[Source: Nick Catford]
Date opened: 9.8.1865
Location: On the south side of Eastgate Street
Company on opening: Great Eastern Railway
Date closed to passengers: 1.5.1909
Date closed completely: 1.5.1909
Company on closing: Great Eastern Railway
Present state: Demolished - the A14 follows the course of the railway at this point so the site of the station has been lost. The A14 passes the Pot Black Sports Bar at the station site.
County: Suffolk
OS Grid Ref: TL861645
Date of visit: Not visited

Notes: The station had a single platform on the down side of the line. The rectangular single-storey building was of timber construction with a hipped slate roof. The station was originally known as Eastgate Street.

Although station never handled goods traffic, there was a siding opposite the platform. A signal box was provided at the north end of the station on the down side, probably around the turn of the 20th century. Although the closed in 1909, it was used in July 1914 for the Suffolk Agricultural Show.

By the mid-1920s the station had been demolished and the siding removed. The signal box remained in use.

On 1846 an Act of Parliament authorised the Colchester, Stour Valley, Sudbury & Halstead Railway to build a line between Marks Tey and Sudbury. In June 1847 further Acts were obtained allowing the railway company to extend from Sudbury to Clare with a branch from Melford (Long Melford from 1884) to Bury St. Edmunds. The company was leased to the Ipswich & Bury St. Edmunds Railway which was in turn absorbed by the Eastern Union Railway the following month.

The line from Marks Tey to Sudbury opened on July 2nd 1849 but the extension to Bury St. Edmunds was not built. On January 1st 1854, the Eastern Counties Railway (ECR) took over the Eastern Union Railway. Another company now emerged; the Sudbury & Clare Railway which planned to make up for the failure of the Stour Valley company to reach Bury St. Edmunds as approved in the original 1846 Act. By an Act of July 1860, the Sudbury & Clare Company was empowered to build a linefrom Sudbury to Clare via Melford. However, as soon as the powers were obtained, the ECR took over and immediately sought extended powers to build from Sudbury (via Melford) to Shelford on the London-Cambridge main line, as well as the branch from Melford to Bury St. Edmunds.

On August 6th 1861, the ECR received approval to go ahead. However, further changes were imminent and in August 1862 an amalgamation of companies including the ECR came about and the Great Eastern Railway (GER) came into being.

The Act also renewed the authorisation for the proposed ECR lines to proceed and the Melford to Bury St. Edmunds line opened on August 9th 1865 with intermediate stations at Bury Eastgate, Welnetham, Cockfield and Lavenham. The line was single throughout except for passing loops following the Upper Lark Valley to its first station.

Lavenham was a small textile town but the industry was already in decline when the railway opened. During the period prior to the First World War, the line saw some of its best traffic. The war brought little reduction in traffic but by the 1920s the familiar pattern of road competition was setting in although rail traffic continued quite healthily for some years; some economies were made. After WW1 the economic decline of the area deepened as did the population in many towns and villages in the area together with traffic on the line. At its peak, there were 5 or 6 trains a day between Bury and Long Melford with 2 or 3 of these continuing to Marks Tey or Colchester but this was reduced in later years.

Apart from local traffic, the line provided no real alternative to the Bury - Colchester service via Ipswich and elderly rolling stock finished its life on the line which didn't help with competition from road traffic.

When the Second World War came, the situation changed dramatically; passenger services were reduced although freight services remained active. Changes came when British Railways announced a modernisation programme; from January 1st 1959, steam was scrapped and replaced by Diesel Multiple Units.

Although passenger traffic showed some improvement, it was not enough to overcome the increasing losses being incurred. Passenger traffic between Long Melford and Bury St. Edmunds had become very light and the line closed to passengers on April 10th 1961 with freight traffic surviving between Bury and Lavenham until 19.4.1965.

Route map drawn by Alan Young. Tickets from Michael Stewart

To see the other stations on the Bury St. Edmunds - Long Melford branch line click on the station name: Welnetham, Cockfield & Lavenham

See also: Stour Valley Railway, Colne Valley Railway
Saffron Walden Branch Line

Bury Eastgate station in the early tears of the 20th century. The approach road seen here ran from Eastgate Street. Although the station never handled goods traffic a siding with a head shunt was provided opposite the platform. The Edward V1 Grammar School is seen far right.
Photo from John Mann collection

1886 1:2,500 OS map. The station is at the end of an approach road running south from Eastgate. Three buildings are shown on the platform, two small buildings and the main station building. There is a siding opposite the platform.

1924 1:2,500 OS map. A signal box had been provided at the north end of the station. A head shunt has been added to the siding.

1924 1:2,500 OS map. The platform and station buildings have been demolished and the siding has been lifted. Only the signal box remains.

In 1959 this was the last 2-4-0 locomotive in service on British Railways. Great Eastern Class E4 passing the site of Bury St. Edmunds Eastgate Station with a Long Melford train on 31 October 1959, the final day before diesel railcars were introduced.
Photo by Dr. I C Allen

Looking south at the site of Bury St. Edmunds Eastgate station. Although the A14 now occupies the course of the line the station was between the road and the Pot Black Sports Bar.




[Source: Nick Catford]

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