A Brief History of the Epping Ongar Railway
F5 2-4-2T 67200 leaving Ongar 28.04.1956, (Photographed by D. Kelley)
The Beginning
In 1856 The Eastern Counties Railway (ECR), which later became part of the Great Eastern Railway (GER) opened a double track railway between Stratford and Loughton. A single-track extension between Loughton and Ongar was added in 1865. Increased usage on the line led to the building of double track between Loughton and Epping. At this point 50 trains operated between London and Loughton each day, with a further 22 continuing to Epping and 14 more to Ongar.
Ongar c. 1905
New Works Plan
The London Passenger Transport Board, later to become London Transport (LT) was established in 1933. Between 1935 and 1940 LT and mainline rail companies, with input from the government implemented their New Works Programme. This was a huge scheme, which aimed to, amongst other things, electrify main line track and work together to reduce costs to companies and provide an improved service. - At this point it should be noted that the government did not support the plans to electrify track. Under this scheme the Fairlop loop of the Central line was built.
Engine Shed at Ongar, 11/06/1938 (Photographed by H. Casserley)
Ongar: The Signal Box, Water Tower and Engine Shed, 11/06/1938 (Photographed by H. Casserley)
Train emerging from Engine Shed at Ongar, 11/06/1938 (Photographed by H. Casserley)
During the Second World War (1939-45) extensions to the Central line were postponed and service between Ongar and London reduced to seven trains per day.
Post-War Years
Last day of Steam at Woodford Station, 21/11/1948 (Photographed by D. Kelley)
In 1946 the Central line extension reached Leytonstone, and in 1947 progressed to Woodford. It finally reached Loughton in 1948. A steam shuttle service continued to run from Loughton to Ongar and a passing loop was put in at North Weald the following year to allow more trains to operate. Following nationalisation of the railways in 1948 individual assets of the main line rail companies and LT were transferred to the control of new executive bodies. The London Transport Executive (LTE) was the inheritor of the former LT assets and as the line from Leyton to Loughton was served by LT trains the track, stations and staff were transferred to them. Questions arose about what was to happen to the service between Loughton and Ongar. The government initially resisted the electrification of the line however, the arrival of new housing in the area allowed electrification of the track through to Epping. The Central line officially reached Epping in 1949. LTE also took control of the branch line to Ongar, and hired the steam shuttle from the Eastern regions railways.
Improving the Branch Line
Electrification notice 09/11/1957 (Photographed by M. Covey Crump)
During the 1950's attempts were made to improve the steam service between Epping and Ongar. It was eventually decided to give the line light electrification: this avoided the need for a sub station at Blake Hall. Modification was made to the rail and signals in 1957 allowing two 4-car trains or one 8-car trains to run on the branch line, however, in practice the short platform length made the use of the 8-car train unworkable. A twenty-minute passenger service was offered between Epping and Ongar, although freight service continued to run on steam.
Ongar Station, 11/04/1957, (photographed by R. Casserley)
Train passing Ongar water tower 09/11/1957, (Photographed by M.Covey Crump)
Blake Hall Station, 11/04/1957, (photographed by R Casserley)
North Weald Station, 11/04/1957, (photographed by R Casserley)
Decline of the Line
Due to reduced passenger numbers Blake Hall station was closed on Sundays and a reduced weekday timetable implemented from 17th October 1966. In the same year Central line 1962 stock replaced the two 4-car trains on the branch line. Continued decline in passenger numbers led to the decommissioning of the passing loop and signal box at North Weald in 1976, and complete closure of Blake Hall station on 31st October 1981. A reduced service operated on the rest of the branch line. In 1989 an attempt was made to run an all-day service. It was unsuccessful and London Transport closed the loss-making section on 30th September 1994.
Recent Developments
Shortly after 1994 a private company 'Pilot Developments' purchased the Epping to Ongar section of the line. Despite assurances that they would run a passenger service within five years of the purchase, no trains ran. In the early part of the new millenium The Epping Ongar Railway Volunteer Society (EORVS) was formed. Initially, this consisted of a small group of enthusiasts, volunteering their time to repair and preserve, damage and wear and tear, to the neglected buildings and track. Working alongside the owners the volunteer group gradually restored the line and station building at Ongar so that trains could run once again and provide a passenger service to North Weald. On 10th October 2004, almost ten years to the day since the line closed, the first EORVS train service left Ongar at 11am. Since then EORVS have operated five train services every Sunday, closing only for the winter to enable much needed engineering works to be carried out.
10th October, 2004. EORVS first passenger train leaving Ongar and at North Weald Station.
Photographs reproduced with kind permission of: R Casserley, H Casserley, M. Covey-Crump and D.Kelley
Reproduction photographs are available to buy at 'The Goods Shed Shop'.