
Preamble
Over the decades I have sporadically and wholly unsystematically been a collector and hoarder of bus and train timetable booklets and leaflets, and despite a recent clear out, the collection still takes up significant shelf space. I have no real idea what to do with it, but it is interesting to look at and ponder. Recently I have become a user of the British Newspaper Archive, and I have just discovered that if you use the correct search terms then a whole load of bus and train timetables published in newspapers can be accessed and downloaded. The positive thing about this is that don’t further reduce my shelf space, although at the moment they are littering my hard drive rather badly. And whilst again, I have no real idea what to do with them, the early ones, from the nineteenth century, are, at least to me, really interesting. In this blog I will discuss just one set of such timetables, from the County Express newspaper that served the areas of Brierley Hill, Dudley and Stourbridge, from Saturday October 24th 1868. In particular I will focus on train services through Dudley station at that time, when there was a very extensive set of services and travel opportunities. Trains no longer serve Dudley of course, so this exercise is somewhat poignant. But first, I will consider Dudley station itself as it would have been in 1868.
Dudley Station
Dudley station is very well described on the Disused Stations web site. In 1868 the track layout had taken on a form that was to continue to exist, with period revisions, for much of the next century. It was in essence two stations. On the west side, there was the GWR station on the former Oxford, Worcester and Wolverhampton line that ran from Oxford, through Worcester, Kidderminster and Stourbridge and on to Wolverhampton. On the east there was the LNWR station that was the terminus of the former South Staffordshire Railway from Burton, Lichfield, Walsall and Dudley Port and also the terminus of the LNWR Stour Valley Line that ran to Dudley Port and joined the main LNWR Wolverhampton to Birmingham New Street Line. Each half of the station consisted of an island platform, with an overbridge connecting them with each other and with the main station entrance on the Tipton Road. There were extensive goods facilities for both the GWR and the LNWR to the north of the passenger station. The map in the figure below shows the station and the lines that pass through it in relation to the local network.

Services using the station
The County Express gives timetables for four distinct services that used the station in 1868.
- Services on the GWR London Paddington to Wolverhampton route via Worcester.
- Services on the GWR Great Malvern to London Paddington route via Birmingham Snow Hill.
- LNWR services on the South Staffordshire line to Birmingham New Street and London Euston via Walsall.
- LNWR services on the Stour Valley route to Birmingham New Street and London Euston via Dudley Port and Smethwick.
I will consider each of these in turn, and try to describe the nature of the services, their frequency and journey times. But first there are two caveats that need to be made. Firstly, as can be judged by the example at the top of this post, the timetables on the scanned pdf of the County Express are not always easy to read, and this might lead to some minor errors in any numbers I quote, although the big picture will not be affected. Secondly, and more importantly, the timetables read as if some of the local services become through trains to long-distance destinations. I suspect that this might, in places, be hiding journeys where a change of train is required. I will try to highlight my uncertainties in this regard as they arise.
GWR London Paddington to Wolverhampton via Worcester
There were eleven southbound services that called at Dudley on this route on weekdays, and five on Sundays. The corresponding numbers for northbound services were thirteen and seven. Those going south called at some combination of Netherton, Round Oak, Brierley Hill, Brettell Lane, Stourbridge, Hagley, Churchill, Kidderminster, Fearnall Heath, Worcester and stations to Oxford and London; and those going north called at Tipton, Princes End, Daisy Bank, Bilston, Priestfield and Wolverhampton. These stations were not always at their final or current locations – for example Netherton was moved northwards when the Dudley to Old Hill line was opened in 1878 to be north of junction, and Stourbridge was moved south and renamed Stourbridge Junction when the Town branch was opened in 1879.
There were five weekday trains in each direction that ran through to Paddington, with most of the rest running to Worcester. Journey times were approximately as follows.
Dudley to Wolverhampton – 20 to 25 minutes
Dudley to Stourbridge – 30 to 40 minutes
Dudley to Worcester – 1 to 1.5 hours
Dudley to London Paddington – 4.5 to 6.5 hours
GWR Great Malvern to London Paddington via Birmingham Snow Hill
There were eleven trains from Dudley to Birmingham Snow Hill and beyond on this route on weekdays, and six on Sundays, with ten and six in the Great Malvern Direction. Those going to Malvern called at some combination of Stourbridge, Kidderminster and Worcester (and not the intermediate stations) and those going to Snow Hill and Paddington ran along the LNWR line through Dudley Port (not stopping) to Horseley Fields junction and then called at Great Bridge, Swan Village, West Bromwich, Handsworth, Soho, Hockley, Birmingham Snow Hill , Warwick, Leamington, Oxford and Paddington.
Five weekday services ran through to Paddington with 6 in the reverse direction, with the others terminating either at Snow Hill or Leamington. Some of the Malvern services terminated at one of the intermediate stations. Journey times were approximately as follows.
Dudley to Birmingham Snow Hill – 30 to 35 minutes
Dudley to London Paddington – 4 to 6 hours
Dudley to Stourbridge – 15 to 20 minutes
Dudley to Worcester – 1 to 1.5 hours
Dudley to Great Malvern – 1.5 to 2 hours
Thus, the times from London to Paddington were similar on both GWR routes. This route gave a much faster trip to Stourbridge, Kidderminster and Worcester as trains did not call at the intermediate stations. The Disused Stations site suggest that the particular utility of this route was that fast trains could be turned around at Dudley and thus ease potential congestion at Snow Hill.
LNWR Dudley to Birmingham New Street via Walsall
In the County Express this is referred to as the South Staffordshire Railway, (SSR) although by 1868 it was fully incorporated into the LNWR The SSR main route was from Derby to Birmingham New Street via Burton upon Trent, Lichfield and Walsall. The services outlined in the County Express were thus on the southern leg of the SSR and operated as stopping services from Dudley to Walsall and Walsall to Birmingham. The timetable implies that these were through services, although this would have required a quite rapid reversal at Walsall (perhaps a change of engines, or perhaps passengers were required to change). There were thirteen services form Dudley to Birmingham New Street on weekdays and four on Sundays, with thirteen and fivein the opposite direction. The trains called at Dudley Port, Great Bridge, Wednesbury, Walsall, Bescot Junction, Newton Road, Hampstead and Great Barr, , Perry Barr, Aston, Bloomsbury, Lawley Street and Birmingham New Street. Only about half the trains called at Lawley Street, Bloomsbury and the stations from Pery Barr to Walsall. The approximate journey times were as follows.
Dudley to Walsall – 25 to 30 minutes
Dudley to Birmingham New Street – 1 to 1.5 hours
The journey from Dudley to Birmingham was thus a lengthy one and probably not attractive, and the service was clearly aimed at serving local traffic between Dudley, Walsall and Birmingham.
LNWR Dudley to Birmingham New Street and London Euston Square via Dudley Port and Smethwick
This LNWR route is described as the Stour Valley Railway by the County Express. It gained its name from the original intention to extend it over the Dudley ridge into the Stour catchment to the south. This aim was abandoned quite early, and though it retained its name, it remained stubbornly in the Tame catchment. There were fifteen services from Dudley to Birmingham and London on weekdays and seven on Sundays, with fifteen and six in the opposite direction. Trains called at Dudley Port (via the loop at Sedgeley Junction), Albion, Oldbury and Bromford, Spon Lane, Smethwick, Soho, Edgbaston and New Street, and then onto Coventry, Leamington (via the LNWR Kenilworth loop), Rugby and Birmingham. Six weekday up trains continued to London, with the others terminating at either Birmingham or Leamington. Approximate journey times were as follows.
Dudley to Birmingham New Street – 30 to 40 minutes
Dudley to Leamington – 1.5 to 2 hours
Dudley to London Euston – 3.5 to 4.5 hours
The times from Dudley to both Birmingham and London were thus both very competitive with others.
Other services
The County Express gives details of some other services that it no doubt felt were of interest to its readers.
- LNWR London to Birmingham, via Coventry and Rugby i.e. not diverting to Leamington so offering a more rapid journey to London than the Stour Valley Railway, although a change at New Street would be required.
- LNWR Birmingham to Wolverhampton and Liverpool, offering connections in both directions at Dudley Port.
- The GWR Stourbridge Extension Railway – from Stourbridge to Birmingham Snow Hill. At this stage this was still an independent company that wasn’t completely taken into the GWR until 1870.
- The GWR Severn Valley Railway from Hartlebury to Bewdley, Bridgenorth to Shrewsbury, although travel from Dudley would have required rather lengthy trips to Hartelbury and some rather slack connections and would not have been particularly attractive. In 1868 the Kidderminster to Bewdley line, which would offer a shorter route, had not yet been constructed.
- The GWR line from Bewdley west to Tenbury and Wooferton, with connections to Hereford, which would have required a change from the Severn Valley railway at Bewdley. It is unlikely that many from the Dudley area made this rather rambling cross-country trip.
A typical day at Dudley station
The table below shows the arrivals and departures at Dudley station on a weekday in 1868. It can be seen to be very busy, even without including the very numerous freight workings, with ninety three services in total from 6.30 in the morning till 22.55 in the evening. Note I use the modern form for specifying time, which has the advantage of being able to be used to calculate journey times using EXCEL.
| Company | From | Arrive | Depart | To |
| SVR | Birmingham NS | 06:30 | ||
| GWR | 06:40 | London Paddington | ||
| SVR | 06:55 | London Euston | ||
| SSR | 07:35 | Birmingham NS | ||
| GWR | 08:10 | Leamington | ||
| SVR | Birmingham NS | 08:13 | ||
| GWR | Wolverhampton | 08:05 | 08:15 | London Paddington |
| GWR | Birmingham SH | 07:55 | 08:15 | Great Malvern |
| SSR | Birmingham SH | 08:24 | ||
| GWR | Worcester | 08:21 | 08:29 | Wolverhampton |
| SVR | 08:45 | London Euston | ||
| GWR | Kidderminster | 09:10 | ||
| SSR | 09:15 | Birmingham NS | ||
| GWR | Kidderminster | 09:10 | 09:20 | London Paddington |
| SVR | 09:25 | Leamington | ||
| GWR | 09:30 | London Paddington | ||
| SSR | Birmingham NS | 09:34 | ||
| SSR | 09:50 | Birmingham NS | ||
| SVR | Birmingham NS | 09:53 | ||
| SVR | London Euston | 10:03 | ||
| SVR | 10:10 | Birmingham NS | ||
| GWR | Worcester | 10:32 | 10:33 | Wolverhampton |
| SSR | Birmingham NS | 10:35 | ||
| SSR | 10:45 | Birmingham NS | ||
| GWR | Honeybourne | 10:55 | 10:57 | Wolverhampton |
| GWR | Wolverhampton | 10:55 | 11:00 | |
| GWR | Great Malvern | 10:55 | 11:00 | London Paddington |
| GWR | Leamington | 10:46 | 11:00 | Kidderminster |
| SVR | 11:25 | London Euston | ||
| SVR | London Euston | 12:00 | ||
| SVR | 12:18 | Birmingham NS | ||
| SSR | 12:20 | Birmingham NS | ||
| GWR | Wolverhampton | 12:35 | 12:38 | London Paddington |
| GWR | London Paddington | 12:33 | 12:38 | Great Malvern |
| SVR | London Euston | 12:43 | ||
| GWR | London Paddington | 12:45 | 12:50 | Wolverhampton |
| GWR | Great Malvern | 12:45 | 12:55 | Birmingham SH |
| GWR | London Paddington | 13:33 | ||
| SSR | Birmingham NS | 13:35 | ||
| SVR | London Euston | 13:45 | ||
| GWR | Wolverhampton | 13:48 | 13:50 | Worcester |
| SSR | 13:50 | Birmingham NS | ||
| SVR | 13:53 | Birmingham NS | ||
| GWR | London Paddington | 14:14 | 14:17 | Wolverhampton |
| SVR | London Euston | 14:20 | ||
| GWR | Great Malvern | 14:14 | 14:23 | London Paddington |
| SVR | 14:30 | Birmingham NS | ||
| SVR | 15:00 | Birmingham NS | ||
| GWR | Wolverhampton | 15:02 | 15:04 | Worcester |
| GWR | London Paddington | 14:33 | 15:04 | Great Malvern |
| GWR | London Paddington | 15:20 | 15:24 | Wolverhampton |
| GWR | Wolverhampton | 15:20 | 15:24 | Worcester |
| GWR | Great Malvern | 15:20 | 15:28 | Leamington |
| SSR | Birmingham NS | 15:35 | ||
| SVR | London Euston | 15:50 | ||
| GWR | Stourbridge | 16:25 | 16:28 | Wolverhampton |
| SSR | Birmingham NS | 16:40 | ||
| SVR | 16:40 | Leamington | ||
| GWR | London Paddington | 16:35 | 16:44 | Great Malvern |
| GWR | Wolverhampton | 16:43 | 16:45 | London Paddington |
| GWR | Stourbridge | 16:23 | 16:45 | Oxford |
| SSR | 17:15 | Birmingham NS | ||
| SVR | 17:35 | London Euston | ||
| GWR | Leamington | 17:35 | 17:39 | Stourbridge |
| GWR | Wolverhampton | 17:35 | 17:40 | London Paddington |
| SVR | Leamington | 17:55 | ||
| GWR | 18:00 | London Paddington | ||
| SVR | 18:20 | Leamington | ||
| SSR | 18:30 | Birmingham NS | ||
| SVR | London Euston | 18:35 | ||
| GWR | Worcester | 18:40 | 18:43 | Wolverhampton |
| GWR | Birmingham SH | 18:40 | 18:45 | Stourbridge |
| SSR | Birmingham NS | 19:05 | ||
| GWR | London Paddington | 19:28 | 19:30 | Wolverhampton |
| GWR | Wolverhampton | 19:25 | 19:30 | Evesham |
| GWR | London Paddington | 19:24 | 19:30 | Great Malvern |
| SSR | 19:30 | Birmingham NS | ||
| GWR | Great Malvern | 18:38 | 19:40 | Birmingham SH |
| SVR | Birmingham NS | 19:40 | ||
| SVR | London Euston | 20:33 | ||
| SSR | Birmingham NS | 20:43 | ||
| SSR | 20:50 | Birmingham NS | ||
| GWR | Wolverhampton | 20:55 | 21:00 | Kidderminster |
| GWR | Leamington | 20:55 | 21:00 | Kidderminster |
| SVR | 21:10 | Birmingham NS | ||
| SVR | London Euston | 21:38 | ||
| GWR | Stourbridge | 21:55 | 21:57 | Wolverhampton |
| GWR | Kidderminster | 21:55 | 21:58 | Birmingham SH |
| SSR | Birmingham NS | 22:06 | ||
| SVR | Leamington | 22:30 | ||
| GWR | London Paddington | 22:33 | 22:36 | Wolverhampton |
| SVR | 22:45 | London Euston | ||
| SSR | Birmingham NS | 22:55 |
A reflection
The information set out above causes me to reflect on why such a vibrant railway scene was swept away in the 1950s and 1960s, and has left Dudley as one of the largest towns in England without a mainline railway service. The immediate reasons are to be found of course in the post war situation of the 1950s and 1960s – the decline of old industries, and the increasing dominance of road transport – but it seems to me that the seeds of this decline were planted in the early days of the railways in the region. Firstly, in the early days, the movement of freight, and in particular coal and iron products, was as important to the railway companies as passengers. This led to the locations of railway lines primarily in areas where there was significant industrial activity, rather than in areas of habitation. And when these industries eventually declined, there wasn’t the reasonably affluent population base to continue to support the railway network as a passenger only system. Secondly, inter-company competition resulted in competing lines – and in particular duplication of major stations in Wolverhampton and Birmingham. Again, in a period of post industrial decline, there was bound to be rationalisation, and this rationalisation needed to provide for the remaining freight, express trains and passenger trains. The result of this, the development of spatially constrained two track Stour Valley line as part of the West Coast route, inevitably meant that local services, would be squeezed out for capacity reasons. And thirdly with regard to Dudley itself, its geography made it vulnerable – sitting on top of a north-south ridge that was best approached by railways along the ridge rather than from either side, which resulted in it being bypassed by the major east / west through lines, and left isolated when the downturn came. The only main line to pass through the town was that of the OWWR / GWR, which in reality was a series of linked local services, with the long distance journey times to London being too great to be competitive, at least north of Worcester.
Could things have been different? Perhsps with a more centrally and strategically planned railway system that might have been the case, and a sustainable pos-industrial railway might have emerged in the Dudley area. But that is an unknown – and governments have not always shown themselves as being able to think strategically, at least where railways are concerned. But perhaps there is hope for something better – for example see Andy Street’s ambitious (and probably unrealistic) plan for metro expansion in the graphic below – although the ludicrous costs and construction times of tramways in the UK need to be massively reduced if they are to reach their full potential. But that, as they say, is another story.























































