The story
Getting authorisation
In the 17th and 18th centuries, Bristol harbour had been paramount as the focus of international trade with the New World. However the city centre location, and the difficult tidal negotiation of the Avon valley, was increasingly a constraint on development, particularly as larger vessels came into use. A number of schemes were put forward without success, but in 1846 the Portbury Pier and Railway Company obtained authority in the Portbury Pier and Railway Act 1846 (9 & 10 Vict. c. cccxliv) to build a floating pier near Portbury, on the west side of the Avon near its mouth, and a railway to connect it to Bristol. Isambard Kingdom Brunel had proposed the development, and the railway was to be operated on the atmospheric principle, in which trains were propelled by a piston in a tube between the rails, from which the air ahead of the train had been exhausted by stationary steam engines.
At this time the collapse of investor confidence following the period of railway mania was taking effect, therefore finance for the work could not be raised and the new company was dissolved.
In 1849 a small stone pier was built at Portishead, and packet steamers unloaded passengers there from that time; but this did little to reduce the desire to improve the city's port facilities, and competing factions tried to get approval for their schemes. In July 1862 the Bristol Port Railway and Pier Company obtained an act of Parliament, the Bristol Port, Railway and Pier Act 1862 (25 & 26 Vict. c. clix), giving authority for a railway on the eastern side of the Avon at "Clifton" (actually Hotwells), to a new dock at Avonmouth. This line opened in March 1865.
Those who favoured a port on the western side of the Avon were not deterred by the progress of the alternative, and formulated a scheme for a dock at Portbury, and a railway to serve it running from a junction with the Bristol and Exeter Railway (B&ER), with a branch to Portishead. The company would be the Bristol and Portishead Pier and Railway Company. The main line would have curved sharply to the north before reaching Portished, and run directly to a northwards pier on the coast somewhat east of the present Portbury Wharf location. The branch was to continue directly west from a junction near Sheepway Gate Farm to the Portishead station. This scheme easily got its authorising act of Parliament, the Bristol and Portishead Pier and Railway Act 1863 (26 & 27 Vict. c. cvii), on 29 June 1863, with a capital of £300,000 and borrowing powers of £66,600.
Construction, and a change of location
Work progressed swiftly, and a portion may have been opened in early 1865 from Rownham near Clifton Bridge to the junction with the B&ER main line near the Telegraph Inn in Bedminster.
A number of changes were made to the intended route as work progressed, and the most significant was the change from a pier at Portbury to a dock at Portishead. The pier would have been exposed to westerly winds and would have had limited accommodation for the reception and loading of vessels. The intended Portishead branch became the main line, curving north at Portishead to service the west side of the new dock, and the Portbury section of the originally intended main line was abandoned; these changes were authorised in the Bristol and Portishead Pier and Railway Act 1866 (29 & 30 Vict. c. lxxxviii). Evidently the dock required more expenditure than the pier, and an additional £66,000 of share capital and £20,000 in loans were authorised.
The access to the new dock required a crossing of Portishead Pill on a curve, and a wooden trestle viaduct of 23 spans was required.
Colonel Yolland of the Board of Trade carried out an inspection of the line on 12 April 1867. He noted that the gradients and curves were significantly inferior to those on the original 1863 design; this probably indicates that they were sacrificed to reduce earthworks and avoid one of the tunnels. The line was 9 miles 11+1⁄2 chains (14.72 km) in length, with an additional 48+1⁄2 chains (980 m) at the dock. The track was broad gauge, and there were stations at Clifton Bridge, Pill, Portbury and Portishead, and a siding at Ashton Vale Works; there was an engine turntable at Portishead. However Yolland found numerous shortcomings; as well as fencing deficiencies there were inadequate clearances to two bridge abutments and to retaining walls, and in the No. 2 Tunnel; and proper signalling needed to be provided at the junction with the B&ER and at the Ashton Vale siding.
Read the full text
These and other shortcomings were attended to at once, and the line opened on 18 April 1867. The train service in 1870 was eight trains each way daily, with a journey time of 30 to 35 minutes; there was one train each way on Sundays, the return to Bristol leaving at 8:30 pm.
MacDermot describes the original opening: On 18 April 1867 the 9+1⁄2-mile (15.3 km) single line opened, constructed on the broad gauge (7 ft 1⁄4 in [2,140 mm]). There were four tunnels, respectively 59, 232, 88 and 665 yards (54, 212, 80 and 608 m) in length. The stations on the line were Clifton Bridge, Pill, Portbury and Portishead.
Subsequent history
The emphasis now was on passenger and ordinary goods traffic, and the original objective, the shipping facility, was on the back burner; reporting the opening, the Bristol Times said, "It is intended shortly to commence a port, which is expected to occupy about two years in the erection."
However, in June 1868 a tidal pier was opened, and by April 1870 a low-water extension was ready. Vincent says that the railway company itself ran steamer services to Cardiff and Newport, and summer excursions to Ilfracombe.
The Great Western Railway progressively converted its main lines and branches to standard gauge, 4 ft 8+1⁄2 in (1,435 mm), and the Portishead line, still the property of the Bristol and Portishead Pier and Railway Company, was converted between Saturday 24 and Tuesday 27 January 1880.
By the Bristol Dock Act 1897 (60 & 61 Vict. c. ciii), the GWR was authorised to make a connection between the branch and the Bristol Harbour Railway, also with the north side of the Floating Harbour following agreement with the Corporation of Bristol. These lines were completed to Canons Marsh and, via the water-hydraulic powered Ashton Swing Bridge to Wapping Wharf, opening to goods traffic on 4 October 1906, together with the West Loop at Ashton Gate, facing Exeter.
Closure
Passenger services were discontinued in 1964 as part of the Reshaping of British Railways report. Freight was discontinued in 1981 but the railway was not dismantled. In 1985 a series of steam excursions ran along the line as part of the "GW150" celebrations. This is thought to be the last commercial use before the line was rebuilt.
From Wikipedia’s article on Portishead Railway, shared under CC BY-SA 4.0.3