In an attempt to reverse the declining fortunes of the town, the corporation promoted it as a holiday resort, where bathing in private was available on the wide beaches.

They expected the East Suffolk Railway from Ipswich to Great Yarmouth to pass through the town, but it was built further inland, due in part to the underlying geology of the area.

Although there was a horse bus service which ran to Darsham station once a day, this was not ideal, and a request was made to the railway company for a branch line to Southwold from Halesworth in 1855.

Colonel Heneage Bagot-Chester was appointed as chairman, the two speakers became engineers, and the secretary was a local solicitor called H R Allen.

A prospectus was published on 3 November 1877, which mentioned that the company had agreed provisional contracts with Charles Chambers of Westminster, who would build the line and stations for £30,000, and with the Bristol Wagon & Carriage Works Co, who would supply the locomotives and rolling stock for £4,000.

The company suffered upheaval around this time, as Allen, the secretary, resigned due to a conflict of interest, when he found himself representing local landowners in their negotiations with the railway.

Raising finance proved difficult, and when Chambers declined to enter into a proper contract until they were sure that purchase of the land was certain, most of the board resigned on 5 November 1877.

[5] Rapier worked energetically on the project, and £5,000 borrowed from the English & Foreign Credit Co enabled purchase of the land to begin.

Ransomes & Rapier supplied the signalling and switchgear, and a local blacksmith called Charlie List was responsible for much of the ironwork.

[6] Torrential rain that night caused significant flooding in Suffolk, and the line near Wenhaston Mill was submerged, but the official opening took place on 24 September, and the first train completed a return journey despite the water.

Sharp Stewart also supplied rolling stock, and accepted debentures in part payment, only receiving one-third of the total cost in cash.

Income from the operation of the trains did not produce enough surplus to keep paying the debenture interest, and in 1883 Sharp Stewart cancelled their arrangement, repossessing locomotive No.

[10] In the first month of operation, the company applied to the Board of Trade for permission to run the line as a light railway and this was granted on 11 March 1880.

Operation of the swing bridge was achieved using an Annett's key, which was attached to the staff, which the working engine was required to carry.

The stock did not have a continuous brake, and although the Board of Trade raised the issue at regular intervals, the railway was always able to point to its clean record for transporting passengers, and somehow managed to avoid having to fit one.

The town clerk was receiver for the Southwold Railway Company, but was unable to sell the property without consent of the High Court and an Act of Parliament.

[20] Blythburgh Station site has been recreated by the H&SNGRS with a replica platform, restored coal shed, with a length of demonstration track & sidings.