin (now Szczecin) in 1846. [18]
The export trade in British railway technology was truly global. The American full-rigged ship Cornelia likewise foundered off the Isles of Scilly while bound from Greenock for Santos in Brazil with rolling stock and railway components in 1861. The Palala was wrecked on Kimmeridge Ledge, Dorset, in 1886 while bound for Durban with a general cargo including wines, candles, tins of paint, and eight railway carriages. [19]
Maritime Archaeology Trust
Such exports continued into the 20th century, including railway carriages consigned for France in the First World War: see our blogs for the Africa, 1915, and St. Chamond, 1918, which also makes a comparison with the Fort Massac, lost in the Thames Estuary with a loco from Darlington consigned for South Africa in 1946.
One story that comes up over and over again with consignments of ‘railway iron’ is its propensity for the cargo to shift, with predictably disastrous results. This happened to the full-rigged ship Ganges in 1881, stranding on the Goodwin Sands en route from Middlesbrough for Calcutta; the clipper South Australian, which foundered off Lundy in 1889 while bound from Cardiff to Rosario (and now a Scheduled Ancient Monument). [19]
Possibly our most extraordinary story of an unfortunate railway cargo concerns the English schooner Georgiana, bound from London for Cork with railway sleepers in 1881. She ran aground near the Manacles and ‘signals of distress were made by pouring paraffin on an old sail and lighting it.’ Though this was successful in alerting rescuers to the crew, it was disastrous as it ‘ignited some of the creosoted railway sleepers’ and burnt the vessel to the waterline. [20]
Coming full circle: the last rail & steamship experience
And finally . . . no blog linking the sea with the railways is complete without referring to the Southend Pier Railway running for most of the length of the Grade II-listed pier, the longest pleasure pier in the world. The pier head is approximately 1 and a third miles out to sea on a stretch of mud flat shoreline in which the sea can recede up to a mile at low tide. Since the pier head therefore stands in deep water, the pier thus served a practical purpose in enabling vessels to draw alongside to take trips out into the Thames Estuary.
This tradition continues today with the regular visits to the pier by paddle steamer Waverley, the last sea-going steamer still operating in the world, to pick up passengers for pleasure cruises in the Thames. Part of the experience is taking the train out to sea! And so we come full circle, for the Waverley was built for the London and North-Eastern Railway (LNER) in 1947, just before the railways were nationalised in 1948.
We hope you’ve enjoyed your voyage on the high seas and the connections we’ve made between trains and ships!
With many thanks to Andrew Wyngard, railway consultant for this blog.
Footnotes
[1] Hennessey R 2016 ‘The Train Ferries: Part One’ Backtrack (30:11 661-667); ‘The Train Ferries: Part Two’ Backtrack (30:12, 742-747)
[2] ‘Melancholy Accident at Burntisland’, The Scotsman, 30 January 1850, No.3,137, p3
[3] ‘The Floating Railway across the Forth’, Bell’s Life in London & Sporting Chronicle 10 February 1850, p2 [issue not numbered]
[4] Hennessey 2016; Burns R 2023 ‘Train Ferries’, Maritime Archaeology Trust online
[5] ibid. ; Batchelor, S 2014 Port of Richborough and the birth of the cross-Channel train ferry Railway Museum online
[6] Hennessey 2016. She was converted post-war into the oil tanker Limax, and was broken up at Kobe, Japan, in 1932 (Report of Total Loss, Casualty &c. for Limax, 26 January 1932, LRF-PUN-W639-0101-W)
[7] ‘The Harwich Train Ferries’, Harwich and Dovercourt: a time gone by, online (nd); National Heritage List for England, Harwich Train Ferry Berth, official list entry 1187897, first listed 1987
[8] ‘250-ton Ferry Bridge Lost: Lighters founder six miles from port’, Lancashire Daily Post, 6 September 1923, No.11,307, p4
[9] ibid.
[10] Notice to Mariners No.64 of 1923 Liverpool Journal of Commerce, 15 September 1923, No.30,232, p6
[11] ‘The Sunken Train-Ferry Bridge’, Staffordshire Sentinel, 18 September 1923, p3
[12] Shields Daily News, 4 October 1923, No.20,150, p6; ‘The Harwich Train Ferries’, Harwich and Dovercourt: a time gone by, online (nd); examination of UKHO data in and around the position quoted in [10] above
[13] The Loss of the Train Ferry HMS Daffodil Maritime Archaeology Trust, online
[14] National Heritage List for England, Harwich Train Ferry Berth, official list entry 1187897, first listed 1987
[15] Historic England NMHR records
[16] Historic England NMHR records
[17] Historic England NMHR records
[18] Historic England NMHR records
[19] Historic England NMHR records
[20] Historic England NMHR records; Royal Cornwall Gazette, 25 February 1881, p6
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