In the writing of Kingswinford Manor and Parish (KMAP), one of the loose ends was the Brettell family, who were clearly important in the area and married into other major families, but who were very difficult to trace through the historical record, not least because they seemed to have used a very small set of Christian names, with all the confusion that implies. This issue was particularly acute when I considered the Fowler Maps of Kingswinford of 1822 and 1840. In the former we have at least one Thomas Brettell and at least one Benjamin Brettell, and in the latter we have Anna Maria Brettell and Penelope Brettell – all holding quite significant portions of land.
A reader of KMAP, Keith Evans, seeing my confusion, has come to my help. In his family tree studies he has identified the following Brettells in late 18th and early 19th century Kingswinford that are of relevance.
Benjamin Brettell (1720-1793) who married Elizabeth Jeavons in 1763, where he was identified as a Malster. He is later referred to as a Coal Master.
Benjamin Brettell (1764-1822), the eldest son of Benjamin and Elizabeth, who was apprenticed to Richard Mee of Himley in 1780 and became an attorney. Two children are mentioned in his will – Benjamin and Anna Maria.
Thomas Brettell (1769-1835), another son of Benjamin and Elizabeth, who married Penelope Antrobus Cartwright, and was recorded as a Coalmaster. Two children are again identified, Benjamin and Elizabeth.
Using the above as background information, we can consider the Brettells identified in the Directories for the Fowler maps of 1822 and 1840 in a little more detail.
Brettells on the Fowler Maps
Figure 1. The Brettells on the 1822 Fowler Map – Brown circles – Thomas (Brettell Lane); Dark blue circles – Benjamin; Green circles – Thomas (Summerhill); Light blue circles – Thomas (Tiled House)
In 1822, there were four clusters of land that were either owned or occupied by a Brettell (Figure 1, which shows those plots of land owned or occupied by Brettells, superimposed on a modern map).
Those lands owned by Benjamin Brettell at the upper end of Brettell Lane and in Brierley Hill and Brockmoor. These were, as far as can be judged, in the area that was enclosed by the Pensnett Chase Enclosure Act of 1784 and allocated to Benjamin Brettell Senior.
Those lands owned by Thomas Brettell along Brettell Lane. These adjoin those of Benjamin, but are on land that was not enclosed in 1784 i.e. land that was either an old enclosure or a more formal old estate.
Those lands owned by Thomas Brettell in Summerhill, including Summerhill house where he resided. These were in the area where the 1776 Ashwood Hey Enclosure Act formalised informal enclosures of 1684, so this block of land probably originates in this period.
The Tiled House Estate occupied and inhabited by Thomas Brettell, but owned by Richard Mee (the son of the Richard Mee to whom Benjamin junior was apprenticed).
The blocks of land in the Brettell Lane area were not continuous, and werei nterspersed with lands owned by others.
The immediate question is whether or not all these lands were owned by the same Thomas Brettell. The Thomas Brettell at Summerhill is sometimes styled in the Directory of the 1822 Fowler Map as “Esq.” which may differentiate him from the other Thomas’s. Against that is the fact that some of the land was occupied by Benjamin Brettell, either Thomas’s brother or his son. It is of course possible there might have been another Benjamin, but this does tend to suggest that the same Thomas owned lands in Brettell Lane and in Summerhill. If that is the case, then this Thomas would have no need of the Tiled House as a place to live in and one must conclude that the Thomas who lived there was not the same Thomas who held lands in Brettell Lane and Summerhill. All very confusing.
The other point that can be made is that the fact that Thomas and Benjamin’s lands along Brettell Lane adjoin each other suggest that in the previous generation (i.e. Benjamin Senior) they were one land unit.
Figure 2. The Brettells on the 1840 Fowler Map – Brown circles – Penelope; Dark blue circles – Anna Maria
In 1840, it is clear from Figure 2 that all Benjamin’s lands went to Anna Maria and all of Thomas’s Brettell Lane lands went to Penelope. Thus one must conclude (along with Keith Evans) that Anna Maria was Benjamin’s daughter and Penelope was Thomas’ widow. At that time the Summerhill estate was in the hands of Revd. Henry Hill, a cleric from Worcestershire. He rented these out to be farmed, mainly by the large farming firm of John Parrish and Co.
A ghost from the past
The name Brettell seems to originate from Bredhull, or broad hill, in the early middle ages. This seems to have been centred on Hawbush along Brettell Lane, a little to the south west of the land holdings of Thomas were in 1822 (Figure 1). Is it too fanciful to speculate that what we have here is a ghost of an old estate, with much of the land sold to others? We know that such estates existied in the north of Kingswinford parish – Oak Farm, Shut End, Corbyn’s Hall, Tiled House and Bromley House) and perhaps here we have a southern counterpart. It would be unwise to take this speculation much further, ut it is, perhaps, and intriging possibility.
In a post from 2021, I write about some of the more unusual landowners in Kingswinford parish in the first half of the 19th century. This was based on material in my ebook Kingswinford Manor and Parish. One of those I discussed was Jonathan Stokes, the son of Rebecca and Jonathan Stokes, “Gentleman of Worcester”. He was a member of the Lunar Society, who is remembered for his work on the use of digitalis in medicine. He practiced as a doctor in Stourbridge from 1882 to 1885. The Directory for the 1822 Fowler Map of Kingswinford parish shows that at that time he had extensive agricultural land holdings in the Wordsley area, which, by the time of the Tithe Apportionment in 1840 were held by his son John Allen Stokes. At the time I did not know how these lands came into his possession. My only clue was that in 1788, Rebecca Stokes, at that point a widow, was involved in the sale of a plot of land on which the Red House Glassworks in Wordsley was built, and may well have had other land in the area at the time. In the earlier post, I made the following conjecture as to how these lands came into the Stokes’ possession .
One possible route comes from a recorded marriage in 1781 between Nancy Freeman, one of the illegitimate children of John Keeling, the agent and steward of the Dudley estate who owned significant property in the area, and one William Stokes. Links with either Jonathan however cannot be demonstrated, so this must be conjectural. Keeling did however provide generously for his illegitimate offspring, and this might be another example of his provision.
The William Stokes in question however was a “Gentlemen of Wolverhampton” (yes, such did exist!) and no connection with Jonathan’s family could be found.
In this conjecture however, I was absolutely and completely wrong. I would like to say that I discovered the reality of the situation by painstaking archival study, but in fact it was by pure chance. I have recently been helping to set up the Black Country Society Shop web page, and was browsing through one of the books that is for sale – Artists in Cameo Glass by H. Jack Haden from 1993. There I read the following.
The site of the Red House Glassworks was bought on 21 June 1788 by the Wordsley glass manufacturer Richard Bradley from John Southwell, master at Stafford Grammar School, and his wife Ann, and Rebecca, widow of a Worcester glover Jonathan Stokes, Ann and Rebecca being the daughters of Rebecca Allen who was the daughter and heir of John Dancer of Wordsley. Jonathan and Rebecca Stokes were the parents of Jonathan Stokes, M.D., who practiced as a physician in Shrewsbury, Kidderminster Stourbridge and finally Chesterfield. He was also well known as a botanist and a member of the Lunar Society, so well-known to James Keir (1735-1820), the distinguished industrial chemist who resided at Holloway End House, Amblecote, in the mid-1770s and was a partner in the Holloway End Glassworks.
So the Wordsley lands came through the maternal line of Rebecca Allen, rather than the paternal line as I had assumed in my searches. A kick in the teeth for my patriarchal attitudes. Further I should have spotted the clue to the maternal line in the unusual spelling of Jonathan Stokes son’s middle name of Allen. All very humbling, but good for the soul no doubt.
Within a few minutes of reading “Artists in Cameo Glass” I received an email out of the blue that gave me details of another family that appears in Kingswinford Manor and Parish about whom I could find out very little – Thomas and Benjamin Brettell. The Brettells will be the subject of a future blog post.
I have been a collector of old bus and railway timetables for many years, with no particular end in view, other than to put them in boxes for some unspecified future use. However, the assembled timetables seem to be too good a resource not to make use of in some way, and I used some of them to compile a recent post on the development of public transport in Oakham in Rutland. This went down surprisingly well with readers, which shows there are some very odd folk out there. But the reception has encouraged me to press ahead with a series of posts that will use my stash of timetables to look at the development of public transport services in particular places or on particular routes. This particular post will consider the development of the Cross City railway line that runs from Lichfield in the north, through Birmingham, to Redditch and Bromsgrove in the south. There is an excellent Wikipedia article that describes the history of the line, and there is little point in reproducing that, and in this post I will concentrate on the development of the timetable on the line from the early 1960s (when it didn’t exist as one route) through to the present. It will be seen that it is in some sense a story of ambition that has never been quite fulfilled because of operational issues.
In what follows we will track this timetable development through the use of timetable extracts – usually for the weekday morning post peak period, but sometimes for other parts of the day where the (lack of) availability of information makes that necessary. This shows the broad outline of the timetable, but cannot of course capture the full detail.
September 1962 to June 1963
North
South
We first of all consider the situation in the early 1960s. Extracts from the timetables for the routes that were ultimately to form part of the Cross City line are shown above, for the early afternoon weekday period (taken from the London Midland Region timetable for September 1962). It can be seen that there is broadly a half hourly service from Lichfield city to Birmingham New Street. Connections are provided to Lichfield Trent Valley (where the current Cross city line crosses the West Coast Main Line) by a Burton on Trent – Lichfield – Walsall service, with occasional through services from Trent Valley to Birmingham. Some trains started and terminated at Four Oaks, but there was no regular pattern. South of New Street, the service to Redditch was somewhat sporadic, with some trains extending to Evesham and Ashchurch for Tewksbury. Note that trains did not at that stage call at Five Ways (which was closed) or University (which didn’t exist).
September 1964 to June 1965
North
South
By 1964, the first wave of the Beeching cuts had taken place and the timetables above (again from the London Midland Region timetable) such trains as there were to Redditch from New Street terminated there. North of New Street, the service to Lichfield varied between a thirty minute and an hourly frequency, with hourly trains starting at Four Oaks. Again, there were connections to Lichfield Trent Valley from Lichfield City on the Walsall to Burton service.
May 1969 to May 1970
North
South
The May 1969 timetable (from the London Midland Region timetable downloaded from Timetable World) shows a more regular service on the north end of the route, with an hourly service from Lichfield City and a thirty minute service from Four Oaks to New Street. South of New Street the trains to Redditch were again somewhat sporadic, with one, two or three hour intervals between them.
May 1978
The Cross City line opened in something like its current form in 1978. The graphic above (a screenshot from a rather fuzzy ebay photo) shows that it was marketed as a service between Longbridge and Four Oaks, with a fifteen minute interval service between the stations. There were in fact hourly trains to Lichfield City that were not referred to in the timetable shown, and sporadic trains to Redditch in the south. The route was operated at this stage by Class 116 DMUs. Five Ways station had been re-opened and a new station built at University.
Class 116 DMU
May 1980 to May 1981
The May 1980 service (shown above from the national BR timetable) is similar to the 1978 service. Here the extract shows no services to Redditch although there were again some sporadic, mainly peak hour services down the Redditch branch.
May 1983 to May 1984
By May 1983 the situation to the south had become more satisfactory with hourly trains to Redditch, with Lichfield City also having hourly trains, and four an hour from Four Oaks to Longbridge.
May 1984 to May 1985
One year further on, in May 1984, the situation is again similar, but with one of the Four Oaks trains per hour extended to and from Blake street.
July to September 1991
By 1991 there were significant changes. Two trains per hour ran south from Lichfield Trent Valley (which had been reopened in 1988), four trains per hour from Lichfield City with some peak services running from Blake Street.. To the south there were four trains per hour to Longbridge, two of which were extended to Redditch.
September to November 1992
The BR national timetable showed that the situation in September 1992 was very similar to the previous year, but was only timetable to extend to the end of November 1992, when a different timetable came into operation (see below).
December 1992 to May 1993
The December to May 1993 timetable is very odd, with the services being split at New Street, with four trains per hour from Lichfield Trent Valley to Birmingham, and four to Longbridge, with two extended to Redditch. There is no rationale given for this but may well have been something to do with the electrification works that were going on at the time.
June to September 1997
My more intimate involvement with the Cross city line began in 1997/8 when I began working at the University of Birmingham, whilst living in Lichfield, and travelling on the line daily. I thus began collecting the Cross City pocket timetables at this point. It will be seen below that the art work / size / format changed continually over the years that were to follow. The route had been electrified in 1993 and was thereafter, until 2024 operated by Class 323 EMUs, up until 2020 in mainly three car formation, with some six car trains at peak times. The situation was similar to the early 1990s with four train per hour frequency between Lichfield City and Longbridge , with two trains per hour extended to both Redditch and Lichfield Trent Valley.
Class 323 EMU
June to September 2002
In the summer of 2002 we have a very similar looking timetable and frequency, albeit with some slight changes of times. But in general we can see the timetable pattern has remained stable over at least five years.
September 2002 to January 2003
In September 2002, there was something of a revolution. The number of trains was increased to six per hour, with four beginning their journeys at Lichfield Trent Valley, and two at Lichfield City and four ending their journeys at Longbridge and two at Redditch. The stopping pattern was complex with not all trains stopping at all stations. To try to make life easier for passengers, trains were to carry a headcode (that can be seen on the above timetable) indicating their destination and the stopping pattern. To put it bluntly, the service was an absolute disaster. A very frequent service with variable stops needs to be highly reliable – and that has never been the case for the Cross City line, largely due to congestion at New Street. My memory is of confused and angry passengers, very late running and many cancelled trains. Although the ambition was laudable, the pattern was never going to work. My memory is that it was replace by an emergency timetable within only a few weeks of its implementation, but I can’t be certain about that. At any rate, a new timetable was issued from January 2003.
January to May 2003
The new timetable again had six trains an hour, two beginning at Trent Valley, two at Lichfield City and two at Four Oaks, with four an hour terminating at Longbridge and two at Redditch. With only minor exceptions (Shenstone and Duddeston), all trains stopped at all stations. From a personal perspective, this led to an unbalanced departure schedule at Lichfield City, with twenty and ten minute intervals, but this pattern was to persist, in essentially the same form until 2018.
May to December 2009
The 2009 timetable is very similar to that from 2003, with very minor changes of timing.
May 2015
Similarly the 2015 timetable was of the same form, but Redditch was now served by three trains per hour following the opening of a passing loop at Alvechurch that increased the capacity of the branch.
May to December 2019
The main change in 2019 was the extension of two of the three services that terminated at Longbridge to Bromsgrove, following electrification of the line through Barnt Green, with some other slight timing modifications. Then in 2020 COVID happened.
May to December 2022
During the COVID lockdown, the services on the cross city line were scaled back to four per hour, with two starting at Lichfield Trent Valley and two at Four Oaks, with two terminating at Bromsgrove and two at Redditch and this pattern was to persist. These four trains used four of the six paths from the earlier six train timetable resulting in unbalanced intervals between trains along the line. Stations north of Four Oaks suffered particularly, with the service being reduced to half hourly, the lowest level of service since the mid-1980s. To make up for this all services were six coaches however.
December 2024 to May 2025
In the present 2024 winter timetable, this situation persists, for good or ill. The quality of the rolling stock has however increased with the use of Class 730 EMUs.
Class 730 EMU
Journey times and leaf fall timetables
Finally, before I close, I will brielfy discuss journey times and leaf fall timetables, which are quite closely connected. I take the journey time between Lichfield City and Birmingham New Street as a comparative value through the years. In the 1960s, when the service was operated by Class 116 DMUs, the journey time was around 45 minutes, but by the close of the decade it had reduced somewhat to between 40 and 42 minutes. . After electrification with the introduction of Class 323 EMUs , this time fell to between 35 and 37 minutes. Current times with the Class 730 are still around 37 minutes.
From the early 2000s a “leaf fall timetable” has operated on the Cross City line between October and December, when track conditions can become difficult. A typical example for 2005 is shown below. At the time the normal timetable consisted of six trains an hour, with two starting at Lichfield Trent Valley, two at Lichfield City and two at Four Oaks, with four terminating at Longbridge and two at Redditch. The revised timetable shows four trains an hour, with two starting at Lichfield Trent Valley and two at Four Oaks, with two terminating at Longbridge and two at Redditch. Journey times from Lichfield City to Birmingham New Street were 45 minutes. There was thus both a significant reduction in service frequency and a significant increase in journey time in the interests of maintaining reliability.
Closing remarks
As I said at the start of this blog, the history of services on the Cross City line show a commendable ambition on behalf of the operators, but with this ambition compromised by lack of operational reliability. The six train per hour service that operated from 2003 was notoriously unreliable, with this unreliability in the peak leading to significant overcrowding as two trains worth of passengers often tried to squeeze onto one, with most trains having only three coaches. Perhaps the current less frequent timetable, but with longer trains, is more satisfactory in that regard. The unbalanced timetable, with alternating ten and twenty minute gaps between trains is far from satisfactory however. If one is optimistic, one might say that this will allow six trains per hour to be reinstated in the future, but if this is not going to be the case, the timetable really does need recasting with a consistent fifteen minute interval.
Engineering, history and ecclesiology 