Cambridge to Mildenhall railway

In the eighteenth and early nineteenth centuries, the area later served by the Mildenhall branch was productive of agricultural produce.

There was no satisfactory road network at this time, and the water transport was used universally, although it was slow, and imperfect for the conveyance of food crops.

Following the rebuff, Allix tried to interest the London and North Western Railway, who were running to Cambridge via Bedford, but they too declined.

The Ely to Norwich line was of strategic importance to the GER at the time; moreover it was developing its network in the area, and had encouraged the nominally independent Ely and Newmarket Railway to build between those points, forming a triangular junction east of Newmarket station on the Bury St Edmunds line.

[2] On 5 October 1914 a somewhat enhanced train service was introduced as part of wider improvements on the GER: an additional run each way was put on.

In the driver's compartment are placed the necessary fittings to give him complete control of the train, These fittings consist of a driver's brake valve and air pressure gauges for operating the Westinghouse brake, a cord connected to the whistle on the engine, an electric bell operated from the footplate, a bell push for communication by bell code with the fireman, and an air valve controlling the movements of the steam regulator on the engine.When the engine was not leading, the regulator on the engine could be operated by a lever worked by compressed air; when the engine was leading, the control lever could be disconnected, allowing the regulator to be controlled by hand in the ordinary way.

The fireman has the care of all work required on the engine footplate but the driver can, by an electric bell and a series of code rings, convey certain instructions to him, such as "Apply the brake" or "Shut the regulator".

[8]However the trial of push and pull working here, and later on the GER Ramsey Branch, was not successful, due to the inability of the unit to handle peak passenger loading, or to deal with mixed trains.

[2][6] During World War I the Lower Edmonton to Cheshunt line was reopened to passenger traffic, and the push and pull unit was transferred there; it may be that the less rural character of the service was more suited to the trains.

[9] Following World War I there were a series of strikes in the railway industry, the coal mines, and generally they impaired the line's effectiveness, encouraging adoption of alternatives.

The idea was considered feasible, and was implemented from 20 November 1922, when Fen Ditton, Exning Road, and Mildenhall Golf Links halts were opened.

Developing this principle the Great Eastern then introduced a new type of "Halt", the cost of which is reduced to a minimum, in conjunction with special equipment of rolling stock of a very inexpensive character.On November 20 1922, three of these new "halts" were brought into use on the Cambridge and Mildenhall branch, known as Fen Ditton, Exning Road, and Worlington Golf Links [actually "Mildenhall Golf Links" for a short initial period].

The vehicles of each set are connected by simple gangways, with protecting rails, intended for the use of the guard only, to enable him to proceed through the train and issue tickets.

[3] In 1956 diesel multiple units were introduced and operated some services on the branch; however their reliability was not always good, and it was not until 1958 that their general adoption took place.

In 1961 formal closure proceedings were initiated; members of the Transport Users Consultative Committee travelled from Cambridge to Mildenhall by special train, but returned by road.

[2][6] A goods train service continued, running from Cambridge to Mildenhall via Newmarket, and back via Quy; outside the sugar beet season this conveyed mainly domestic coal and coke.

A private siding for oil traffic remained at Barnwell Junction, and the branch from Fordham to Burwell was retained, but the remainder closed entirely.

The Barnwell Junction oil terminal was later operated by BP, and it too ceased to be used after the first months of 1994, although the track access remained in situ for some considerable time.