We begin this article with a look at maps of the Piazza Raffeale de Ferrari and its immediate environs over the years around the turn of the 20th century. The Piazza became one of two focal points for tramways in the city (the other was Caricamento).
I found the series of maps interesting and they provoked a desire to find out more about the network of horse-drawn and later electric trams and tramways of Genoa. ….
Italian Wikipedia informs us that: “The first public transport in Genoa was provided by a horse bus service linking the city centre and Sampierdarena, that started in 1873. In 1878, the French company Compagnia Generale Francese de Tramways (CGFT, French General Company of Tramways) began to build a horse tram system.” [16][17]
Towards the end of the century, the new urban plan led to the construction of new roads with wider carriageways, principal among these were:
Via Assarotti connecting Piazza Corvetto to Piazza Manin;
Via XX Settembre, built between 1892 and 1899, widening Strada Giulia and connecting the Palazzo Ducale (Piazza de Ferrari) with Porta Pila and the banks of the River Bisagno (once the eastern boundary of the city);
Corso Buenos Aires, once outside the city walls, was lowered to the level of Ponte Pila and the new Via XX Settembre, to form a single artery that would connect the centre with the Albaro district;
Corso Torino, perpendicular to Corso Buenos Aires.
After this work was done, the city began to look more modern and the widened streets made room for tramways in the centre and East of the city. The municipal administration began to plan new lines, both towards the eastern suburbs and in the central districts of the city. [19]
The city welcomed competition and set up a series of concessions which were given to different groups: the French Company kept the Western concession; Val Bisagno and the hilly areas to two Swiss businessman (Bucher & Durrer); and the east of the city was granted to a group of local businessmen. [19][20: p66]
The two parties, other than the French, formed companies: Bucher created the Società di Ferrovie Elettriche e Funicolari (SFEF) in 1891. [20: p85] The Genoese entrepreneurs founded the Società Anonima Tramways Orientali (SATO) in 1894. [20: p120] The two companies took on the two concessions which envisaged electric traction on metre-gauge lines to accommodate running on the narrow winding streets of the city centre. [19]
“By 1894, SFEF had achieved no more than a single short electric tram line between Piazza Manin and Piazza Corvetto, whilst SATO had not progressed beyond the planning stage. The CGFT system had extended through the city and the Val Polcevera, but was still horse operated.” [16][17]
“In 1894, the German company Allgemeine Elektrizitäts Gesellschaft (AEG) … bought both the SFEF and SATO companies. The following year AEG created the company Officine Electrical Genovesi (OEG), … which took over the city’s existing electricity supply company, and the Società Unione Italiana Tramways Elettrici (UITE), … which purchased the CGFT’s concession. By the end of 1895, AEG had a monopoly of both electricity supply and public transport provision in the city.” [16][17] Under AEG’s “ownership, SFEF and SATO developed a tram network of more than 53 km (33 mi) reaching Nervi and Prato, whilst UITE electrified their lines to Voltri and Pontedecimo.” [16][17]
As we have already noted, the first electric traction line connected Piazza Corvetto to Piazza Manin, running along Via Assarotti. [20: p92] It was activated by SFEF on 14th May 1893 [20: p96] The single-track line was 800 metres long and ran on a constant gradient of 7% [20: p95]; the tickets cost 10 cents. The electrification (600 V DC) was via an overhead cable and was carried out by AEG of Berlin, which, as we have already seen, later acquired a significant shareholding in the company. [19][20: p86-87]
In subsequent years the SFEF network expanded rapidly; in 1895-96 the Monte line to the North of the city centre entered into service, including the Sant’Ugo spiral tunnel; in 1896 the line from Piazza Principe to Piazza Brignole was born. It included two tunnels in the Castelletto area. [21: p20] , In 1897, the Val Bisagno line up to Prato began operation. [19][21: p26]
The first SATO line entered into service on 26th July 1897, connecting Piazza Raibetta to Staglieno through the Circonvallazione a Mare, [20: p122] followed two years later by the long coastal line to Nervi. [20: p127] In 1900 the eastern trams reached the central Piazza de Ferrari, travelling along the new Via XX Settembre which was formed through widening of the old Via Giulia. [19][21: p53]
The two networks, SFEF and SATO, were technically compatible and the two companies, both controlled by AEG, soon unified the two networks. [20: p142]
“Finally in December 1901, AEG merged SFEF and SATO into an enlarged UITE.” [16][17]
The enlarged UITE found itself managing 70 km of network, divided between the 30 km of the ‘Western network’: (formerly the French Company) and the 40 km of the ‘Eastern network’ (formerly SFEF and SATO). [20: p170-171] The unification of the network led to an increase in overall traffic, symbolised by the creation of the vast ring terminus in Piazza de Ferrari in 1906. [20: p129]
This seems the right time to look again at the ‘ring terminus’ in Piazza de Raffeale Ferrari. ….
In 1908, after three years of construction work, Galleria Certosa (Certosa Tunnel) was put into use. It facilitated tram journeys to and from the Polcevera valley, avoiding the crossing of San Pier d’Arena. [19][21: p38] The tunnel connected Piazza Dinegro, in the port area, to the Rivarolo district in Val Polcevera. It was 1.76 km long. [22]
In 1934, Galleria Certosa was used every day by five lines: Tram No. 9 (San Giorgio-Rivarolo), tram No. 10 (San Giorgio-Bolzaneto), tram No. 11 (San Giorgio-Pontedecimo) and the two circular lines between San Giorgio and Sampierdarena. [22]
Having noted the construction of Galleria Certosa in the early years of the 20th century (above), it is worth looking at some other tunnels which were built to facilitate the movement of trams.
Galleria Vittorio Emanuele III (renamed Galleria Giuseppe Garibaldi on 27th November 1943)
There seems to be quite a story to the life of this tunnel! The first two photographs show the first tunnel. They focus on the portal in Piazza Della Zeccan.
These next two photographs show the tunnel as it was first widened in the form which preceded the Galleria Vittorio Emanuele III which had a much smaller bore.
Named after Christopher Columbus, whose house was nearby, the gallery was opened to the public in the 1930s and was hailed as the city’s gateway to the sea. It connected Piazza de Ferrari and Piazza della Vittoria.
Now long gone, there was a tram tunnel on Via Milano to the Southwest of the city centre. It took the tramway (and roadway) under San Benigno Hill. It was.built in 1878 by the Compagnia Generale Francese dei Tramways for its horse-drawn trams. Its Southwest portal was in Largo Laterna. Its Northeast portal is shown in the first image below.
In the early years of the 20th century, the municipal administration began to consider the idea of taking control of the tram service. In anticipation of this, in 1913, it built its own line from Marassi to Quezzi, known as Municipal Line A, it was operated by UITE on behalf of the Municipality. [19][21: p44]
Before the start of World War 1, the tram network provided these services: [19]
21 De Ferrari – Manin – Staglieno 22 De Ferrari – Manin 23 De Ferrari – Manin – Castelletto 24 De Ferrari – Manin – Castelletto – San Nicholo 25 Circuit in the hilly suburbs 26 Piazza Principe – Corso Ugo Bassi 27 De Ferrari – Zecca – Principe 28 Caricamento – De Ferrari – Galliera ‘Ospital 29 De Ferrari – Carignano 30 Circular Raibetta – Brignole – Corvetto – Raibetta 31 De Ferrari – Staglieno – Molassana – Prato 32 De Ferrari – Staglieno – Molassana 33 De Ferrari – Pila – Staglieno 34 Staglieno – Iassa 35 Pila – Staglieno 36 Pila – Staglieno – Molassana 37 De Ferrari – San Fruttuoso 38 De Ferrari – Foce 39 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto – Nervi 40 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto 41 De Ferrari – San Francesco – Sturla – Priaruggia 42 De Ferrari – San Francesco – Sturla 43 De Ferrari – Villa Raggio – Lido 44 De Ferrari – Tommaseo – San Martino – Borgoratti 45 De Ferrari – Tommaseo – San Martino – Sturla 46 De Ferrari – Tommaseo – San Martino 47 De Ferrari – Tommaseo 48 Raibetta – Pila
III. Municipal line:
A De Ferrari – Quezzi
The Western Network, particularly before World War One
Lines 1 to 11 constituted the Western Network. All of these lines had their city centre terminus at Piazza Caricamento. The Piazza is shown on the adjacent 1916 map.
The map shows part of the Port area of Genoa (Genova) in 1916 with a significant series of standard-gauge railway sidings in evidence (black lines) and some red lines which indicate the metre-gauge tram routes. Piazza Caricamento is close to the water halfway down the map extract. [31]
There were three main routes out of Piazza Caricamento, one of which followed the coast round to meet the lines on the East of the city. The other two shared the bulk of the services leaving the piazza. One of these two routes ran West through San Pier d’Arena (Sampierdarena), the other ran through Galleria Certosa.
The route to San Pier d’Arena (Sampierdarena) closely follows the coast and ran through the Galleria on Via Milano before the San Benigno Hill was raised to the ground.
Pictures of the Galleria can be seen earlier in this article.
West of the Galleria, the original tramway ran along what is now Via Giacomo Buranello (what was Via Vittorio Emanuele) to Sampierdarena. This route appears to the North of the SS1 on the satellite image below.
Before looking at line further West from Sampierdarena we need to note a line which was added to the network before WW1.
A second tramway was built which ran alongside the railway sidings on what is now the SS1, it was then Via Milano, towards Sampierdarena. The route is illustrated by the mid-20th century view below.
That route along Via Sampierdarena (Via Milano and Via Colombo) and then Via Pacinotti is illustrated at the bottom of the map below. After running along the centre of Via Sampierdarena, trams turned inland, heading Northwest to join the earlier route, West of Piazza Vittorio Veneto on Via Pacinotti.
A map provided by the Marklinfan.com Forum which shows the new coastal tram route mentioned above. [92]
The Western Network’s Coastal Line(s)
At Sampierdarena the original lines of the Western network separated. Some lines continuing along the coast and others turning inland. The lines diverged at the West end of Piazza Vittorio Veneto. The coastal line ran along what is today Via Frederico Avio, then turned onto what is now Via Antonio Pacinotti, before turning West on what is now Via Raffaele Pieragostini, crossing the River Polcevera at Ponte di Cornigliano, running along Via Giovanni Ansaldo before joining Via Cornigliano at Piazza Andrea Massena.
We have followed the Western Network as far as we can along the coast. We now need to look at the line(s) of the Western network which ran up the valley of the River Polcevera from Sampierdarena.
To do this we need to return to Piazza Vittorio Veneto in Sampierdarena.
The Western Network and Val Polcevera (the Valley of the River Polcevera)
The lines to the North left Piazza Vittorio Veneto at its Western end, passing immediately through an underpass under the FS Standard Gauge railway.
In the 19th century the route was known as ‘Via Vittorio Emanuele’. In the early years of the 20th century the road was renamed ‘Via Umberto 1’. In 1935, the city gave the road the name ‘Via Milite Ignoto’ (the Unknown Soldier). This decision appears to have been short-live as very soon the road was divided into two lengths, the more southerly length becoming ‘Via Martiri Fascisti’, the remaining length, ‘Via delle Corporazioni’. After the end of Word War Two renaming again occurred. In 1945 the names which continue to be used in the 21st century were chosen – ‘Via Paolo Reti’ and ‘Via Walter Fillak ‘. Fillak and Reti were partisans in WW2. [59][66]
A view from above … This is Piazza (Via) Vittorio Emanuele seen from the West. The tram tracks can be seen heading away through the underpass in the foreground. [75]
The route of this part of the old tramway network begins at this rail underpass (where the street is now named, ‘Piazza Nicolo Montano’, having once been Via Nino Bixio), [65] before running along Via Paolo Reti and then Via Walter Fillak. Just beyond the underpass the railway station access left the road on the left. The first old postcard views below show this location.
Two pixelated, low definition images showing the bottom end of what was Via Umberto 1. One the left in both images is the incline leading to the Sampierdarena Railway Station forecourt. [59]A tram sits at a stop at Piazza Montano. This image was shared on the Foto Genova Antica Facebook Group by Annamaria Patti on 22nd May 2022. [3]Three further postcard views, of better quality, of the bottom end of Via Umberto 1, (c) Public Domain. [59][62][63]The view to the Northeast from the rail underpass in 2024. The station approach is on the left. The old tramway curved round to the left below the station approach’s retaining wall. [Google Streetview, August 2024]Just a little further along the old tram route. The retaining wall on the left supports the station approach road. The tramway ran on along what is now Via Paolo Reti. For some distance the road was flanked by a retaining wall supporting the FS standard-gauge railway. [Google Streetview, August 2024]
The adjacent Google satellite image shows roads over which the old tramway ran. In the bottom right is Piazza Nicolo Montano. It is also possible to make out the station approach ramp which has a number of cars parked on it. In the immediate vicinity of the passenger railway station, railway buildings can be seen separating Via Paolo Reti from the railway but very soon the road and the railway run side-by-side with the railway perhaps 2 to 3 metres above the road. Via Eustachio Degola passes under the railway just to the North of the station buildings. Towards the top of the satellite image, Via Paolo Reti can be seen turning away from the railway wall. [Google Maps, December 2024]
Via Paolo Reti (the former Via Umberto 1) turns away from the railway wall which is now much lower than it was near the station buildings. [Google Streetview, August 2024]Via Umberto 1, looking North from the bend visible in the photograph above where the road leaves the side of the railway, (c) Public Domain. [68]Via Paolo Reti (once Via Umberto 1) at the same location as the monochrome image above. [Google Streetview, August 2024]
The monochrome image below purports to show Piazza San Marino. As far as I can work out the piazza was historically, ‘Piazza Vittorio Emanuele III’ and later renamed for another partisan from World War 2 – ‘Piazza Ricardo Masnata’.
A relatively low quality image of Piazza San Marino and Via Umberto 1. The piazza later became Piazza Ricardo Masnata. This view looks North with a tram visible on the left, (c) Public Domain. [64]Piazza Ricardo Masnata, looking North. There is little to link this image from 2024 with the monochrome image above, other than the alignment of the roads and the shape of the piazza. However, at the centre of this image is a lower building which also appears in the monochrome image. [Google Streetview, August 2024]Via Umberto 1 looking North from what became Piazza Ricardo Masnata, (c) Public Domain. [67]The same location in the 21st century. [GVia Umberto 1, now Via Walter Fillak with a tram heading towards Genoa. [69]The same location on Via Walter Fillak in the 21st century. [Google Streetview, August 2024]
The line from Sampierdarena ran towards Certosa where, once Galleria Certosa was completed, it met the line through the tunnel.
The tramway followed Via Celesia through Rivarolo (Superior). Rivarolo and Via Celesia can be seen at the bottom of this extract from openstreetmap.org. [79]
This image from the early 20th century looks North along Via Celesia. Space on the street was clearly at a premium! [80]Via Celesia in the 21st century. [Google Streetview, August 2024]
North of Via Celesia, the tramway ran along Via Rivarolo.
This postcard shows the junction at the North end of Via Celesia, circa. 1920s. Via Rivarolo is ahead. This image was shared on the C’era una volta Genova Facebook Group by Mario Vanni on 18th August 2019, (c) Public Domain. [82]The smae location in the 21st century. [Google Streeetview, August 2024]This next extract from openstreetmap.org shows Via Rivarolo entering bottom-left. Trams ran on into Teglia on Via Teglia and continued on to Bolzaneto (in the top-right of this extract) along Via Constantino Reta. [79]This postcard view looks South along what is now Via Teglia (then Via Regina Margherita. This image was shared on the C’era una volta Genova Facebook Group by Elio Berneri on 19th October 2020, (c) Public Domain. [83]A very similar view at the same location in the 21st century. [Google Streetview, August 2024]Car 906 in service on line 7 Caricamento – Pontedecimo, one of the longest of the UITE, is seen here running in Bolzaneto. The photograph was taken facing North. In the background you can see another Tramcar, as well as a third on the track in the opposite direction, (c) Public Domain. [84]A similar North facing view in Bolzaneto in the 21st century. [Google Streetview, August 2024]A tram waits at Piazza del Municipio in Bolzaneto. This image was shared by Mario Vanni on the C’era una volta Genova Facebook Group on 8th July 2021, (c) Public Domain. [85]A very similat view of the same location in the 21st century. The road on which the bus is standing is now known as Via Pasquale Pastorino. [Google Streetview, August 2024]A few hundred metres to the Northeast is the area known as ‘Bratte’. A tram waits in the mid-20th century to set off for Caricamento. This image was shared on the C’era una volta Genova Facebook Group by Roberto Della Rocca on 12th December 2020. [86]A similar view at the same location in the 21st century. [Google Streetview, August 2024]
North of Bratte, Trams crossed the River Secca, a tributary of the Polcevera, following Via Ferriere Bruzzo and then continued North alongside the River Polcevera on Via San Quirico.
Tram No 79 leads a trailer car South on Via San Quirico in the first decades of the 20th century. It seems as though Ponte Tullio Barbieri can be seen behind the tram. This image was shared by Sergio De Nicolai on the C’era una volta Genova Facebook Group on 21st October 2018. [88]A similar location on Via San Quirico in the 21st century. [Google Streetview, July 2022]
Trams passed under the FS Standard-gauge lines close to Ponte Tullio Barbieri. [Google Streetview, June 2022]Trams ran on through the centre on San Quirico on Via San Quirico.Before returning to the side of the river, passing under the railway again. [Google Streetview, July 2022]
The next length of the journey is the last. Trams terminated at Pontedecimo. [79]
A tram and trailercar on Lungo Polcevera in Pontedecimo close to Pontedecimo Railway Station, This image was taken looking South along the river bank and was shared by Giorgio Gioli on the C’era una volta Genova Facebook Group on 4th November 2020. [89]This view looks South along the bank of the River Polcevera at a location similar to that in the image above. [Googler Streetview, January 2021]
The central piazza in Pontedecimo. The terminus of the tram service. This image was shared on the C’era una volta Genova Facebook Group by Roberto Cito on 29th October 2023. [87]Trams terminated in Pontedecimo. [Google Streetview, July 2022]The tram depot at Pontedecimo. This image was shared on the C’era una volta Genova Facebook Group by Alessandro Lombardo on 30th October 2019. [90]
The featured image at the head of this article shows BR No. 54445 with an permanent way train passing Culloden Moor Viaduct travelling towards Aviemore. [54]
The Inverness and Aviemore Direct Railway was built by the Highland Railway to provide a shorter and more direct route between Inverness and Aviemore, carrying its main line traffic to Perth and the south.
Earlier articles about the Highland Railway can be found here, [7] here, [8] here, [9] here, [10] and here. [11]
The original route via Forres and Dava, built by the Inverness & Perth Junction Railway (I&PJR), “ran over wild and remote terrain as far as Aviemore, and then on to Dunkeld. From there trains used the Perth and Dunkeld Railway to Stanley Junction, and from there the Scottish North Eastern Railway to Perth. This was a considerable improvement [over the only previously available route via Aberdeen], although operation of the line over the mountainous route was difficult. The traffic from east of Forres proved to be lighter than anticipated, and at the same time traffic from Inverness and from the Inverness and Ross-shire Railway became increasingly dominant. The deviation to Forres before turning south was now a serious liability.” [1]
It was also clear that the Great North of Scotland Railway (GNSR) was planning its own independent line between Elgin and Inverness and the West Highland Railway was known to be considering a line along the Great Glen connecting from Fort William to Inverness. “The Highland Railway was alarmed at both of these competitive encroachments into what it considered to be its own territory. It anticipated that Parliament would look favourably on them, if it could be shown that the Highland Railway was not taking adequate steps to improve its own line and its service to passengers and goods customers.” [1][2: p44][3: p103-104]
“The solution was a new line of 34 miles running directly south from Inverness, rejoining the existing Perth line at Aviemore. This became the Inverness and Aviemore Direct Railway, informally known as the Carr Bridge line, or later the Carrbridge line. Its authorising Act of Parliament was passed on 28th July 1884.” [1][3: p104][4: p175]
As Acworth noted in 1890, the Highland Railway “could never face a Parliamentary Committee and maintain that the existing facilities to Inverness were sufficient, when it had taken no steps to supply the additional accommodation whose necessity it had itself asserted only a few years before … The construction of the new road will mean to [the Highland Railway], in the first place, a capital expenditure of some hundreds of thousands of pounds; secondly the cost of working some thirty additional miles; thirdly no additional traffic whatever; and lastly, the reduction of the passenger fares by as many pence as the new road will be shorter in miles than the old.” [1][5:p74-75]
“Having received the authorisation, the Highland Railway did nothing to hasten actual construction, no doubt believing that the danger of encroachment had been staved off. In any event, for the Highland Railway this was the most important development of the decade. … The cut-off was 34 1⁄2 miles of new line between Aviemore and Inverness. For six years from obtaining the necessary Act on 28 July 1884, the company managed to stave off any real action, although by 1886 agreements about land acquisition were made with proprietors. Altogether four extensions of time to complete the line were granted: two before and two during construction.” [1][2: p44][3: p103-104]
The Inverness to Aviemore Direct Railway was opened in stages: the first, from Aviemore to Carr Bridge, opened on 8th July 1892 as a branch line operated by a tank engine, and carrying very little traffic. [1][3: p103-104] The line from Carr Bridge to Daviot opened on 19th July 1897.
The route was completed for through running by the opening between Daviot and Millburn Junction, Inverness, on 1st November 1898. [1] Ot should be noted that there is some ambiguity over the dates. [1: Note 1]
In October 1897, it was decided to install double track on the as-yet unopened section between Inverness and Daviot. This involved widening some completed single-track bridges. [1][2: p8]
“The new line incorporated the Highland Railway’s second-highest summit: Slochd at 1,315 feet. The Strathnairn Viaduct near Culloden Moor is Scotland’s longest masonry viaduct at 600 yards in length; there are 29 arches. [1][3: p133-134][4: p197] Major enlargement of the track facilities was also carried out at Millburn Junction in Inverness. The total cost of the line was almost a million pounds.” [1][2: p46]
From the opening of the direct line from Aviemore… “the traffic planners had to cater for two main lines into Inverness from the south. In the summer of 1909, seven scheduled trains ran each day between Perth and Inverness. The night train from Perth left at 12.50 a.m., with sleeping car from Glasgow, and travelled via Carrbridge, arriving at 5.10 a.m. A connecting train left Aviemore for Forres at 4.00 a.m., arriving also at 5.10 a.m. Nairn passengers went on to Inverness and changed trains there. At 5 a.m. another train left Perth, conveying sleeping cars from London and through carriages from southern railways, running via Carrbridge and arriving at Inverness at 8.35 a.m. This ran only from 1 July to 11 August. Fifteen minutes later the ‘normal’ night train from London left Perth, and arrived in Inverness at 9.08 a.m. This train was also noted as conveying Sleeping Carriages Euston to Strathpeffer.” [3: p184-185]
“A Forres connection left Aviemore at 8.25 a.m., arriving at 9.35 a.m. The Mail left Perth at 6.15 a.m. and reached Aviemore at 8.33 a.m. Here it divided, the direct Inverness portion arriving at 10.10 a.m., and the Grantown portion arriving in Inverness at 11.15 a.m. A Saturdays-only train left Perth at 9.25 a.m., reaching Inverness at 1.50 p.m.; its Forres connection left Aviemore at 12.45, arriving 1.56 p.m. A train for Inverness via Forres still left Perth at 11.50 a.m., running non-stop to Newtonmore, which it reached at 1.44 p.m.; Forres was reached at 3.25, and Inverness at 4.15. Only ten minutes later, the old Parliamentary left Perth, stopping at all stations (five on request only) and reaching Inverness via Carrbridge at 4:36 p.m.” [3: p185]
The Route
Inverness Railway Station was covered in the first article in this series. [7]
A single extract from the 6″ Ordnance Survey undertaken at the turn of the 20th century will suffice here. Note the Lochgorm Works at the top of the extract on either side of the loop which allowed East/West movements without trains needing to enter the station. The locomotive facilities centred on the roundhouse which can be seen on the right side of the extract. [12]This 21st century ESRI satellite image, provided by the NLS shows that non-rail uses now sit over the site of the old locomotive shed and turntable. The basic layout of the railway infrastructure remains as does part of the Works. [12]Heading East from Inverness Railway Station, two lines ran in parallel. Somewhat counter-intuitively the lines to Forres and beyond ran on the South side of the lines which will bear away South. [13]Both lines continue to be used in the 21st century, although it is difficult to make out the detail on this extract from the ESRI satellite imagery provided by the NLS. [13]This next extract from the 6″ Ordnance Survey of 1901 shows the more northerly set of lines rising up to bridge the lines to Forres. [14]On this next extract from the ESRI satellite imagery it is slightly easier to make out the two lines. [14]This extract from Google Maps shows the two lines crossing as they both pass under the modern A9. [Google Maps, June 2025]Looking West from the Harbour Road Crossing along the Forres line towards Inverness Railway Station. [Google Streetview, 2022]Looking East along the Forres line from the Harbour Road Crossing. [Google Streetview, 2022]Harbour Road looking North. The Inverness to Aviemore Direct Railway is bridging the road. [Google Streetview, 2022]This time looking South through the bridge. [Google Streetview, 2022]
The Inverness to Aviemore Direct Railway curves round to the Southeast.
Away from the coast line, the railway is in cutting. [18]The modern satellite image illustrates the growth of Inverness. The presence of the A9 is a significant change to the landscape. [18]Looking back round the curve towards Inverness Railway Station from the A96. [Google Streetview, 2023]Looking ahead along the Inverness to Aviemore Direct Railway from the bridge carrying the A96 over the line. [Google Streetview, 2023]For the first part of this journey along the line, each map extract overlaps with the previous extract. That is true for this and two further extracts. After that just discreet locations are featured. [15]The same area in the 21st century. [15]A further length of the line takes it as far as Caulfield Road North. [16]The same length of line in the 21st century. [16]Caulfield Road North is now National Cycle Route No. 7, this view looks Northeast along the cycleway through the bridge carrying the railway. [Google Streetview, 2022]The line continues East, at the turn of the 20th century its route was through open fields. [17]The same location in the 21st century. [17]
The line begins a wide curve round to the South to cross Culloden Moor. The line is initially in cutting, then on embankment and then in cutting on its approach to the site of Culloden Moor Railway Station.
The view Northeast along the railway from the bridge carrying Tower Road. [Google Streetview, 2022]The view Northwest along Culloden Road. The railway is carried over the road on a stone arch bridge. [Google Streetview, 2022]As the line curves around towards the Southeast it bridges a million nor road by means of another stone arch bridge.b[Google Streetview, 2022]By the time that the line passes under the B9006 it has already run through platform faces of the old Culloden Moor Railway Station to the North side of the road. The line is, by this time, almost on a North-South alignment. This view looks back North along the line from the bridge. [Google Streetview, 2022]Turning through 180°, this view looks South through the old station site towards the Strathnairn Viaduct (alternatively, the Nairn Viaduct or the Culloden Viaduct). [Google Streetview, 2022]Culloden Moor Railway Station as it appears on the 6″ Ordnance Survey undertaken at the turn of the 20th century. [19]The location of Culloden Moor Railway Station in the 21st century. [19]The 25″ Ordnance Survey from the turn of the 20th century. The footbridge was removed when it was realised that the road bridge was perfectly adequate for pedestrian access between platforms. The railway workers’ cottage and the Stationmaster’s House are on the West side of the line. [23]
Culloden Moor railway station served the village of Culloden from 1898 to 1965 (1967 for general goods). It was a two platform station just to the north of the Nairn Viaduct. Its location was closed too to the site of the Battle of Culloden. The platforms remain but the station buildings have gone.
The roadbridge at Culloden Moor Railway Station site, seen from what was once the station forecourt. The site to the East of the railway is, in the 21st century, occupied by Iain Cowie Plant Hire and Groundworks Ltd. [Google Streetview, 2008]
Both platforms at the station had a water column, with the water tank on the northbound platform. There was a bitumen depot adjacent to the station and in later years the goods sidings at the station could be seen filled with bitumen tank wagons. The depot closed towards the end of the 20th century. [22]
Another photograph of the station can be seen here. [25] South facing photographs of Culloden Moor Railway Station have the Culloden Viaduct appearing in the distance.
Culloden Viaduct (Nairn or Strathnairn Viaduct) as it is shown on the 6″ Ordnance Survey from the turn of the 20th century. [26]The same viaduct as it appears on the modern ESRI satellite imagery provided by the NLS. [26]Culloden Viaduct looking North-northwest from the minor road at the South side of the river valley. [Google Streetview, 2022]BR steam locomotive 54445 with up permanent way train passing Culloden Moor Viaduct. It should, of course, be noted that No. 54445 was an ex-Caledonian Class 113 4-4-0 locomotive. These locomotives were classed 3P by the LMS. Introduced in 1916, these locomotives worked to a boiler pressure of 175 psi, had 20″ x 26″ cylinders and driving wheels of 6′ 6″ diameter. The locos without their tenders weighed in at 61 tons 5 cwt and produced a tractive effort of 19,833 lbs. [54][55]
The viaduct was designed by Chief Engineer Murdoch Paterson and built by The Highland Railway. Twentynine arches carry the line over the valley of the River Nairn. It opened in 1889 and it remains the longest masonry viaduct in Scotland at 1800ft (549m) long and is a Category A listed building. [27}
South of the viaduct the railway head for a short distance to the Southwest before turning Southeast as it arrives at Daviot Railway Station.
En-route the line crosses a minor road and
Looking Northeast along the next minor road to be bridged by the line. [Google Streetview, 2022]Looking back towards Culloden from a bridge carrying the National Cycle Route No. 7 over the line. [Google Streetview, 2022]Turning through 180° and looking forward along the line towards Daviot Railway Station with the gorse in full bloom. [Google Streetview, 2022]Daviot Railway Station at the turn of the 20th century. The double -track line from Inverness became a single line to the Southeast of Daviot. [28]The same location in the 21st century. [28]
Daviot Railway Station opened on 19th July 1897.Ot was, for a short time the Northern terminus of the line from Aviemore until Culloden Moor Railway Station opened in 1898. Wikipedia tells us that, “on the northbound platform was the station building and to the southwest was the goods yard. There were two signal boxes: one to the north which was built, but never opened. The other signal box was to the south in between the goods sidings. It was relocated slightly to the north in 1952. The station closed on 3rd May 1965. The signal box closed in 1969. Only the platforms remain.” [29]
Ernie’s Railway Archive has an excellent photograph of the station which can be viewed here. [30]
Moy Railway Station was further to the Southeast and is shown here in an extract from the 6″ Ordnance Survey from the turn of the 20th century. [31]A satellite image of the same area in the 21st century. The A9 is the most significant change visible (running diagonally across the bottom third of the image). [31]
Wikipedia tells that Moy Railway Station opened on 19th July 1897. “The station building was situated on the southbound platform. Goods facilities were handled at the northeast. There were two signal boxes: north and east. Despite their names, they were both situated to the west. The station closed to both passengers and goods traffic on 3rd May 1965.” [32] The station building at Moy was of a very similar design to that at Culloden Moor and Daloit.
AmBaile has a monochrome image of the station at Moy. This image can be seen here. [34]
The modern A9 crosses the line of the railway to the East of Moy. The next two images are taken from the A9 road bridge.
Looking back along the railway from the A9 overbridge towards Moy. [Google Streetview, June 2022]Looking forward towards Tomatin from the A9 overbridge. [Google Streetview, June 2022]
Further Southeast we teach Tomatin Railway Station. …
The next station along the line was Tomatin Railway Station. [33]The same area in the 21st century. [33]
AmBaile has a few photographs of Tomatin station. These can be seen here, [35] here, [36] and here. [37]
Findhorn Viaduct is around 500 metres East of Tomatin village. …
The next significant location on the line is the Findhorn Viaduct which is approximately 500 metres East of the village of Tomatin and carries the line over the valley of the River Findhorn. [38]The same area as shown on the ESRI satellite imagery from the NLS. [38]
“The Findhorn Viaduct was designed and built for the Highland Railway between 1894 and 1897 by Murdoch Paterson, their chief engineer, and John Fowler, who was the consulting engineer and who also worked on the design of the Forth Rail Bridge. The viaduct was Fowler’s suggestion in order to create a more direct route; the railway company had originally planned a more circuitous route around the valley, over a mile longer. The steel for the lattice work was supplied by the Butterley Iron Company in Derbyshire, England. The granite for the piers was supplied by Kemnay Quarry in Kemnay, Aberdeenshire, which also supplied materials for the Forth Bridge. … It was opened to traffic on 19 July 1897. The viaduct is a Category B listed building, first listed in 1971, a status which grants it legal protection.” [39]
The highest point on the line between Inverness and Aviemore is at Slochd. The Slochd Summit “is a mountain pass on the A9 road and the Highland Main Line Railway. It is the highest point on the line between Inverness and Aviemore. An old military road and National Cycle Network Route No. 7 also go over the summit, the latter largely following the old A9. … Both the road and the railway have signs marking the spot – the A9 is at a height of 1,328 feet (405 m), while the railway reaches 1,315 feet (401 m). The Slochd Summit is the second highest place on the route from Inverness to Perth – the Pass of Drumochter at 1,500 feet (460 m) is higher and bleaker.” [41]
Close to Slochd the railway crosses the Allt Slochd Music on a high viaduct. [42]The same area in the 21st century. [42]The listed building record for the Allt Slochd Music Viaduct. [43]
A very short distance to the East of Slochd, the old A9 (now National Cycle Route No. 7 crosses the old railway. …
This photograph is taken from the old A9 road bridge and looks back along the railway towards Slochd. The modern A9 flyover sits above both the old road and the railway. [Google Streetview, June 2022]Looking ahead to the Northeast and Carrbridge from the old A9 bridge. [Google Streetview, June 2022]Bird’s eye view of the railway and old and new A9s at the same location. This image was shared on the Carr-bridge Past and Present Facebook Group by James Ross on 11th June 2024. [52]
East of the old A9 the railway curves round from a Northeasterly direction to a Southeasterly one. It runs down the valley of the Bogbain Burn crossing the stream a number of times on its descent. The modern A9 runs a little to the South of the railway. The Bogbain Burn joins the Allt nan Ceatharnuch and flows to the North of the railway before crossing under both the railway and the modern A9. It then flows into the River Dulnan to the West of the A9 and the railway.
The River Dulnan flows under the A9 and the railway and then flows down through Carrbridge. The railway station sits about 1.5 km Southwest of the village close to the river. It remains open in the 21st century.
An historical photograph of the railway bridge over the river can be seen here. [53]
The River Dulnan Railway Bridge, seen from the A9 to the South. [Google Streetview, 2023]Carrbridge Railway Station at the turn of the 20th century. The Dulnan River features in the top-left of the image. [44]The same area in the 21st century. The modern A9 runs parallel to the railway rather than through Carrbridge. [44]
Carrbridge Railway Station was opened on 8th July 1892 when the Highland Railway opened the line from Aviemore. For five years Carrbridge was the terminus of the line from Aviemore.
Northbound services commenced on 8th July 1897 when the line to Daviot was opened, the line through to Inverness opened on 1st November 1898. … The station was built with a passing loop on the otherwise single track railway, a signal box (automatic token-exchange apparatus was used) and several sidings on the north side of the line. The station building is thought to be by the architect William Roberts, dating from 1898. A camping coach was positioned here by the Scottish Region from 1954 to 1965. [46]
Southeast of Carrbridge Railway Station, the line curves through a heavily wooded landscape towards the South. It continues to be closely followed by the modern A9.
This wintery scene was recorded in March 2023 looking Northeast from the A9. The lack of foliage means that the railway can be seen close to the road. The location is the Knock of Kinveachy. The old A9 is still in use beyond the road as the B9153 and then the A95. [Google Streetview, March 2023]
The A9 begins to turn away from the railway to the South of Kinveachy. The A95 passes under the railway as it heads South, along the route of the old A9.. A new skew bridge carries the railway over the road in the 21st century.
This view looks Northeast along the A95 under the railway bridge. [Google Streetview, March 2023]The location of the old railway bridge over the A9, (the A95 in the 21st century). [47]The same location in the 21st century: the new A9 can be seen in the top-left corner of this satellite image. The A95 (the old A9] can be seen to the right of the railway at the top of the image,then passing under the railway before leaving the image bottom-left. [47]
The railway heads due South towards Aviemore, before drifting towards the West … Three small lochans were in the path of the railway. …
Now on the final run down to Aviemore. The old A9 can be seen on the left of this extract from the 6″ Ordnance Survey from the turn of the 20th century. The railway crosses the small Loch nan Carraigean.[48]This modern image shows that by the 21st century the lochans have almost completely disappeared. Just a small pool remains at the location of Loch nan Carraigean. A quarry has been opened up between the railway and what is now the A95. [48]Aviemore Railway Station at the turn of the 20th century. The River is the River Spey. There was very little to Aviemore at the turn of the 20th century – the Station and Hotel and a few private dwellings. [49]This 21st century satellite image of the same area shows a considerable amount of development to the North of the Railway Station. [49]This wider view shows just how significant the development over 125 years has been. The modern A9 can be seen on the left of this image. [49]
In the 21st century the journey between Inverness and Aviemore takes less than 45 minutes. The older main line through Forres was abandoned as part of the cuts which followed the Beeching Report in the mid-1960s. As we noted when looking at the route via Forres and Dava, a preservation railway is active at the southern end of that line and shares Aviemore Railway Station with ScotRail. The line is followed by walkers and cyclists on The Dava Way. [50]
An article about the Gorres/Dava route can be found here. [8]
The featured image at the head of this article (above) is Highland Railway No. 79, ‘Atholl’, a 4-4-0 Clyde Bogie, built Jun 1886. Renumbered 79A in Mar 1917. Only one of this class survived into LMS days No. 14278. It originally carried the name ‘Fife’ and was ‘Hughland Railway No. 82. Renamed ‘Durn’ in 1900, a name it retained until 1916, it was renumbered 82A in March 1917. It continued in service until being withdrawn in April 1930. [30][31]
Trains Illustrated No. 18 which was published in 1976 focussed on The Highland Railway. [1] The introductory article, ‘Highland Retrospect’, was written by Paul Drew. [1: p4-11]
The Highland Railway (HR) Company was based in Inverness. It was formed by merger, absorbing over 249 miles (401 km) of line. It continued to expand, reaching Wick and Thurso in the north and Kyle of Lochalsh in the west, eventually serving the counties of Caithness, Sutherland, Ross & Cromarty, Inverness, Perth, Nairn, Moray and Banff. Southwards, it connected with the Caledonian Railway at Stanley Junction, north of Perth, and eastward with the Great North of Scotland Railway at Boat of Garten, Elgin, Keith and Portessie. [6][7][17: p29]
The direct route to Perth eliminated the need for a change of trains at Aberdeen (and for some time a half mile journey between two railway stations). “It gave a route virtually under one ownership between Inverness and Perth. The greatest benefit lay, however, in the shortening of the journey. Previously the distance by rail from Perth to Inverness had been 198 miles; it now became 144. This represented a saving of about 24 hours in travelling time, and a corresponding reduction in fares.” [17: p27]
Earlier articles about the Highland Railway network can be found here, [15] here, [3] and here. [16] In this article:
we follow the line from Forres via Dava to Perth
We follow the line from Forres via Dava to Perth.
We look at the Highland Railway’s locomotive superintendents and at least some of its locomotives.
The First Direct Line Between Inverness and Perth (via Forres) – the Dava Line
H. A. Vallance tells us that “The proposed new railway through the Central Highlands left the Inverness & Aberdeen Junction Railway at Forres, 24 miles East of Inverness, and turning sharply to the south, rose steeply for several miles to cross the hills separating the valley of the Findhorn from Strathspey. Beyond the summit at Dava, 1,052 ft above sea level, the approximate course of [a] route surveyed … in 1845 was joined, and the line proceeded by way of Grantown and the west bank of the Spey to Kingussie. There followed a long, steep climb up the northern slopes of the Grampians to the head of the Druimuachdar Pass, and a corresponding descent to Blair Atholl and the Pass of Killiecrankie. Crossing the Tay near Dalguise, the line reached Dunkeld, where it made an end-on junction with the Perth & Dunkeld Railway.” [17: p24]
The enabling Act of Parliament was passed in July 1861 and authorised the Inverness & Perth Junction Railway to take control of the Perth & Dunkeld Railway. That amalgamation took place in February 1864.
Work on the line commenced in October 1861. The first 13 miles (Dunkeld-Pitlochry) opened at the beginning of June 1863. The length from Forrest to Aviemore opened in early August of the same year. The last length (Aviemore-Pitlochry) was completed in September, just a month or so later. Vallance notes: “The chief engineering works on the line were the seven-span masonry viaduct over the Divie, near Dunphail, 477 ft long and 105 ft high; the girder bridge across the Tay, near Dalguise, 515 ft long and 67 ft high; and the ten-span masonry viaduct, 54 ft high, over a deep ravine in the Pass of Killiecrankie. Smaller masonry bridges were required to carry the railway over the Bran, north of Dunkeld, and the Garry, at Struan. The latter was remarkable in that its main span crossed not only the river, but also the stone bridge carrying the Rannoch Road over the Garry at the same point. At Blair Atholl the Tilt was crossed by a single-span lattice-girder bridge. … Only two short tunnels were found necessary-one in the Pass of Killiecrankie (128 yd long), and the other north of Dunkeld (350 yd long). South of Dunkeld there was a third tunnel (310 yd long), but this had, of course, been constructed by the Perth & Dunkeld Railway. (These, incidentally, were the only three tunnels on the Highland Railway.)” [17: p25]
“Some time elapsed before all the stations were ready to be opened, a few of the smaller ones being left until communication between Forres and Perth had been established. Thus accommodation was not provided at Dava until 1864, and Killiecrankie and Dalnaspidal until 1865.” [17: p25]
We have already looked at the line from Keith to Inverness. The original station at Forres was not suited to becoming a significant junction station. Valance provides a sketch of the revisions at Forres. …
A sketch of the new Station and railway junction at Forres. A double junction was provided with the line from Inverness to Keith, so that trains could be run in each direction without reversing. To give each train platform accommodation, the new station was triangular in form and built to the south of the existing one. A new line was provided for the trains from east to west, leaving the original route as an auxiliary loop for goods trains and light engines. The old station building became the stationmaster’s residence. [17: p26-27]The junction at Forres as it appeared on the 25″ Ordnance Survey of 1868, published in 1870. The original alignment of the Inverness &Aberdeen Junction Railway runs diagonally across the top of the map extract. The old station was in the top right quadrant. The new triangular junction and accompanying station/platforms is at the centre of the image. [18]The same area in the 21st century as depicted on the ESRI satellite imagery from the NLS. [19]
Before following the route below, you may well enjoy watching a video about The Dava Way. … [28]
South of Forres, the line ran close to the Dallas Dhu Distillery which had its own sidings, before climbing to Dunphail Railway Station.
A short distance Southeast of Dunphail Railway Station, the line crossed the Divide Viaduct (over the river of the same name). The viaduct still stands in the 21st Century and carries the Cava Way footpath.
Some distance further South the line reached Dava Railway Station. … The NLS records of the 35″Ordnance Survey do not cover the line heading South, so we now use the 6″ Ordnance Survey. …
Dava Station, as recorded on the 6″ Ordnance Survey from the turn of the 20th century. [25]The same location in the 21st century, as recorded on the ESRI satellite imagery provided by the NLS. [25]
Wikipedia tells us that, “At 985 feet above sea-level, Dava was the third highest station on the Highland Railway network. The summit that followed south of the station (Dava Summit) reached 1,052 feet. … The station was located in sparsely populated moorland, along a dirt track near the junction of the A939 and A940 (OS Grid Reference NJ008389). The purpose of a station at this location was to provide a passing loop with water columns (15 miles from Forres and 16 miles to the first junction at Boat of Garten), although the station did provide some facilities for the area, such as a post office. … The surrounding area is wild moorland (The Dava Muir).” [26]
Goods services at Dava were first to end; the date of closure was 27th January 1964. A passenger service continued until 18th October 1965, when the station closed completely. The station building, stationmaster’s house, and platforms still remain. The stationmaster’s house is a private residence.
South of Dava the line ran almost due South and continues to provide the formation for the Dava Way [43] which reaches a summit between the locations of Dava Railway Station and Castle Grant Platform.
The 6″ Ordnance Survey shows the old military road and the railway line in close order. [45]Railmaponline.com shows the route of the old railway in green approaching Dava Way Summit. This is also the long distance footpath known as the Dava Way. [42]The route of the old railway runs alongside the A939 over Dava Summit an area of open moorland. In this South facing view, the fenceline beyond the Scots Pine marks the route [Google Streetview, June 2023]The route of the railway and that of the Old Military road sit side-by-side. [44]Further South the line of the old railway is very close to the modern road. [42]Looking Southeast from the A939, The fence line marks the line of the old railway. [Google Streetview, June 2023]
The line snaked back and forth following the contours as it travelled South.
The adjacent map shows two bridges close together and both associated with the Castle Grant Estate. The first we encounter travelling South along the line is a bridge carrying an estate road over the old railway. A picture of that bridge can be seen here. [50]
The adjacent map shows two bridges close together and both associated with the Castle Grant Estate. The first we encounter travelling South along the line is a bridge carrying an estate road over the old railway. A picture of that bridge can be seen here. [50] The second bridge is shown below.The old railway bridged the Old Military Road on its way down towards Grantown-on-Spey. [46]This extract from railmaponline.com shows the same area in the 21st century. [42]The bridge which carried the old railway over the Military Road remains in place carrying the Dava Way over the A939. This is the view looking South along the line of the old Military Road (A939). [Google Streetview, June 2023]The same bridge seen looking North. The building adjacent to the railway combined as a station building and a lodge for the Castle Grant estate. There was a platform on the East side of the line included at the railway’s expense as a private platform for the estate.At Lynmacgregor the railway bridged a minor road connecting the small hamlet to the Old Military Road. [48]
The same location is shown here on railmaponline.com’s satellite imagery. A length of embankment has been removed to allow a better alignment of the access road to Lynmacgregor. [42]
Close to what is now Grantown-on-Spey Caravan Park the railway crossed another minor road by means of a stone arch.
The area to the East of this bridge is now a Caravan Park. [47]The same location in the 21st century. [42]The view of the West face of the stone-arched bridge. [Google Streetview, August 2021]Grantown West Railway Station sat to the Southwest of the village. This was one of two stations serving the town. Grantown East Railway Station on the Great North of Scotland Railway (Strathspey Section) was on the South side of the River Spey at Speybridge. [49]
Photographs of the Station while in use can be found here [52] and here. [53]
This extract from the Ordnance Survey 1 inch to 1 mile 3rd Edition (surveyed between 1866 to 1870; revised: 1906; and published: 1908) shows the relative positions of the town/village and its two stations. [54]
This extract from railmaponline.com’s satellite imagery shows the location of Grantown West Railway Station in the 21st century with the line of the old railway superimposed. The village/town of Grantown is to the Northeast of this location. The station site is now an industrial estate. [42]
Looking South-southwest through the industrial estate which sits on the site of Grantown West Railway Station. [Google Streetview, August 2021]Looking North-northeast through the industrial estate which sits on the site of the old station. [Google Streetview, August 2021]
The Strathspey Steam Railway has an ambition to extend its line to the site of the old station. [55]
South of Grantown-on-Spey West Railway Station the line continued on embankment before crossing a minor road and stream as shown on the map extract below.
This extract from the OS 6″ mapping shows the location of the bridge mentioned above and shown in the photograph below. [56]The structure shown on the map extract above, seen from the East. A single span crosses both the road and the watercourse. [Google Streetview, August 2021]The line continued in a South-southwest direction. Its route is easy to make out on modern satellite imagery. [Google Maps, June 2025]The modern A95 crosses the line of the old railway which can be seen curving round towards the Southwest. [Goole Maps, June 2025]
This extract from the 6″ Ordnance Survey mapping which was surveyed in 1868 and published in 1873 shows the esrtwhile bridge which carried the railway over what was to become the A95. As can be seen above, the closure of the line permitted the road alignment to be considerably improved. [57]
A short distance further Southwest, the old line crossed the River Dulnain close to its confluence with the River Spey as this next extract from the 6″ Survey mapping surveyed between 1867 and 1871 and published in 1873/75 shows. [58]
The line continued on through Broomhill Station before it was met by the Great North of Scotland (Strathspey Section) line which had just bridged the River Spey. [59]
Broomhill Railway Station or Broomhill for Nethy Bridge Railway Station [60: p46] is a reconstructed railway station on the former Highland Railway main line [61] which was originally built to serve the small villages of Nethy Bridge and Dulnain Bridge in Strathspey. It is at present the eastern terminus of the heritage railway, the Strathspey Steam Railway. [55][62]
Boat of Garten railway station was a significant junction on the Highland Railway, and is now the headquarters of the Strathspey Railway. The station served as a link between the Highland Railway’s main line (Perth to Forres) and the Great North of Scotland Railway’s branch to Craigellachie. Today, the Strathspey Railway operates heritage steam trains between Aviemore, Boat of Garten, and Broomhill, using part of the original Highland Railway line.
In the 21st century, Aviemore Railway Station is owned by Network Rail and managed by ScotRail, is on the Highland Main Line, 83 miles 31 chains (134.2 kilometres) from Perth, between Kingussie and Carrbridge, and is also the southern terminus of the Strathspey preserved railway. [68]
The modern main line to the North of Aviemore, the later Highland Railway main line, will be covered in Part 3 of this series of articles.
South of Aviemore, the Highland line continued more than 83 miles South to Perth.
The line follows the River Spey southwards, passing to the East of Loch Alvie, through Kincraig Railway Station and then passing to the West of Loch Insh and through Kingussie Railway Station.
Southwest of Kingussie the railway continues to follow the River Spey. It bridges the Spey southwest of Newtonmore Railway Station and just to the East of Spey (Road) Bridge and then continues climbing alongside first the Spey and then a tributary, the River Truim, towards Dalwhinnie Distillery.
Beyond the confluence of the Spey and the Truim the railway runs Southwest up Glen Truim towards Dalwhinnie Distillery. Just a short distance Northeast of the Dalwhinnie Distillery the Truim splits into two. Google Maps records the name of the two arms being the River Truim. Both arms of the Truim pass under the railway.
It is worth noting before we travel on towards Perth that one of the most significant improvements to the journey to Perth “came with the doubling of sections of line, designed by the engineer Alexander Newlands, beginning with Blair Atholl to Dalnacardoch (8.25 miles (13.28 km)) in 1900, extended to Druimuachdar (8.5 miles (13.7 km)) in 1901 and Dalwhinnie (5.5 miles (8.9 km)) in 1909. [83] In the 1960s, many sections of the line were converted from double track to single track. In 1976, 23 miles (37 km) from Blair Atholl to Dalwhinnie was redoubled. [84][85] In March 2019 Network Rail completed a programme of works to increase capacity on the line and support the introduction of InterCity 125 sets on ScotRail services, with passing loops and platforms extended.” [82][86]
A few kilometres South of Dalwhinnie, the railway crosses a minor road just to the West of its junction with the A9,then crosses a small tributary of the River Truim, before it crosses the River Truim again.
Looking South from the minor road crossing. [Google Streetview, 2024]The bridge over the River Truim. [87]The same location in the 21st century. The unfenced road shown on the map extract is now the A9 trunk road [87]The same bridge, seen from the A9. [Google Streetview, 2023]
Continuing southwards the line crosses the River Truim again. …
The next bridge over the river. [88]The same location in the 21st century. [88]The best view of the bridge from the A9. [Google Streetview, 2024]
The line crosses the watershed and begins the drop down towards Perth.
The next bridge crosses the first of a series of streams which form the headwaters of the River Garry. [89]The same location in the 21st century. [89]The bridge on the map and satellite image above. [Google Streetview, 2024]
Over the next kilometre a number of such streams are crossed and the line passes through the location of Dalnaspidal Railway Station which closed in 1965.
Killiecrankie Railway Station in the years before closure. [110]
To the Southwest of Killiecrankie Railway Station the line passed through the Pass of Killiecrankie. First there was a short tunnel, then a viaduct over a tributary of the Tummel.
The tunnel can be seen to the top-left of this extract from the 6″ Ordnance Survey. The viaduct is towards the centre of the image. [103]The viaduct can easily be seen on this extract from the ESRI Satellite imagery from the NLS. [103]The East tunnel mouth sits immediately above the Northwest end of the viaduct. [111]The Viaduct sits alongside the River Garry. A plaque sits beneath the viaduct which reads: The National Trust for Scotland: Railway Viaduct – This 510′ long-viaduct, which was designed for the Inverness and Perth Junction (The Highland Railway from 1865) by Joseph Mitchell was completed in 2864;at a cost of £5,730. The ten masonry arches are each 35′ span and the extreme height to the parapet wall is 54′. [111]
The railway has followed the River Garry over some distance. The confluence of the River Garry with the River Tummel is just a short distance South of the Pass of Killiecrankie. From that point the railway follows the River Tummel through Pitlochry.
To the Southeast of Pitlochry the main line of the Highland Railway is met by the Aberfeldy branch which has just crossed the River Tummel. The Aberfeldy branch ran along the South side of the River Tay from Aberfeldy to close the confluence of the Tummel and the Tay. It bridged the Tay and soon also bridged the Tummel as shown in the OS extract below.
The River Tummel joins the River Tay a short distance South of Balliinluig Junction and the railway continues down the valley of the Tay, through what was Guay Railway Station and bridging the River Tay a little further South.
Images of Dalguise Railway Station can be seen here, [121] here [122] and here. [123]
Beyond Dalguise, a tunnel opposite Dunkeld House across the Tay, a bridge over the River Braan, a significant embankment and a length of cutting bring the line to a point across the Tay from Inverness. The line continues through the railway station at Birnam which serves Dunkeld and Little Dunkeld.
Opposite Dunkeld House and on the South side of the Tay, the line passes through a short tunnel and over the River Braan. [109]The same location on the 21st century ESRI satellite imagery from the NLS. The bridge is easier to make out than the tunnel to its West.[109]
Historic Environment Scotland describes Inver Viaduct, the bridge over the River Braan, as being a “large single segmental arch, flanked by crenellated refuges [with] large masonry approaches pierced for footpaths, octagonal flanking features.” [124]
Beyond Dunkeld and Birnam Railway Station, the line continues along the South side of the River Tay. Rail and river separate to make room for Murthly Castle. The line, first in tunnel and then skirting the South side of the Murthly estate.
“Murthly Castle has been owned by three families since the original tower house was built in 1450. The Stewarts of Grantully acquired the property in 1615 and the present owner is Thomas Steuart Fothringham, who lives at the property with his family. The castle was developed gradually over a 450-year period, with the latest addition dating from 1893. Consequently, there is a wide range of architectural styles both inside and outside.”[127]
The 6″ Ordnance Survey of 1901 shows the Murthly estate, the River Tay and the railway. The tunnel can be seen bottom-left of this map extract. [128]A similar area in the 21st century. [128]Murthly Village, Station and Asylum in 1901. [129]The same location in the 21st century. The station closed in 1965. [129]Murthly Railway Station close to the turn of the 20th century. [130]Abandoned signal box and level. Rossing at the closed Murthly Railway Station site. [131]The Highland Railway (HR) line met the Caledonian line at Stanley Junction. HR trains covered the remaining miles into Perth on Caledonian metals. [132]The same location in the 21st century. [132]
Stanley railway station was located around half-a-mile Southwest of Stanley Junction Station. It was opened in 1848 by the Scottish Midland Junction Railway which linked Perth and Arbroath. It closed in 1857, when the new station of Stanley Junction was built at the location where the Perth and Dunkeld Railway diverged from the Scottish Midland Junction Railway running between Perth and Arbroath. Stanley Junction Station closed to passengers in 1956 and to goods in 1965. [133][134]
Stanley Junction Railway Station. This image was shared on the Perth & Kinross Archive Facebook Page on 9th November 2022. [135]
Highland Railway trains ran through to Perth on the Caledonian Railway under an arrangement agreed by predecessor companies (the Perth and Dunkeld Railway and the Scottish Midland Junction Railway). The line ran through Stratford and Luncarty stations, before passing through Almond Valley Junction before the final approach to Perth General Railway Station.
Strathord Railway Station. [136]The same location in the 21st century. [136]Luncarty Railway Station and Bridge. [137]The same location in the 21st century. [137]Almond Valley Junction in 1901. Lines from Crieff and Methven met up the valley of the Almond. [138]The branch line’s route is marked by the narrow line of trees curving towards the top-left of this extract from the ESRI satellite imagery from the NLS. [138]The approach to Perth from the North in 1901. [139]The same area in the 21st century. [139]Looking North from the bridge carrying Long Causeway over the railway. Nothing remains of what was once a busy railway scene. [Google Streetview, 2022]Looking South from the same bridge. The bridge in the distance appears on the next map extract and satellite image. [Google Streetview, 2022]The final approach to Perth from the North in 1901. [139]The final bridge over the line before Perth Railway Station appears just below centre in both the map extract above and this satellite image. [139]Looking South into Perth Railway Station from the bridge carrying Glasgow Road over the station approach from the North. [Google Streetview, 2021]Perth Railway Station in 1901, as it appeared on the 6″ Ordnance Survey. [140]Perth Railway Station in the 21st century. [140]
Having travelled to the most southerly point on the Highland Railway’s network and having already noted that a more direct route from Inverness to Perth was to be constructed. We complete this particular article by acknowledging that the rivalry between the Highland Railway and the Great North of Scotland Railway (GNSR) was intense. Various schemes were developed by the GNSR, but none more significant than the GNSR backed abortive scheme of the Strathspey Strathdon & Deeside Junction Railway Co. (SS&DJ) to construct a 30-mile line from Ballater, terminus of the GNSR Deeside branch from Aberdeen, to Nethy Bridge on Speyside, on a GNSR branch from Craigellachie; the GNSR “was then to build its own line from Nethy Bridge directly to Inverness. The terrain was difficult on both sides of Nethy Bridge, especially to the east, where the alignment cut across a northern ridge of the Cairngorms that would have meant a 2000ft summit (compared with Druimuachdar’s 1484ft) or a long tunnel.” [1: p7] It is difficult to determine whether this route was ever a serious proposition, but “one effect of the SS&DJ proposal was to frighten the HR into building the costly Perth-Aviemore cut-off over Slochd so as to cut the Perth-Inverness passenger transit by reducing the distance compared with the route via Forres and Dava.” [1: p7]
However, the end of the 19th century saw the end of the more absurd, wasteful and expensive rivalry between the Highland and the Great North of Scotland Railway.
North and Northwest of Inverness
Drew comments: “True to its purpose of helping in the economic development of the Highlands, the I&AJR (as it was until it became the HR in 1865) started, in the early 1860s, … pushing north from Inverness. Once again local men and women co-operated. By means of working and eventually taking over lengths of line originally built as independent undertakings, the Farther North line of the HR reached Thurso, Britain’s most northerly town and 20 miles from Duncansby Head, in 1874; Penzance had been linked with London some years before, so that the British railway system extended from (near) John o’ Groats to (near) Land’s End in less than 50 years from the opening of the Stockton & Darlington.” [1: p7]
The Farther North Line or the Far North Line
In Drew’s opinion, “The Farther North line is unique in Britain. The distance by rail from Inverness to Wick, its terminus (Thurso being at the end of the branch) is 161 miles, because the line avoids expensive bridges over the sea lochs, serves as many population centres and even isolated estates as possible, and runs inland from Helmsdale roughly in a semicircle through some desolate country to near Wick. The object was partly to serve the population (sometimes by means of lonely roadhead stations) and partly to avoid the cliffs along the coast north of Helmsdale. By bridging the narrower sea lochs and keeping nearer to the coast the distance from Inverness to Wick could have been only a little over 100 miles; but that would have left many places in Ross & Cromarty, Sutherland and Caithness even farther from a railhead than they are. Less than 10 miles of the more direct route along the coast beyond Helmsdale would have been really difficult construction, probably involving some tunnelling under cliffs.” [1: p7]
Drew notes the problems encountered with snow on the Farther North line, particularly the problem of drifting snow on relatively open expanses of moorland and its propensity to collect in narrow railway cuttings. He highlights the resources needed and the logistics involved in clearing lines that were remote from highway links.
He also highlights the sterling efforts of the Highland Railway in maintaining supplies and communication to the Royal Navy in Inverness and at Scapa Flow during the first world war, over a line not built for such traffic flows. “One of the hardest tasks was the working of trains of coal, largely high-quality steam coal for the Fleet from South Wales, to Invergordon and Thurso; well over 200 miles of the journey was over the HR and most of that distance was single track. The HR had of course to borrow engines and wagons from other railways. The difficulties included lack of the running loops needed for such heavy two-way traffic.” [1: p9]
A daily scheduled service ran from Euston to Thurso during both world wars. Officially ‘The Euston to Thurso Naval Special’, this was known colloquially as the Misery Express or more positively, ‘The Jellicoe Express’. “It was named after Admiral Sir John Jellicoe and carried service personnel to and from Naval bases around the country, including Scapa Flow. WW100 Scotland reports that in WW1 it ran 15th February 1917 – 30th April 1919.” [9]
It was estimated to have transported some half a million service personnel during the two wars. (Helmsdale says half a million in each war). It was the longest scheduled rail service ever to run in the UK.
Crewe Station was one of the few scheduled stops on the 717-mile 21h 30m journey. This was a major refreshment stop, where over 300 women volunteers worked around the clock to provide refreshments in a canteen on Platform 6. Helmsdale was another refreshment stop.
From Royal Naval Association: “Although seen as a crucial piece of Naval infrastructure, the train also carried thousands of soldiers and airmen over the years.Travelling on it was usually a nightmare – invariably overcrowded, most passengers were unlikely to get a seat, and only the shortest of them could hope to get any sleep (if they could find an empty wire luggage-rack). In the Great War it left London at 6pm, arriving at Thurso at 3.30pm the following day. The southbound service took an hour longer …”
The Far North/Father North Line will be covered in detail in a future article. The early involvement of the 3rd Duke of Sutherland in the development of the line is covered here. [51]
The Skye Line from Dingwall to Kyle of Lochalsh “was also built to develop rural areas. Whereas the purpose of the Farther North was to help the mainland northerly counties (though the promoters had Orkney traffic via Scrabster in mind), the Skye line was regarded also as a means of helping economically depressed Skye and Lewis and Harris and such others of the Hebrides as sent fish and the products of sheep farming to the south.” [1: p9]
Drew tells us that “the line began as an independent undertaking, the Dingwall & Skye, and was to run for 63 miles across Ross & Cromarty and over the watershed between the Moray Firth and the Atlantic to Kyle of Lochalsh, terminus of the shortest ferry crossing to Skye and a site for berths for seagoing steamers to Lewis and other islands. Construction was delayed by opposition at Strathpeffer, which little spa had to be bypassed by a costly deviation. Consequently the line only reached Strome Ferry, at the head of the sea inlet, Loch Carron, in 1870. This remained the terminus and point of embarkation until 1897, when the Skye line eventually reached the Kyle, which became an admirably designed minor packet port, complete with a hotel.” [1: p9]
Drew explains that the HR absorbed the Dingwall & Skye (D&S) in 1880. “For 10 years from the opening of the railway to Strome Ferry the D&S and later the HR operated the shipping services between Strome Ferry and Skye and the Hebrides. They were eventually taken over by David MacBrayne and [then] … by Caledonian MacBrayne Ltd. … The HR later had high hopes of Strathpeffer; it built a special two-mile branch (now closed) thither from Fodderty Junction and during the season a Strathpeffer Spa express was run non-stop from Aviemore to Dingwall and on to the branch.” [1: p9]
The line to Skye and the Strathpeffer Branch are covered in detail elsewhere. The Strathpeffer Branch is dealt with here. [3] An article about the line to Kyle of Lochalsh will follow in due course.
Locomotives and Rolling Stock
To conclude this article we take a look at the notes Drew provides on the locomotives employed by the HR and further, at its locomotive superintendents: “The Jones Goods, placed in service from 1894, is one of the best-known types of engine of any British railway, famous as the first instance in the UK of the 4-6-0 wheel arrangement. … Experience with the Jones Goods helped their designer David Jones in developing the Castle Class express passenger 4-6-0s, which did not, however, enter service until 1906, after Jones had retired, and details were finalised by his successor Peter Drummond. … Struck by the magnificent work of the Castles on the HR main lines, the French State Railways in 1910 ordered 50 from the North British Locomotive Company. As illustrations show, Jones’s designs, despite the louvred chimneys, were handsome, and most were highly efficient. In view of the many steep gradients it might be asked why Jones did not develop six-coupled engines before. Indeed the HR and its constituents seemed to prefer Alexander Allan single drivers (successful on lines in flat country) long after greater adhesion became necessary.” [1: p11]
“Having developed successful goods and passenger 4-6-0s, the HR went ahead with others. The best was F. G. Smith’s River Class of 1915, which were not allowed to work on the HR after delivery, because of Smith’s failure to consult the civil engineer, and had to be sold to the CR. His successor Cumming was responsible for two fine designs of 4-6-0, the Cumming Goods and the Clans, but there was little opportunity for those engines to show their paces before grouping.” [1: p11]
William Barclay was HR locomotive superintendent from 1855 until 1965. “During Barclay’s incumbency, … various 2-2-2 and 2-4-0 locomotives were built, along with a solitary 0-4-0T. An 0-4-0ST was also inherited from the Findhorn Railway. Many of Barclay’s locomotives would later be rebuilt by Stroudley or Jones – most of the 2-2-2s ended up as 2-4-0s and one became a 2-2-2T, a pair of 2-4-0s became 4-4-0s and the 0-4-0T became an 0-4-2T. Only 4 much rebuilt Barclay locomotives (all 2-4-0s) were still in stock at the time of the Grouping.” [35]
William Stroudley was HR locomotive superintendent from 1865 to 1870. “His main achievement was high standards of maintenance and cleanliness that continued to be achieved long after his departure to the LB&SCR. He did much to rationalise the HR Lochgorm Works at Inverness.” [1: p11]
Stroudley was also responsible for the design of a small HR 0-6-0ST which, with modifications, was to become the well-known Terrier Class A1 of the LB&SCR. The HR 0-6-0STs were the first locomotives to be built at the Highland Railway’s Lochgorm works in Inverness. The design was the only new design of locomotive brought in during William Stroudley’s spell as the company’s locomotive superintendent. Only three of engines were built. [4] All three, built in 1869, 1872 and 1874, “started life with second hand boilers, shortened to suit, with the dome over the firebox. The side tanks had extra capacity in the form of an arched tank placed over the boiler. The cab was typical of Stroudley but there was no coal bunker; it was carried on the right hand side in the space alongside the firebox between the cab and the side tank, both sides having extended lower cab sides meeting the tanks.” [39]
“To the end the three engines showed strong Stroudley features, although they were not entirely identical, the oldest acquiring a larger side tank during rebuilding in 1917 and the rear toolbox was replaced by a small bunker on all three. Typically for HR engines all three were named: No. 56 – Balnain when new, then Dornoch in 1902; No. 57 – Lochgorm; No. 16 – St. Martin’s when new, then Fort George in 1899. … The later names reflect the move of the engines to those branches. Latterly in HR days they were nameless. The LMS correctly placed Nos 56 and 57, by then with duplicate list numbers as 56B and 57A, with similar powered tanks as Nos 16118 and 16119, by which time the former was working the Strathpeffer branch, but the third was numbered 16383 at the end of the other 0-6-0T classes this may have been due to mistaken identity. All three were soon running with LMS numbers, Inverness having applied LMS numbers and livery rather quickly, but they were condemned in 1927-32.” [39]
Until 1869, all locomotives were painted dark green. After that, passenger locomotives were painted yellow ochre , and freight locomotives were painted Scottish green (very dark green). From 1885, all locomotives were painted pea green with red and white trim. From 1903, the green became darker again, and the tenders now bore the inscription “Highland Railway.” [5]
David Jones was Locomotive Superintendent from 1870 to 1896. He “designed several classes of 4-4-0, and was also notable for introducing the 4-6-0 wheel arrangement to the UK. He also produced small numbers of 0-4-4ST, 2-4-0, 2-4-0T and 4-4-0T locomotives. Of 88 engines built to Jones’ design (including 3 built as late as 1917), 74 passed to the LMS in 1923. A small 2-4-0T purchased secondhand from the Duke of Sutherland also made into LMS ownership.” [35]
“Both the Highland Railway and the Glasgow & South Western Railway initially put [4-4-0 locomotives] on the line during 1873, the first in June, the latter in July – however the important distinction was that the former was produced by fitting a bogie to an outside cylinder 2-4-0 locomotive dating from 1858. The need arose from problems encountered on the recently opened (1870) line from Dingwall to Strome Ferry, the long fixed wheelbase of the six-wheelers sent there not taking kindly to the sharp curves. The first convert was No 10, followed by No 7, another 1858 engine, in 1875. The immediate result for the HR was the introduction of a new 4-4-0 type in 1874, the ’60’ class, which however was for main line work, ten being supplied by Dübs, and at the same time the most powerful passenger engines in Britain. For some years the Lechatelier counter pressure brake was fitted, later replaced by vacuum. With these engines came the well known louvred chimney, a feature of David Jones’ Highland engines. Seven more were built by the company at their Lochgorm Works in 1876-88, generally similar apart from boiler dimensions. Eight others, Nos 76-83, dated 1886, were the first products of the Clyde Locomotive Works of Glasgow (soon absorbed by Sharp, Stewart); the first engine of this batch was displayed at the 1886 Edinburgh Exhibition. The type was perpetuated in 1892 when Nos 89-100 were completed, essentially the same class, apart from further boiler enlargement. As main line engines all of these 4-4-0s were named, but confusion arises from numerous changes of names. Several lasted into LMS days, but only one of the Clyde built and six of the 1892 engines were allocated LMS numbers.” [10: p5]
“A smaller wheeled version of these classes for the Strome Ferry line, hence its popular title ‘Skye Bogie’, was only slowly multiplied, one engine in 1882, followed by eight in 1892-1901, the last four appearing after Peter Drummond had succeeded Jones in 1896. With the completion of No 48 in 1901 the use of the “Crewe” pattern of front end frames and cylinders on new building ceased. Unlike the ’60’ class these engines were not named. All passed into LMS stock but one was not given a new number. However one of them was a combination, identified as a ‘Skye Bogie’ because of its smaller coupled wheels, the frames originating from No 70, the 1882 engine, other components being derived from No 67 of the ’60’ class, the assemblage being completed in February 1923 and identified as No 67 Cromartie. Useful in their later days on branch lines it was 1930 before the last was condemned.” [10: p5]
“Despite introducing a large six-coupled goods in 1894 Jones retained the 4-4-0 wheel arrangement for the next express locomotives. Again the new class, ‘119’ or ‘Lochs’, were some of the most powerful passenger engines in the land. Most of the established features of Inverness engines were retained, the louvred chimney, the Stroudley cab but the frames and cylinders were conventional, not of the “Crewe” type. An early form of piston valves were used, not successfully for they were soon replaced by balanced slide valves. All were named after ‘Lochs’ in the Highland area. There were few changes in HR days although No. 130 ran with a feed water heater. Even after displacement as the premier main line engines by Drummond’s 4-6-0 ‘Castle’ class in 1900, the ‘Lochs’ remained almost confined to the HR main line right up to the Grouping. When further engines were urgently required during World War I the need was partly met by obtaining in 1917 three more of the class from North British in Glasgow, time and expenses being saved by using existing patterns and drawings.” [10: p5]
The ‘Lochs’ were Jones’ final design for the Highland Railway. 15 were originally built by Dubs & Co. in July-September 1896. [10: p16] With the 3 built in 1917, this meant that a total of 18 members of this class were built.
“Drummond brought about a complete transformation of Highland engine power, such that it seemed that his brother Dugald, and Eastleigh Works of the London & South Western Railway had taken over, for many of Peter Drummond’s classes corresponded to L&SWR designs. The first of two Drummond 4-4-0 classes appeared in 1898 and were slightly smaller than the ‘Loch’ class, being intended for services from Inverness to Aberdeen and Wick. The eight initial engines were supplied by Dübs in 1898, followed by a further nine built at Inverness in 1899-1901. Three more came from Glasgow in 1906, having tenders with a little more water capacity. Six-wheeled tenders had been supplied with the class but at times a few engines ran with eight-wheeled tenders from other classes. There was an important change from the previous Inverness adherence to Allan’s straight link valve gear to Stephenson link motion. Another change was the introduction of steam reversing gear, although the initial eight had lever reverse until modified. Nos 2 and 13-7 were dual braked and Nos 2 and 7 later ran with Smith’s feed water heaters. Named after Scottish mountains these engines were inevitably known as the ‘Ben’ class. The first engine arrived at Inverness with the name Ben Nevis to the embarrassment of the HR for that mountain is far away in rival North British Railway territory so a hurried change was made to Ben-y-Gloe.” [10: p5]
Highland Railway ‘Ben’ Class Locomotive No. 1, ‘Ben-y-Gloe’ was originally named ‘Ben Nevis’ but hastily changed to be named after a mountain in Highland Railway territory. There were actually two separate ‘Ben’ classes, usually referred to as the ‘Small Bens’ and the ‘Large Bens’: Highland Railway C and U classes. The designer was Peter Drummond, the builders were: Dübs & Co. (8 Small); HR Lochgorm Works (9 Small); and North British Locomotive Co. (3 Small, 6 Large). Serial numbers were: Dübs: 3686–3692 (Small); NBL: 17398–17400 (Small); 18269–18272 (Large); 18803–18804 (Large). Build dates were: 1898–1906 (Small); and 1908–1909 (Large). In total 20 small and 6 large ‘Bens’ were produced. [33]
Rowledge continues: “A further six 4-4-0s engines, intended for Inverness and Wick trains, were provided by North British in 1908-9, using the frames, etc., of the ‘Ben’ class but carrying a larger boiler, becoming the ‘New Ben’ class, using more mountain names. All had steam reversers and three, Nos 60, 61 and 63, were dual braked. Smith’s feed water heaters were fitted in 1914-5, feed water initially being heated by exhaust steam in a heat exchanger placed alongside the smokebox on the right hand side and then further heated by another set of tubes inside the smokebox. The four 1908 engines started with the same size 3,185 gallon tenders as the last three ‘Bens’, but two, Nos 61 and 63 soon received 3,200 gallon double bogie tenders taken from 0-6-0 tender engines, while the final pair had even larger 3,600 gallon bogie tenders.” [10: p5]
“Despite wartime conditions a new design appeared in 1916 after Cumming had replaced Drummond as Locomotive Superintendent, larger and heavier than any previous HR 4-4-0 class. Nos 73 and 74 were the first two-cylinder engines of this wheel arrangement in Britain to have outside cylinders and valve gear. Apart from the rejected ‘River’ class 4-6-0 engines this pair were the first on the HR to have superheaters, Drummond not having taken to this development while at Inverness. Both were built for the ‘Far North’ line but they also saw use between Inverness and Perth.” [10: p5]
From the late 1920s ‘Snaigow‘ and ‘Durn‘ were found mostly working from Aviemore Shed on goods or piloting work, having been replaced on the Far North line by Drummond ‘Castle’ 4-6-0s which were in turn displaced by new LMS ‘Crabs’ and Caledonian ‘Rivers’ sent to the Highland Railway. The arrival of Stanier ‘Black Fives’ sealed their fate and both were withdrawn in the mid-1930s. [10: p25]
“The LMS inherited 78 4-4-0s from the HR – this is the official figure contained in a document at the Public Record Office, Kew – but two others were still extant and are usually included in the initial LMS total. Only 61 were allotted new LMS numbers, the rest being written off during 1923. Despite early withdrawal of pre-1896 examples several of them, Nos 14271/2/5-9/82-5, appeared in the LMS red livery with large numerals on the tender.” [10: p5-7]
“The Highland [4-4-0] engines lasted rather better than those of the G&SWR, twelve passing into British Railways stock.” [10: p7] The last of these was ‘Small Ben’ No. 54398 ‘Ben Alder‘ which was scrapped in the second half of 1952.
Having followed the various 4-4-0 classes employed by the Highland Railway we return to look at David Jones’ other locomotive designs. As we noted above, he “was also notable for introducing the 4-6-0 wheel arrangement to the UK. He also produced small numbers of 0-4-4ST, 2-4-0, 2-4-0T and 4-4-0T locomotives. Of 88 engines built to Jones’ design (including 3 built as late as 1917), 74 passed to the LMS in 1923. A small 2-4-0T purchased secondhand from the Duke of Sutherland also made into LMS ownership.” [35]
David Jones Goods class “was notable as the first class with a 4-6-0 wheel arrangement in the British Isles. Fifteen were built, and one has survived to preservation.” [36]
Jones Goods locomotive, HR No. 103 survived into preservation. It is seen here at the Riverside Museum (replacing the preceding Glasgow Museum of Transport), Partick, Glasgow. [36][37]
Fifteen ‘Jones Goods’ locomotives “were built by Sharp, Stewart and Company and delivered between September and November 1894, numbered 103 to 117. At the time, these were the most powerful main line engines in the country. Originally intended principally as freight engines, they were often called upon for passenger duties during the wide fluctuations of traffic which occurred on the Highland Railway, particularly during the summer season.” [36]
“Although the type was a notable success for Jones, an accident while testing one of the locomotives caused one of his legs to be severely scalded. Although he recovered, he was permanently affected and by the end of December 1896 had retired due to ill-health.” [36]
Peter Drummond was Locomotive Superintendent of the HR from 1896 to 1912. Under Peter Drummond, new 0-4-4T, 0-6-0T, 0-6-4T, 0-6-0, 4-4-0 and 4-6-0 designs emerged. All 72 of his locomotives passed to the LMS. [35] Among those 72 locomotives were the class ’18’ 0-6-0s – these were the only class of 0-6-0 employed by the HR. The class was introduced on the network in 1900. [38: p9]
“Originally intended to be 15 in number the initial order was for only six when placed in 1899, Dübs supplying Nos 134-9. They were followed by Nos 18-21 in 1902, also from Dübs, and finally Nos 36 and 55 (the latter renumbered 37 in 1921) in 1907 from North British. The class replaced an assortment of small and old 2-4-0 locomotives. The 1902 engines had Drummond water tube fireboxes, but otherwise the “Barneys” (just how the class became so named is lost in the mists of the past) were quite conventional. The first six had double bogie tenders, the rest six wheeled, the former being exchanged with six wheeled tenders from the 4-4-0 ‘Ben’ class (LI No 117) in 1902-13.” [38: p9]
“Most of the ’18’ class, as far as is known, were used on goods trains to east and north of Inverness rather than the main line to Perth. Despite not having steam heating pipes there was some use on passenger trains, especially excursions. In LMS ownership the class was numbered 17693-17704. In 1938 Nos – 17693-5/7, 17703 were moved to the Glasgow area to assist with extra traffic to the Glasgow Exhibition, when more engines with vacuum brakes were needed, working from Dawsholm, – Motherwell and Hamilton. One No 17694, was even seen on an excursion train at Edinburgh which also crossed the Forth Bridge to Burntisland. Although returned to Inverness later that year five were again used in Glasgow during 1939, but not for long. A longer stay in that area began at the end of 1946 when the eight survivors moved to Corkerhill, some later being transferred to Ayrshire sheds. Seven passed into British Railways stock, the last being withdrawn in 1952.” [38: p9]
Generally, the HR had little use for shunting tank engines, but “In 1903/04 the Highland Railway built three powerful 0-6-0 tank engines at its Lochgorm works in Inverness. Numbered 22, 23 and 24 they were used for shunting duties. The boilers and wheels were taken from older locomotives that had been scrapped and this led to the engines being referred to as ‘Scrap Tanks‘.” [40] These outside cylinder engines were, “quite unremarkable except that the boilers were recovered from obsolete 2-4-0 locomotives together with re-usable wheels and other parts. The result was a class with rather larger wheels than usual for shunters. Normally there were two working at Inverness with the other at Perth. Once the boilers were no longer listed as a standard type their survival was limited and they were condemned in 1930-2.” [39: p9]
Frederick George Smith was Locomotive Superintendent from 1912 to 1915, his “brief tenure was cut short by a dispute over his sole design, the ‘River’ Class 4-6-0. Six locomotives were built, but they were (wrongly) considered to be too heavy for the Highland Railway, and were sold to the Caledonian Railway without being used.” [35]
Christopher Cumming was Locomotive Superintendent from 1915 to 1922. He designed one class of 4-4-0 and two types of 4-6-0, totalling 18 locomotives, which all passed to the LMS. [35]
The Future
One feature of Drew’s article, written at the end of 1975, was the palpable concern expressed over the security of rail services in the remote areas of Scotland and particularly from the Farther North Line and the Kyle of Lochalsh line. With hindsight, we can say that (although justified in the mid-1970s, with the bias of the time towards road transport) what was feared has not come to pass. [1: p8] Passenger rail services on both these lines (and on the West Highland line) continue, although we should note that Scotland’s Railway receives some of the highest public subsidy anywhere in the UK: two thirds of the costs come from the Scottish Government; and on average, tickets are 20% lower than the rest of the UK. [2]
References
Brian Stephenson (ed.); The Highland Railway; Trains Illustrated No. 18, Ian Allan, Shepperton, London, 1976.
J. W. P. Rowledge; The 4-4-0 Locomotives of the Glasgow & South Western and Highland Railways; in Brian Stephenson (ed.) Locomotives Illustrated No 117, January-February 1998, Ian Allan, Berkhamsted, Herts, 1997.
J. W. P. Rowledge; Scottish 0-6-0 and 2-6-0 Classes of the LMS; in Brian Stephenson (ed.), Locomotives Illustrated No 133, September-October 2000, Ian Allan, Berkhamsted, Herts, 2000.
J. W. P. Rowledge; LMS Scottish Goods Tank Locomotives; in Brian Stephenson (ed.), Locomotives Illustrated No 154, July – September 2004, Ian Allan, Berkhamsted, Herts, 2004.
Mike Bridge, ed.; TRACKatlas of Mainland Britain: A Comprehensive Geographic Atlas Showing the Rail Network of Great Britain (3rd ed.); Platform 5 Publishing Ltd., Sheffield, 2017, p94.
John Thomas & David Turnock; A Regional History of the Railways of Great Britain. Volume 15 North of Scotland; David St John Thomas, Newton Abbott, 1989, p236.
Highland doubling; in The Railway Magazine Issue No. 902, June 1976, p277.
Highland doubling starts; in The Railway Magazine Issue No. 905, September 1976, p476.
In Part 1, we looked at the railways in the North of Namibia, that article can be found here. [4] This article covers lines which left Windhoek and covered the South of the country.
After the aerial image immediately below, the next three images form a kind of ‘tryptic’ which shows the TransNamib train yard and station at Windhoek. Taken together they show the full site. …
The railway line from Windhoek to Nakop is 869 kilometres (540 miles) long. The section between Karasburg and Keetmanshoop was completed in 1909. In 1912, the 500 kilometres (310 miles) connection between Karasburg and Windhoek was completed, and the extension to Upinhton (South Africa) was built in 1915.
Windhoek
Aris
Rehoboth
Tses
Keetmanshoop
Karasburg
Nakop (border)
Upington
We start our look at the main line to the South, in Windhoek at the South end of the Railway Station site. …
The southern end of Windhoek Railway Station, seen from John Meinert Street. [Google Streetview, 2023]The line South, from John Meinert Street. [Google Streetview, 2023]A satellite image showing the railway South of John Meinert Street. [Google Maps, June 2025]The next length of the line to the South, to a point South of the B6. [Google Maps, June 2025]The bridge carrying the railway across the B6. [Google Streetview, 2024]
Although it does not look like it as yet, the line South of Windhoek Railway Station climbed relatively steeply as it meandered South. … As we will soon see, the landscape South of Windhoek is different to that to the North of the city.
The line to the South of the B6 curves round the residential area of Schmerenbeck Street. [Google Maps, June 2025]The line then crosses the Gammams River and under David Hosea Meroro Road. [Google Maps, June 2025]The triangular junction visible in this image gives access to the branch line to Gobabis. [Google Maps, June 2025]The line then passes under the B1. [Google Maps, June 2025]Looking South from the B1. [Google Streetview, 2024]Then the line(s) cross the Arebbusch River. [Google Maps, June 2025]The next road to bridge the line is the C26. [Google Maps, June 2025]The view from Mandume Ndemufayo Avenue (C26) back towards Windhoek Railway Station. [Google Streetview, 2024]The view South from Mandume Ndemufayo Avenue towards the hills. [Google Streetview, 2024]The line passes under the city’s Western Bypass. [Google Maps, June 2025]This view looks North-northeast under the Western Bypass towards Windhoek Railway Station. [Google Streetview, 2024]Looking South from the Western Bypass. [Google Streetview, 2024]The line passes once again under the B1 as the hills draw closer. [Google Maps, June 2025]The view South-southeast along the line from the bridge carrying the B1. [Google Streetview, 2022]
The line continues to wind its way into the hills passing under the B1 once again.
The line has deviated away from Birmingham as it finds its own way into the hills. It returns to pass under the modern road again. [Google Maps, June 2025]The view South from the bridge carrying the B1. The line enters a very short tunnel just to the South of the modern road. [Google Streetview, 2022]The B1 continues to climb as it heads South. The railway takes a different path as it gains height. It crosses over the B1 by means of this bridge. [Google Streetview, 2022]
Some kilometres further along the line it again crosses the B1. This time the road bridges the line. …
Both road and railway continue their journey South. Here their paths cross once again close to Aris Railway Station. [Google Maps, June 2025]Looking back along the line to the North from the bridge carrying the ,B1 over the line. [Google Streetview, 2022]And from the same bridge looking Southwest into Aris Railway Station. [Google Streetview, 2022]
The community of Aris and its railway station are shown in a YouTube video. …
Aria Railway Station. [9]
South of Aris Railway Station,two tracks run in parallel as far as Aris Quarry.
Part of Aris Quarry appears at the bottom left of this satellite image. The other significant part of the Quarry sits to the Southeast on the East side of the B1. [Google Maps, June 2025]At Aris Quarry Google Maps shows three bogie hopper wagons at a short wharf. [Google Maps, June 2025]T
The line continues South towards Rehoboth. …
Quarry land sits on the East side of the line at the top of this next satellite image. A dry water ourselves can be seen across the image. It is bridged by the line. [Google Streetview, June 2025]A closer image of the truss girder bridge crossing the dry river bed. [Google Maps, June 2025]
The next two satellite images show the line heading further South. …
For a short distance the B2 runs close to the railway. The railway then crosses two more dry watercourses. [Google Maps, June 2025]The view from the B1 at the top of the satellite image immediately above looking West. The railway line can be seen between the road and the mountain. [Google Streetview, January 2024]The bridge over the first dry river. [Google Maps, June 2025]The bridge over the second of the two watercourses. [Google Maps, June 2025]
The next three satellite images take the line further South, running on its own course with the B1 away to the East. …
Close to the bottom of this image the railway crosses the Oanob River’s watercourse on a causeway with a short trestle bridgeThe truss girder bridge over the dry watercourse of the Oanab River. [Google Maps, June 2025]
More satellite images take us further South. The first two of these extracts from Google’s satellite imagery shows the line running past the Omeya Golf and Residential Oasis. More about this relatively recent development can be found here [6] and here. [7]. The second of these is a sales video produced to attract investors and house sales.
Four satellite images take the line South to a point where it once again runs alongside the B!. [Google Maps, June 2025]Looking Southwest from the B1 just to the North of its junction with the D1427. The railway can be seen in the background behind the closest trees. [Google Streetview, 2022]
Over the next 3 or 4 kilometres the line and the road run in parallel, with little worthy of note, Before the railway moves away to the West of the road once again. …
The line crosses four dry watercourses before turning towards the East. [Google Maps, June 2025]Running Southeast the line follows the fourth of the watercourses and passes under the B1. [Google Maps, June 2025]Looking North-northwest along the line from the bridge carrying the B1. [Google Streetview, November 2023]Looking Southeast from the same bridge towards Rehoboth. [Google Streetview, November 2023]
The line wanders its way through the hills to the East of the B1 passing from the Khomas Region of Namibia into the Hardap Region. It runs through a number of small townships close to the Usip River before entering Vogelpan where Rehoboth Railway Station was sited.
Just a short distance to the South of Vogelpan, the railway turns East to cross the Usip River. ….
Looking East from the C25, the line can be seen curving away to the East and crossing the channel of the Usio River. [Google Streetview, August 2024]
Just to the South of the location of the photograph immediately above, the C25 itself turns East and crosses both the Usip River watercourse and then the railway.
Looking North-northwest from the ungated crossing on the C25, along the railway back towards Vogelpan. [Google Streetview, August 2024]Looking Southwest from the same crossing on the C25, along the railway. [Google Streetview, August 2024]
The railway runs down the East side of the River Usip passed its confluence with the Oanob River. It then continues alongside the Oanob (less than 1 kilometre to the East of the river).
The railway then crossed the Oanob River and a tributary in quick succession. [Google Maps, June 2025]
The first bridge (on the left) crosses the Oanob, the second (on the right, crosses the tributary). [Google Maps, June 2025]
The line then continues, pretty much in a South-southeast direction for some considerable distance with little to remark on. It passes close to Duinevelde on its way South before reaching Kalkrand.
The railway is seen here (from a minor road to the West of the line) approaching Kalkrand from the North. [Google Streetview, August 2024]Kalkrand and its railway Station. [Google Maps, June 2025]Kalkrand Station and passing loop. [Google Maps, June 2025]
Southeast of Kalkrand the line and the B1 run in parallel. …
Road and rail together head Southeast. [Google Maps, June 2025]Looking East from the B1, the railway can be seen on a parallel course. [Google Streetview, December 2023]The dunes of the Kalahari desert appear in the top right of this satellite image. [Google Maps, June 2025]The railway flirts with the edge of the dunes. [Google Maps, June 2025]
The line continues in a generally Southeasterly direction along the edge of the Kalahari Desert before beginning to swing round to the South and heading into rougher terrain where its route is dictated by the contours. …
Sidings some distance to the South of Kalkrand. [Google Maps, June 2025]These two structures carry the line over watercourses in the hills [Google Maps, June 2025]
Further South and again on flatter terrain the line passes under the C20. …
Looking North-northwest along the line from the bridge carrying the C20. [Google Streetview January 2018]Looking Southeast along the line from the same bridge. The various storage tanks on the horizon are associated with Agrimark, an agricultural and retail store, part of the Agrimark, Namibia network. Adjacent to it, between the Fish River and the B1 and on the West side of the Fish River is an area of irrigated fields. [Google Streetview, January 2028]Agrimark’s storage facility heralds the arrival of Southbound strains in the town of Mariental. [Google Maps, June 2025]Looking North from an ungated crossing on a minor road North of Mariental. [Google Streetview, December 2023]Looking South from the same crossing. [Google Streetview, December 2023]Further South, the line bridges a dry watercourse which is a tributary of the Fish River. [Google Maps, June 2025]The bridge in the above satellite image as seen from the B1. [Google Streetview, December 2023]Immediately North of Mariental, the crosses another minor road at an ungated crossing. This view looks North along the line. [Google Streetview, December 2023]Looking South towards Mariental from the same crossing. [Google Streetview, December 2023]Mariental Township with the Railway Station at the centre of the satellite image. [Google Maps, June 2025]
The next two extracts from Google Maps satellite imagery cover the length of the railway station site. …
These two images show the station site at Mariental. [Google Maps, June 2025]Mariental Station building. [Google Streetview, December 2023]The station building at Mariental seen fromt he Southwest. [Google Streetview, December 2023]Immediately South of Mariental, the B1 and the railway run South side by side. [Google Maps, June 2025]The railway seen from the B1 to the South of Mariental. [Google Streetview, January 2018]A series of different culverts and bridges support the line over historic channels most of which are dry. [Google Streetview, December 2023]The next road crossing is that for the C18. It is another ungated crossing and this is the view looking North along the line. [Google Streetview, August 2024]And this is the view South along the line at the same crossing. [Google Streetview, August 2024]Looking Northwest from the ungated crossing over the D1068 at Asab. [Google Streetview, December 2023]Looking Southeast from the D1068 into the station at Asab. [Google Streetview, December 2023]Asab Trading CentreSidings/Station and River. [Google Maps, June 2025]Looking North from the B1 along the Asab River watercourse with the railway bridge close to the centre of the image. [Google Streetview, December 2023]
The line continues Southeast from Asab. …
Looking North from the D3919Looking Southeast from the D3919The line continues Southeast towards Tses on a shallow embankment with bridge openings for run-off water over dry watercourses. [Google Streetview, December 2023]Tses Township, the B1 and the railway. [Google Maps, June 2025]Tses Station and Sidings. [Google Earth, June 2025]Tses River Bridge. [Google Earth, June 2025]Looking Northeast from the bridge carrying the B1 along the line, back towards Tses. {Google Streetview, December 2023]Looking ahead to the Southwest from the same bridge. [Google Streetview, December 2023]
The line continues in a generally Southwards direction. Again, when hills are encountered it curves its way along the contours to limit gradients. …
Another glimpse of the line from the bridge carrying the B1 across the outfall channel from the Van Rym Dam on the approaches to Keetmanshoop. [Google Streetview, December 2023]
Keetmanshoop is the next significant settlement on the line. …
4-8-0 Locomotive Class 7A, No. 1011 was built by Neilson & Co, of Glasgow, Scotland, as works no 4930 in 1896, it was brought to Keepmanshoop in 1980 to be plinthed. The first Class 7 locomotives were commissioned by the Cape Government Railways and delivered by Dübs & Co of England in 1892. Follow-up batches were built by Sharp, Stewart & Co, Neilson, Reid & Co, and North British Locomotive Company. They had a wheel arrangement of 4-8-0, coupled wheels of 3’6 3/4″ (1086mm diameter) and Stephenson link valve gear. The engines were originally powered by saturated steam, but many were later reboilered and converted to use superheated steam. Modifications such as larger boilers, increases in cylinder diameters and larger cabs resulted in the reclassification of the locomotives as Class 7A, 7B, 7C, 7D, 7E and 7F. More information and photographs can be seen here. [16]
More modern facilities at Keetmanshoop Railway Station. [Google Maps, June 2025]A view of these modern facilties from the Southwest on Darn Viljoen. [Google Streetview, December 2023]The yard and turning triangle at Keetmanshoop Station. [Google Maps, June 2025]The view of the yard from the corner of 3rd Street and 12th Avenue. [Google Streetview, December 2023]
While Keetmanshoop railway Station sits approximately on an East-West alignment is is approached bey means of a sharp curve from the North and trains leaving to the South take a sharp curve to the South within the township.
The line continues to the South. … First five images following the line South and Southwest as far the point where the B4 bridges the line.
A series of five images following the line, first along Railway Street and then at an ungated crossing, all photographs are taken looking Southwest. [Google Streetview, December 2023]The length of line covered by the images above. The B4 crosses the line at the bottom of the image. [Google Maps, June 2025]
Two pictures now taken from the bridge carrying the B4 over the line.
Looking North from the B$ towards Keetmanshoop. [Google Streetview, December 2023]Looking South along the line ahead. [Google Streetview, December 2023]Looking Southwest along the line from an ungated crossing to the South side of the B4. [Google Streetview, December 2023]Looking Southwest along the line from another ungated crossing to the South side of the B4. [Google Streetview, December 2023]The B4 and the railway run parallel, perhaps around 100 metres apart. This photograph shows the line running parallel to the road. Google Streetview, December 2023]Another view looking Southwest, this time from the ungated crossing which takes the C12 dirt road over the line. [Google Streetview, January 2018]The last image showed a passing loop to the Southwest of the C12. This satellite image shows the full length of the loop. [Google Maps, June 2025]
The railway turns to the West as it approaches the junction at Seeheim.
The railway continues to run parallel to the C12/M28 for some considerable distance. Close to Grunau the C12/M28 meets the B1 which crosses the line at 90°.
Looking East-southeast from the bridge carrying the B1 over the railway, the passing loop at Grunau is just ahead. [Google Streetview, 2024]The railway station/passing loop at Grunau to the East of the B1. [Google Maps, June 2025]Grunau Railway Station, (c) Pgallert (2010) and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [17]
East of Grunau, the line runs parallel to the B3 in a southeasterly direction. …
The line bridges the dry watercourse of the Hom River and other watercourses as it head Southeast. [Google Maps, June, 2025]The Hom River Railway Bridge, seen from the B3 Bridge over the same watercourse. [Google Streetview, 2022]Two further structures carry the Railway over dry watercourses on the run into Karasburg. [Google Streetview, The railway enters Karasburg from the North West, curving round to close to a North-South alignment through the railway Station and then sharply curving round to the Northeast as it leaves the town. [Google Maps, June 2025]The view South towards Karasburg Railway Station from the ungated crossing at Hendrik Snyman Street. [Google Streetview, January 2024]Karasburg Railway Station. [Google Maps, June 2025]The turning triangle at Karasburg. [Google Maps, June 2025]
Karasburg Railway Station: passenger platform/building (note the painted edge of the platform) and goods shed. The pictures below come from 1914/1915 and show different aspects of Karasburg Railway Station at that time.
Karasburg Railway Station in 1914/1915. [18]The engine shed in 1914/1915. [18]Pointwork at Karasburg Railway Station. [18]
As we have already noted the line South of Karasburg Station curves sharply to the Northeast and passing under the M21.
Looking West from the bridge carrying the M21 over the railway at Karasburg. [Google Streetview, September 2024]Looking East from the bridge carrying the M21 over the railway at Karasburg. The curve shown on the last image continues as the railway turns to the Northeast. [Google Streetview, September 2024]East of Karasburg the line runs Northeast alongside the B3 before head East on the South side of the road. [Google Maps, June 2025]
For some distance the line runs along the South side of the B3. separating from it close to Nuwefontein. The B3 crosses to the East side of the Ham River, with the railway remaining on the West side of the river, before crossing it close to De Villiersputs. Near Grondorner, the line crosses the D237 and bridges a tributary of the Ham River before running alongside the D237 in a Southeasterly direction. After a number of kilometres, the D237 turns away to the South and the line continues in a generally easterly direction.
Meandering to the north and then again to the East the line of the B3 once again and runs on its South side towards Ariamsvlei, the border with South Africa and Nakop, beyond the border in South Africa.
Ariamsvlei Railway Station and marshalling yard. [Google Maps, June 2025]The view East into the site from the B3. Google Streetview, January 2024]Ariamsvlei turning triangle and border post which is just about 10 kilometers from the border with South Africa. Nakop is beyond the border. [Google Maps, June 2025]
Beyond Ariamsvlei is the border crossing at Nakop and the South African town of Upington.
Windhoek-Gobabis
Next we look at a line which ran East from Winhoek. … The railway line from Windhoek to Gobabis is 228 kilometres (142 miles) long and was completed in 1930. [10]
Windhoek (capital – junction)
Neudamm
Omitara
Gobabis (branch railhead)
The line to Gobabis leaves the Windhoek-Nakop line at a triangular junction and headed East.
The Windhoek-Gobabis line leaves the line to Nakop in the Southern suburbs of Windhoek. [Google Maps, June 2025]
These next fourteen satellite images show the line wandering back and forth through the Windhoek suburbs. …
These fourteen extracts from Google’s satellite imagery take the Gobabis line to a point to the East of Sam Nujoma Drive. [Google Maps, June 2025]Looking South-southwest from Andries de Wet Street along the line of the railway towards Windhoek Railway Station, showing the substantial bridge under construction in 2024. [Google Streetview, 2024]
The journey beyond Andries de Wet Street continues, the next satellite images cover larger areas than the ones above. ….
This sequence of three images takes the line out into open country beyond the Avis River. [Google Maps, June 2025][The truss girder bridge which carries the railway over the B6 and the channel of the Avis River. [Google Streetview, January 2024]
The line continues in a generally easterly direction, although the contours of the terrain mean that the railway has to meander back and forth to find the most advantageous route. These next extracts from Google’s satellite imagery show the way that the line picks its way through the landscape. …
This sequence of four extracts from Google’s satellite imagery takes the line as far as Finkenstein. [Google Maps, June 2025]The railway station close to Finkenstein Estate/Village. [Google Maps, June 2025]The view Southwest from the D1527 along the railway towards Windhoek. Google Streetview, January 2024]Looking Northeast into the railway station site from the D1527. [Google Streetview, January 2025]A little further to the Northwest on the D1527, this is the view looking Northeast into the goods yard at the station. [Google Streetview, January 2024]
These two images indicate the area of the Finkenstein Estate/Village and current proposals for new housing and a new major road.The location of the railway Station can be seen at the top-left of the satellite image. The lighter swathe of ground curving across the top half of the satellite image is the construction site for the new road. [5][Google Maps, June 2025]
The line continues East from Finkenstein. At the right side of this satellite image the railway passes under the B6. [Google Maps, June 2025]Looking Northwest from the B6 along the line towards Finkenstein Station and Windhoek. [Google Streetview, January 2024]Looking Southeast from the B6 the line is curving to the South. The older road bridge is visible alongside the B6. Not too far ahead, out of shot are the construction works for the road that will replace the B6 as a main artery. [Google Streetview, January 2024.
Almost immediately after passing under the B6, the line begins to swing round from a Southwestern trajectory to the Northeast and then the East before passingunder the B6 again.
Looking Northeast from the bridge carrying the B6 over the line. The line can be seen curving round to the East. [Google Streetview, January 2018]
The line heads generally in an easterly direction and after some kilometeres runs alongside the Seeis River. …
The railway bridges the Seeis River and then runs alongside both the river and the B6. [Google Maps, June 2025]
Stocking close to the South bank of the Seeis River, the line passes to the North of Sonnleiton Village before rejoining the B6 close to Windhoek Airport, and passing to the South of the airport and then running immediately alongside the B6.
The railway seen looking North from the B6. [Google Streetview, January 2024]
Both road and rail pass just to the North of the settlement of Seeis where an old railway station was sited, and then over the River Seeis.
The Seeis River Railway Bridge seen looking North from the B6. [Google Streetview, January 2024]
The video below shows the settlement, its station and its bridge. ….
YouTube video of Seeis and its station and railway bridge. [19]
Beyond Seeis the railway continues alongside the B6 in a Northeasterly direction. The railway then turns further Northwest and leaves the B6, finding its own path towards Gobabis. It crossed the D1535 at an ungated crossing. The D1535 then runs alongside the railway heading Northeast before crossing the railway again at another ungated crossing. Both road and railway cross the Wit Nossob River and run along its North bank, crossing tributaries enroute before passing to the North of the Otjivero Reservoir and Dam.
The Otjivero Reservoir and Dam. The railway runs on the North side of the D1535. [Google Maps, June 2025]
Beyond the Dam, the railway follows the C29 heading East. it pulls away a little to the North to create room for Omitara Railway Station.
Omitara Railway Station. [Google Maps, June 2025]Omitara Railway Station, (c) Arche-foto, Burkhart Rüchel, and licenced for reuse under a Creative Commons Licence, (CC BY-SA 3.0). [20]
Northeast of the station the railway passes under the C29, continuing to run East-northeast and then East, and then Southeast, before returning to run alongside the B6 once again. Following the line on satellite images has become increasingly difficult.
This photograph looks along the line to the East from the ungated crossing over the D1658 at Grunental. As can be seen the line is significantly over grown by grasses. [Google Maps, June 2025]Looking East at the ungated crossing over the D1663, the line seems to be disappearing into the sand. {Google Streetview, January 2024]Looking West at the old station site at Witvlei. [Google Streetview, January 2024]Looking East at the old station site at Witvlei. [Google Streetview, January 2024]Witvlei Railway Station in 2018, (c) Hp.Baumeler and licenced for reuse under a Creative Commons licence, (CC BY-SA 4.0). [21]Looking back West along the apparently little used line towards Windhoek from the bridge carrying the B6 across the line. [Google Streetview, January 2024]Looking East from the same bridge, the line is almost indistinguishable from the surrounding grassland. [Google Streetview, January 2024]
The railway continues to the East, with the B6 running parallel to it on the North side.
Looking East along the line at an ungated crossing on a minor road.The B6 can be seen over to the left. [Google Streetview, January 2024]
The line begins to turn to the Southeast before crossing the Black Nossob River. …
Looking Southeast from the C30 along the line towards the Black Nossob River. [Google Streetview, January 2024]The railway bridge over the Black Nossob River close to Gobabis. [Google Maps, June 2025]Gobabis: the Black Nossob River, Reservoir and Dams are on the left side of the satellite image. The railway bridge over the Black Nossob can just be picked out in the extreme top left of the image. The railway flanks the reservoir and lake before passing under the B6 and then, after the B6 has turned through 90, under the B6 (Gobabis Bypass).Looking West from the B6 bridgeLooking East from the B6 BridgeLooking Northwest from the Gobabis Bypass (B6).Looking Southeast from the Gobabis Bypass (B6).Looking Northwest from Heroes Lane/Creamery Lane, GobabisLooking Southeast from Heroes Lane/Creamery Lane, Gobabis
The 6 images immediately above show the railways approach to Gobabis Railway Station.
Gobabis Railway Station. Its turning triangle can be seen at the right side of this satellite image. A series of sidings are the end of the line, these are just Southeast of the turning triangle. [Google Maps, June 2025]Gobabis Railway Station Buildings. [Google Maps, June 2025]Gobabis Railway Station Building, (c) Hp. Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [22]Plinthed at Gobabis Railway station is this 5 man railway inspection car (c) Hp. Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [23]Also plinthed at Gobabis Railway station is this small flatbed wagon, (c) Hp. Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [24]
Gobabis is the end of the line. There are plans on the drawing board for a Trans-Kalahari Railway Line which would extend East from the current livestock railhead at Gobabis and may well be electrified. [25][26][27]
Seeheim-Lüderitz
The final length of line to be looked at is that from Seeheim to Lüderitz. The railway line from Seeheim to Lüderitz is 318 kilometres (198 miles) long. The connection between Lüderitz and Aus was completed in 1906, and the extension to Seeheim was completed in 1908. [1] The service between Aus and Lüderitz was decommissioned in 1997, due to poor track condition, and there is no regular passenger service between Seeheim and Aus. … The line to Lüderitz was rehabilitated in the 2010s and was scheduled for reopening in 2017. Test trains ran to Lüderitz in 2014 and Lüderitz Harbour in 2018. [2]
We begin this journey from Seeheim Railway Junction. …
Seeheim Railway Junction. [Google Maps, June 2025]
Just a short distance Northwest along the line from the junction is Seeheim Railway Station.
Seeheim Railway Station in very early days. [30]The train yard at Seeheim in the 21st century. The Skaap River is just to the South of the Yard. [Google Maps, June 2025]A short distance beyond the limits of the old railway station the line crosses the Fish River close to its confluence with the Skaap River. This is a very early postcard image of the railway bridge over the river. A modern image of the bridge in the distance on this postcard can be seen here. [29] [30]The bridges over the Fish River in the 21st century. [Google Maps, June 2025]After crossing the Fish River the railway follows its North bank. [Google Streetview, June 2025]It crosses a couple of tributaries before heading away from the river into the hills. [Google Streetview, June 2025]
After some distance winding through the hills, the railway line crosses the D463, bridges a dry watercourse and crosses an open area of sand before again winding its way through more hills, heading Northwest. The next image shows the location of Sandverhaar Railway Station and Bridge.
Sandverhaar Railway Station and Bridge. [Google Maps, June 2025]Sandverhaar Railway Station, (c) Matthias Bruhin & Hp.Baumeler and licenced for reuse under a Creative Commons Licence (CC BY-SA 4.0). [28]
A little further West the line crosses the dry watercourse of the Gurib River and close to Alte Kalkofen Lodge passes through the site of what was Simplon Railway Station.
Immediately to the West of Simplon Station, the line crosses the D462 and then, for a short while runs alongside the B4.
At Goageb, the line passes under the B4 before entering the Railway Station.
Looking Northwest from the first bridge at Goageb carrying the B4 over the line. [Google Streetview, December 2023]
Goageb Railway Station. [Google Maps, June 2025]
The Station building and water tower at Goageb, seen from the Southwest. [Google Streetview, December 2023]The platform, station building and water tower at Goageb, seen from the Northwest. [Google Streetview, December 2023]
The bridge carrying the railway over the Konkiep River, seen from the bridge carrying the B4 over the river. [Google Streetview, December 2023]Looking back towards the railway’s bridge over the river. [Google Streetview, January 2018]Looking Northwest from the bridge carrying the B4, along the line of the railway. [Google Streetview, January 2018]
After passing under the B4 the railway turns North-northwest and runs alongside the B4 for a few kilometres before the road turned away toward the North. The railway then turns to the Southwest.
A relatively short passing loop is provided seemingly in the middle of nowhere! [Google Maps, June 2025]
These next few pictures give a sequence of satellite images or views in sequence along the line.
An igneous rock intrusion alongside the lineA dramatic S-curve on the line. Another unnamed passing loopThe line running South of and close to the B4Looking South from the B4 along the D446 we can see an ungated crossing . The railway is around 100 metres from the B4 at this location.A memorial has been placed at the site of a prisoner of war camp from the First World War to the East of the town of Aus.The Camp near Aus for German prisoners of war 1915-1919, (c) Public Domain. [31]Immediately to the South of the Kriegsgefangenen Denkmal, the war memorial, there are a series of sidings/passing loop on the railway as shown here. [Google Maps, June 2025]A gantry crane, cabins and water tower are present at this location. [Google Streetview, January 2024]
It is only a short distance from this location to the township of Aus. The railway passes, first, under the C13 and then into Aus.
The view Northwest from the C13 towards Aus. [Google Streetview, January 2024]Aus Railway Station. [Google Maps, June 2025]Looking Southeast, this photograph shows the railway line curving round into Aus Railway Station. [Google Streetview, December 2023]The Southeast end of Aus Railway Station site. [Google Streetview, December 2023]The station approach at Aus. [Google Streetview, December 2023]
Northwest of the railway station, the line crosses the C13 again, this time at an ungated crossing.
Looking Southeast from the ungated crossing on the C13 towards Aus Railway Station. [Google Streetview, December 2023]Looking Northwest along the line from the ungated crossing on the C13 – Aus church is prominent in this photograph. [Google Streetview, December 2023]
West of Aus the railway passes through the hills. The next image looks backthrough those hills towards Aus.
Looking back towards Aus we can see the line meandering through the hills. [Google Streetview, November 2021]Looking ahead along the railway line from the same location. [Google Streetview, November 2021]
The next station on the line was at Garub. The station is no longer in use.
Garub Railway Station: the station hose and water tower remain standing. [Google Maps, June 2025]Garub Railway Station building in the early 1900s, (c) Public Domain. [32]
This image of Garub station house and water tower is embedded here from fineartamerica.com. [33]
To the West of Garub the B4 and the railway run in parallel. The line passes through another abandoned stations at Tsaukaib, Haalenburg, Rotkop and Grasplatz.
The abandoned Railway Station at Haalenburg, looking West. [Google Streetview, December 2023]The abandoned Railway Station at Grasplatz, looking West. [Google Streetview, December 2023]
At Kolmanskop there is an entire derelict mining station which once had its own railway station.
Kolmanskop seen from the B4 with the railway visible in front of the buildings.Kolmanskop mining village. The diamond mine was to the South of the village. [Google Maps, June 2025]
As well as its railway link to Lüderitz, Kolmanskop was “the terminus of two private narrow-gauge electrified railway lines that served the diamond mining industry further south. One ran 119 kilometres (74 mi) via Pomona to Bogenfels. It was completed in 1913 but destroyed during World War I in 1915 by South African troops. The other railway line, 7 kilometres (4.3 mi) long and completed in 1920, led to Charlottental. Both were powered by a 1.5 megawatts (2,000 hp) power station in Lüderitz, then assumed to be the largest in Africa.” [1][34][35]
Kolmanskop is only a short distance from the Atlantic Ocean. The B4 and the railway find their own way down to the coast at Lüderitz.
The railway meanders down to the coast following the contours to keep the gradient to a minimum. On the way it passes through a turning triangle. It not obvious why the turning triangle is located at this point on the railway. However, not far beyond the triangle there are a series of sidings/loops which are shown in the image below.
Goods transfer sidings/loops close to Lüderitz. [Google Maps, June 2025]Just short of Lüderitz, the Atlantic is on the left of this photograph, the railway on the right. [Google Streetview, January 2024]Looking West along the railway towards the centre of Lüderitz. [Google Streetview, January 2024]Further along the line and looking North. [Google Streetview, January 2024]Looking North from the ungated crossing at Bay Street. The platform of the passenger station is just ahead. [Google Streetview, January 2024]
A photograph looking Southwest through the station can be viewed here. [37]
The engine shed and yard in Lüderitz are to the Northeast of the station platforms. [Google Maps, June 2025]The gates to the port at Lüderitz seen from Hafen Street. [Google Streetview, January 2024]The Port of Lüderitz. [Google Maps, June 2025]An aerial view of the port. [36]
The Railway Magazine of February 1952 carried an article by Charles E. Lee about railways in what was German South West Africa. This encouraged me to have a look at the history of Namibia’s railways and their condition and extent in the 21st century. The 1952 article also caught my attention because Manchester Diocese (I was a priest in Manchester Diocese before retirement) is linked with the Diocese of Namibia.
The territory was formally colonized by Germany between 1884-1890. It covered an area of 835,100 sq. km. It was a settler colony and had attracted around 3,000 German settlers by 1903, who primarily settled in the central high grounds. [2]
German South West Africa, now known as Namibia, was a German colony from 1884 to 1915. It was not a province within the German Empire but a separate colonial territory. From 1891, the capital was Windhoek, which also serves as the capital of modern-day Namibia. [2]
The arrival of German settlers disrupted the existing socioeconomic balance and led to conflicts, particularly with the Herero and Nama people.
“In 1883 Franz Adolf Lüderitz, a merchant from Bremen, Germany, established a trading post in southwest Africa at Angra Pequena, which he renamed Lüderitzbucht. He also acquired the adjacent coastal area, which he named Lüderitzland. These areas were constituted the first German colony under German protection on April 24, 1884. The German occupation subsequently extended inland. By the latter 1880s the German Colonial Company for the South realized that it was incapable of administering the territory, and the German government immediately took over the colony’s administration. As a result of the Zanzibar Treaty (1890) between Germany and Great Britain, German South West Africa acquired the Caprivi Strip (named after the German chancellor Graf Leo von Caprivi), a tract of land 280 miles (450 km) long in the extreme northeast of the territory; the colony thus gained access to the Zambezi River.” [3]
German colonial rule was harsh, leading to insurrections and resistance. “Major Theodor Leutwein, governor of the colony in 1894–1904, suppressed insurrections of the Khoekhoe (1894) and of the Hereros (1896). In 1904, however, the Hereros fomented a far more dangerous rebellion. The German force, at first only 750 strong and supported only by one artillery battery, had to face an army of some 8,000 men equipped with modern weapons. Reinforcements increased the German force, ultimately under the command of General Lothar von Trotha, and resulted in a decisive German victory on the Waterberg River. Further Khoekhoe rebellions were put down in 1904–07.” [3]
German South West Africa was occupied by the South African Union Defence Force in 1915 during World War I, and Germany formally ceded the territory under the Treaty of Versailles in 1919. Its administration was taken over by the Union of South Africa (part of the British Empire) and the territory was administered as South West Africa under a League of Nations mandate. It became independent as Namibia on 21st March 1990. [2]
The Railways
The railways in German South West Africa played a crucial role in the colonial administration and the First World War campaign. The German colonial authorities built a railway network between 1897 and 1914 to enable colonial territorialization and facilitate the extraction of resources. [4]
Charles E. Lee tells that “under the German regime, the first railway in South West Africa was the Northern State Railway (NSR), as it was then called, built to a gauge of 60 cm. (1 ft. 11 in.) between Swakopmund and Windhoek, via Jackalswater and Karibib, a distance of 238 miles. This line was begun in 1897 and was built by a German Military Brigade from Europe. It was first intended to be worked by animal power – Argentine mules or Cape donkeys – but steam traction was soon adopted. The first section (15 miles) was opened to traffic from Swakopmund in January 1898. By the end of that year 68 miles were ballasted and 54 open. In July 1900, the line was opened to Karibib, 121 miles, and the whole railway completed to Windhoek, a further 117 miles, in June, 1902. The curves and gradients were very severe, the gradient out of the Khan River gorge, for instance, being 1 in 19 with curves of 180 ft. radius. The rails weighed about 19 lb. a yard and were laid on iron sleepers. There were iron girder bridges at Khan River, Dorst River, and Kubas. The only good and plentiful water supplies were at Swakopmund and Karibib.” [1: p121]
Wikipedia tells us that there was actually an earlier line than the one Lee talks about. It was a small mining rail line at Cape Cross in 1895. [5] “Soon afterwards, the ox-cart transport system totally collapsed, in the wake of a rinderpest epidemic in 1897. As it was necessary to react quickly to the now extremely precarious transport situation, decisions were made: to build a railway line from the German port of Swakopmund to Windhoek (the Staatsbahn); to use existing, 600 mm (1 ft 11 5⁄8 in) gauge military Feldbahn material; and to entrust a railway brigade with the construction work, which began in September 1897.” [5]
Wikipedia continues: “Construction of the railways connecting with the Staatsbahn was aimed partly at military strategic objectives following the uprising of the Herero and Nama, and partly at economic requirements. … By World War I, the following lines had been developed (listed by the first year of full operation):” [5]
1902: Swakopmund–Windhoek line, 600 mm (1 ft 11 5⁄8 in) gauge, Karibib–Windhoek section re-gauged in 1911 to 3 ft 6 in (1,067 mm) gauge. [5]
1906: Otavibahn, 600 mm gauge. [5]
1905: Onguati–Karibib branch. [5]
1908: Otavi–Grootfontein branch. [5]
1907: Lüderitzbahn, 3 ft 6 in (1,067 mm). [5]
1909: Seeheim–Kalkfontein branch. [5]
ca 1911: Kolmannskuppe–Elisabethbucht–Bogenfels, industrial railway of the diamond fields. This 600mm gauge railway was electrified from 1911 (the only electric railway in Namibia’s history). Diamond mining in the region gradually moved south. The northern part of the line as far as Pomona was abandoned in 1931, and some of its materials were used for the extension of the railway towards Oranjemund. The southern section was operated with diesel traction. This line no longer exists. [5]
1912: Windhoek–Keetmanshoop railway, 3 ft 6 in (1,067 mm) gauge. [5]
1912: Rehoboth shuttle, 600 mm (1 ft 11 5⁄8 in) gauge (questionable). [6][7][2][5]
1914: Otjiwarongo–Outjo–Okahakana, 600 mm gauge (project started, but not completed due to the war). [5]
Lee talks of the formation, by the Otavi Mining & Railway Company, an Anglo-German syndicate owning the copper mines at Otavi and Tsumeb, of a railway: “This company was formed in Berlin in 1900, in accordance with an arrangement between the South-West Afrika Company, the Disconto-Gesellschaft of Berlin, and the Exploration Company. The first intention was to build a 3 ft. 6 in. gauge railway from Port Alexander in Portuguese West Africa to run in a south-easterly direction up the Muende River Valley and via Etosha Pan to the Tsumeb Copper Mines, and later to extend this line to Rhodesia to form a trans-African railway. Eventually it was decided to form a 60 cm. gauge line entirely in German territory connecting Swakopmund with Tsumeb, a distance of 351 miles. Construction was undertaken by Arthur Koppel & Co. and was begun in November 1903, but was delayed by the Herero War, and the work completed on 25th August 1906. This undertaking, called the Otavi Railway, had the distinction of being the longest narrow-gauge railway in the world. Branches were laid subsequently from Otavi to Grootfontein (56 miles) and from Onguati to Karibib on the State Railway (9 miles). The cost is stated to have been about £2,400 a mile, or roundly £1,000,000 in total. The railway was bought by the German Imperial Government in 1910 for £1,250,000, but the management was left in the hands of the company under a 30-year lease, terminable after 10 years.” [1: p121]
This line was well constructed, and well ballasted. It had a ruling gradient of 1 in 66 and minimum curvature of 150 metres. The permanent way consisted of steel rails in 30-ft. lengths, 30 lb. a yard, laid on steel sleepers weighing about 26 lb. each. “From Swakopmund, for a distance of 68 miles, the line rises steadily on a grade of 1 in 66 to Ebony Station, where it reaches an altitude of 3,500 ft. (On the down journey, the last 40 miles into Swakop-mund can be run by gravity.) From Ebony there is a regular fall to Usakos, which is 2,640 ft. above sea level. From Usakos it climbs 690 ft. in 13 miles to Onguati, and continues to rise until it attains its greatest elevation near Kalk-feld, where the summit is 5,200 ft.” [1: p121]
“The Otavi Railway, like the State Railway, was built to the 2 ft-gauge, though a difference of 1 centimetre in the wheel gauges is stated to have prevented the free interchange of rolling-stock. The widening to 3 ft. 6 in. of the gauge between Swakopmund and Omaruru had been voted by the German Railway Board, but the work had not been put in hand by the outbreak of the 1914 war. A new branch projected at the same period was the Ovamboland Line, the first aim of which was to provide Ovambo labour for the South. The Landesrat in November 1913, approved a line of 2 ft-gauge, but on earthworks and bridges wide enough for a 3ft. 6in. gauge track, to run from Otjiwarongo (on the Otavi Railways) to Outjo and Okahakana.” [1: p121]
Railways in South West Africa from Swakopmund, mainly German- built, included the 361 miles to Tsumeb, opened in 1906, and the longest narrow-gauge railway in the world. The gauge at the Southern end was widened in 1915. [1: p122]
A sum of £450,000 was allowed for the line from Otjiwarongo to Outjo and Okahakana “in the German Loan Estimates for 1914-15. The first section, including the 55 miles from Otjiwarongo to Amiab Poort, was to cost £250,000. Construction was begun, and the line was laid for 22 miles before the outbreak of hostilities in the first world war.” [1: p123]
“Railway developments south of Windhoek, on the 3 ft. 6 in. gauge, made it desirable to convert the earlier 2ft. lines. During 1911, the section from Karibib to Windhoek was converted to 3 ft. 6 in. gauge at a cost of £550,000, with the Bechstein-Koppel Gesellschaft as contractor. The ruling gradient [was] 1 in 66 with a minimum curvature of 656 ft. This work was completed during 1913. The Swakop River at Okahandja [was] spanned by a bridge 350 ft. long, and there [was] a smaller bridge at Otjihavera. About the same time, the coastward section from Karibib to Swakopmund was practically abandoned in favour of the alternative route provided by the Otavi Railway. In fact, the settlers in the Swakop Valley, who asked for a short railway to link them with Swakopmund, were promised in November 1913, that the material from the disused 92 miles of the State line between Swakopmund and Kubas would be used for this purpose, but it was not done.” [1: p123]
An image showing an armoured train in South West Africa during World War I, 1914-1918, can be found here [29] The South African army invaded the German colony of South West Africa in March 1915 overrunning the much smaller German forces.
Wikipedia tells us that, “With the outbreak of World War I, the German Schutztruppe military unit retreated from the coast, and withdrew into the inland. In the process, the Schutztruppe destroyed the Otavibahn, and the old Staatsbahn towards Karibib, as far as Rössing.” [5]
The Staatsbahn was abandoned but this was not the case with the Otavibahn. In 1914, “British troops … moved forward from the British enclave of Walvis Bay, and by the end of 1914 they had built a 37 km (23 mi) long 3 ft 6 in (1,067 mm) railway to Swakopmund. The Otavibahn was also reconstructed in 3 ft 6 in (1,067 mm) as far as Usakos, and the section between Usakos and Karibib was realigned. The network north of Usakos remained in 600 mm (1 ft 11 5⁄8 in) gauge; the workshop for both gauges was consolidated in Usakos, and the one in Karibib was closed.” [5]
Lee tells us that by 1917 the Staatsbahn line from Karibib to the coast had ceased to exist. “the line between Karibib and Rossing (95 miles), the 10-mile branch from Jakalswater (built to carry water from the Swakop River at Riet), and the Kubas military line (4.5 miles), were lifted and removed to provide material for Tanganyika and the Union of South Africa.” [1: p123]
Lee goes on to confirm that the Union forces, in the course of their invasion of German South West Africa, “laid a 3 ft. 6 in. line for 100 miles inland from Swakopmund to Kranzberg along the original track of the Otavi line, which the Germans had wrecked in their retreat. This was completed in August, 1915. The construction of a new 12.5-mile section, of the same gauge, from Kranzberg to Karibib, was completed in July 1915, and again connected the Otavi Railway with the [NSR]. Thus, in August 1915, there was continuous communication of uniform gauge for the first time from Swakopmund to points south of Windhoek. As strategic railways had meanwhile linked the Union Railways with those of South-West Africa on 25th June 1915, a through railway of 1,635 miles was provided between Walvis Bay and Cape Town.” [1: p123]
Also during the first world war, a new railway from South Africa was constructed – “as an extension of the De Aar-Prieska Railway – to achieve a secure supply route for … South African troops. In 1916, the line was connected to the German network at Kalkfontein (now Karasburg).” [5]
“With the linking of the Kranzberg-Tsumeb 2ft-gauge line to the workshops at Usakos by means of a third rail between Usakos and Kranzberg on the 3-ft. 6-in. gauge track of improved location, the 9-mile section from Karibib to Onguati was no longer of value, and it was uplifted in 1924.” [1: p123]
“The former Otavi Railway system [was] therefore represented [in 1952] by about 100 miles of 3 ft. 6 in. line on the coastward section, part of the main railway system of South-West Africa, and 307 miles of 2ft-gauge farther inland. [In 1952, there were] also various private branch lines (some disused) connected with the 2ft section. [In 1952], the present main line of this gauge [was] from Kranzberg to Tsumeb, some 251 miles, on which one train in each direction [was] run two days a week.” [1: p123]
Wikipedia continues: Under South African/British occupation, the following lines were established (listed by first year of full operation): [5][10]
1914: Walvis Bay–Swakopmund in 3 ft 6 in (1,067 mm). [5]
1915: Swakopmund–Karibib: Reconstruction in 3 ft 6 in (1,067 mm). [5]
1915/1916: (De Aar)–Nakop (border)–Kalkfontein in 3 ft 6 in (1,067 mm). [5]
1921: Otjiwaronge–Outjo 600mm gauge (based on German preparations). [5]
1929: Windhoek–Gobabis railway in 3 ft 6 in (1,067 mm). [5]
From 1958: the Otavibahn north of Usakos was gradually regauged to 3 ft 6 in (1,067 mm), with the new line being laid parallel to the existing line, but largely on new foundations; the new line was in operation from 1961. [5]
“From August 1915 the Namibian railway network was operated de facto by South African Railways, and this arrangement became official in 1922. … From 1959, steam locomotives were gradually replaced by diesel locomotives, for which an engine-house was built in Windhoek. This made operations very much easier, because water is in short supply in Namibia, and the coal needed to heat the water in the steam locomotives also had to be procured from the Transvaal.” [5]
The Namibian Network in the 21st century
In the 21st century, the rail network of Namibia is operated by TransNamib. As of 2017, the Namibian rail network consisted of 2,687 km of tracks. [11]
The railway line from Windhoek to Kranzberg is 210 kilometres (130 miles) long and was completed in 1902. [10]
Windhoek (capital – junction)
Okahandja
Karibib (proposed cement works)
Kranzberg (junction Tsumeb v Windhoek)
After the aerial image immediately below, the next three images form a kind of ‘tryptic’ which shows the TransNamib train yard and station at Windhoek. Taken together they show the full site. …
Wikipedia tells us that “the station was built in a Cape Dutch-style and is located on Bahnhof Street. An additional northern wing was constructed by South African Railways in 1929 to match the existing style of the building. … The station also houses the small Trans-Namib Railroad Museum which outlines Namibian transport history, particularly that of the railway. Opened on 1st July 1993, the exhibition consists of a wide range of railway equipment, maps and related items which date back to German colonial times. Another part of the exhibition is dedicated to Namibian Airways history and Namibian Maritime history. … Across from the entrance [to the station] stands the German locomotive ‘Poor Ole Joe’, one half of a South West African Zwillinge, No 154A, the sole surviving specimen of this type of steam locomotive. It was originally shipped to Swakopmund in 1899 and reassembled for the run to Windhoek” [23][24]
Namibia Scientific Society posted the following on Facebook on 9th June 2020: Poor Ole Joe is a 600mm-gauge steam locomotive “and was manufactured in 1900 by Henschel & Sohn GmbH, Kassel, Germany, under the serial number 5376. It was put into operation in 1904 and operated on the Swakopmund – Windhoek route. The steam locomotive was taken out of service in 1939 after traveling approximately 371,000 miles.” [25]
There is some uncertainty over the date of fabrication of the locomotive. Perhaps the two years mentioned relate to a date when the locomotive was shipped from the factory and the date of completion of the reassembly in Swakopmund?
The railway line from Kranzberg to Walvis Bay is 201 kilometres (125 miles) long. The section between Kranzberg and Swakopmund was completed in 1902. In 1914, an extension to Walvis Bay was commissioned; the rails were laid close to the shore of the Atlantic Ocean. In 1980, this extension was replaced by an alternative route behind the dunes that allowed for higher axle load. [10]
Kranzberg (junction Tsumeb v Windhoek)
Usakos
Arandis (crossing loop)
Swakopmund
Walvis Bay (port)
Looking back Northeast towards Kranzberg Railway Station from the B2. [Google Streetview, 2024]Looking Southwest along the railway towards Usakos’, Arandis and Swakopmund. [Google Streetview, 2024]
Key locations along the line to Swakopmund are illustrated below: …
Before having a look at the Rossing Uranium Mine, it is worth a quick diversion Northwest of the station and marshalling yard shown above. The Namibia Institute of Mining & Technology is host to a plinthed display of a locomotive and carriages from the old 2ft-gauge railways of Namibia.
This image shows a complete (but short) 2ft-gauge train at the Namibia Institute of Mining and Technology. [Google Streetview, 2024],
This train was once on display in Windhoek. It was moved to the Namibia Institute of Mining Technology (NIMT) outside Arandis. and restored with the help of Wesbank Transport and AWH Engineering, Rigging and Rentals. The locomotive, is a Henschel Hb 56. The locomotive and its wagons were in use between Usakos and Tsumeb between 1906 and 1959. The South African Railways then donated it to the National Museum in Windhoek and in 1964 it was placed in front of the Alte Feste, but it was too close to the Reiterdenkmal and was moved in 1974 to the southern side. The train consists of the locomotive, a coal wagon, a closed goods wagon, a passenger coach for first and second class and a wagon in which the conductor travelled with the mailbags, milk and cream cans that were picked up along the route. The passenger coach could transport 16 passengers. The first-class passengers could sit on upholstered seats while the second-class passengers sat on plain wooden benches. The two classes were divided by a small washroom. The conductor’s wagon was destroyed in 2007 when it was set alight by a homeless person who slept in the train and made a fire. The boilermaker and carpentry students at NIMT renovated the train. [35]
“The locomotive is from the class Hb 0-6-2T. Of the 15 locomotives built by Henschel for the Otavi line between 1905 and 1908, six were absorbed into the SAR. The engines had Allan valve gear and often ran with an auxiliary tender attached which contained both coal and water.” [36]
Walvis Bay was a British enclave in German South West Africa. The first narrow gauge railway in the British ruled Cape Colony was in Walvis Bay. Initially projected merely to connect the jetty with the town, the Walvis Bay Railway was opened in 1899 and ran for twelve miles up north to the German border at Plum. [17]
“On 6th March 1899 the Agent General for the Cape of Good Hope ordered a “Sirdar” class locomotive named ‘Hope’ which was almost as long in transit to Walvis Bay – where it arrived on 22nd August 1899 on board the British barque Primera – as it had been in the building. Because of the extremely light nature of the track (12 lb. rail with sleepers spaced three feet apart) HOPE was provided with an additional pair of carrying wheels at both ends. Thus the standard 0-4-0T type was converted to a 2-4-2T type. Even so the maximum axle load of ‘Hope’ in working order would be about 1¾ tons, which is considerably more than today’s suggested figure for this category of track of 1 ton 4 cwt. Within six years the railway was virtually moribund and by 1915, ‘Hope’ had been laid aside and forgotten. That was because the Germans preferred to use their own harbour in Swakopmund.” [17][18]
Two works photographs of ‘Hope’: in the one with the valance (wheel cover) raised, one of the smaller carrying wheels can just be made out on the left of the picture. [17][18]
Kranzberg-Otavi
The railway line from Kranzberg to Otavi is 328 kilometres (204 miles) long and was completed in 1906. [10]
Kranzberg (junction Tsumeb v Windhoek)
Omaruru
Kalkfeld (short siding)
Otjiwarongo (junction for Outjo)
Otavi
Kranzberg Railway Station has already been featured above. The next images show the line from there to Otavi. …
Kranzberg Railway Station. [Google Streetview, June 2025]
The loop allows trains from Windhoek to access the route to Otavi without reversing. That line running towards Otavi sets off from Kranzberg in a Northeasterly direction crossing a series of dry watercourses and gradually taking a more northerly course before encountering the D2315 (a dirt road).
From Kalkfeld the line heads in a generally Northeasterly direction towards Otjiwarongo.
As on the earlier length of the line, we see it crossing a number of dry river beds. [Google Maps , June 2025]
The next five images are a sequence which shows a long passing loop, perhaps halfway towards Otjiwarongo.
A sequence of five images shows a passing loop. The sequence has the Northeast end of the loop in the first of the five images and the Southwest end of the loop in the fifth image, immediately above. [Google Maps, June 2025]
The next five images show a sequence of structures over dry river beds
Five bridges spanning dry watercourses. [Google Maps, June 2025]This photograph is taken from the C33 which has followed the railway Northeast towards Otjiwarongo. [Google Streetview, 2024]Approaching Otjiwarongo, this photograph faces East-northeast from alongside an ungated crossing around 50 metres Southeast of the C33. [Google Streetview, 2024]This photograph faces East-northeast along the approach to Otjiwarongo Railway Station. The road from which it is taken is the C38. [Google Streetview, 2024]Otjiwarongo Railway Station is a junction station with line onward to Otavi and Outjo. [Google Maps, June 2025]Otjiwarongo Railway Station building. [Google Streetview, 2024]Otjiwarongo Goods Shed. [Google Streetview, 2024]In 1912, Henschel built three 2-8-2 tender engines No. 40, No. 41 and No. 42 for the Otavi line for use on the Swakopmund-Karabib section. No. 41 is plinthed outside Otjiwarongo Railway Station. Like many other SWA locos they had dust covers to protect the motion. The carrying wheels were arranged as radial axles. As there were no separate bogie truck, the axle boxes were guided in such a way that the wheels could move radially with respect to the frame. At that time the railway was a 2ft-gauge line [Google Streetview, 2024] More information can be found here. [39]
The line to Otavi continues heading Northeast. …
The line to the Northeast of Otjiwarongo Railway Station. [Google Maps, June 2025]At the bottom-left of the image above the line crosses the C33 at an ungated crossing. [Google Streetview, 2024]A closer satellite view of the length of the line to the Northeast of the C33. A few sidings serve industries to the South of the line. The road at the centre of the image running North-South is Industria Street. [Google Maps, June 2024]Looking West from Industria Street. [Google Streetview, 2024]Looking Northeast from Industria Street. [Google Streetview, 2024]The B1 to the Northeast of Otjiwarongo bridges the line. This view looks Southwest towards the railway station. [Google StrLooking Northeast towards Otavi from the B1. [Google Streetview, 2024]The line runs parallel to the B1 heading Northeast. [Google Streetview, July 2024]Looking Northeast along the line from an ungated crossing at the D2430. The B1 can just be seen on the left of this image. [Google Streetview, July 2024]A little further Northeast this photograph, taken from the B1, shows a minor road crossing the railway at an ungated crossing. [Google Streetview, July 2024]As we travel Northeast, the landscape becomes greener. This another view looking East from the B1 and shows another ungated crossing of a minor road. [Google Streetview, July 2024]The line passing under the B1. The landscape has changed. The line is running through dense shrubs and small trees. [Google Streetview, 2024]In Otavi, this is Phyllis Street. It crosses the line at the Southwest end of the station site. [Google Streetview, 2024]Otavi Railway Station and turning triangle. [Google Maps, June 2025]Otavi Railway Station building. [Google Streetview, 2024]
It is worth noting here that the original gauge of the line from the coast to Otavi and Tsumeb was originally built to 2ft-gauge. Later it was converted to 3ft 6in gauge. The line was built for the Otavi Mining and Railway Company (Otavi Minen- und Eisenbahn-Gesellschaft or OMEG). The company was founded was a railway and mining company in German Son 6th April 1900 in Berlin with the Disconto-Gesellschaft and the South West Africa Company as major shareholders. [41]
The first locomotives designed for regular service were fifteen 22-tonne 0-6-2T locos built by Arn. Jung. [41][42: p45] Henschel & Sohn built twelve locomotives similar to the Jung design and three 0-6-0T locos. [41][42: p45] Twenty 8-wheel auxiliary tenders carrying 8 cubic metres of water and 3.5 tonnes of coal were built to enable these tank locomotives to complete longer runs. [41][42: p45][43: p65] Henschel & Sohn built three HD class 2-8-2 in 1912 with separate 8-wheel tenders for long-distance running. [42: p47] These locomotives weighed 59 tonnes (including the 26-tonne tender) and remained in service for 50 years as the 2-8-2 type became standard for the railway. [41]
By 1913, train service included 4 express trains, 14 mixed trains, and 29 freight trains each week. [42: p39] Express and mixed trains included a baggage car, a car for African passengers, and a coach for first and second class passengers. [42: p39] The passenger coaches carried concrete ballast in a depressed center section to minimize the possibility of wind tipping a lightly loaded car off the rails. [43] Express trains stopped only at designated stations, but other trains would stop at intermediate points when transport was required. [42: p39] Equipment included: 96 low-side ore gondolas; 55 high-side gondolas; 20 limestone gondolas; 20 boxcars; 12 tank cars; 4 stock cars; 3 passenger coaches; and an executive business car with a kitchen, a bathroom, and an office convertible to a bedroom at night. [41][42: p42][43: p65]
There were also some self-powered steam rail cars with a coal bunker, a mail compartment, 2 compartments for Europeans, and 4 for Africans. [41][42: p36]
Otavi-Grootfontein
The railway line from Otavi to Grootfontein is 91 kilometres (57 miles) long and was completed in 1908. [10]
Otavi (junction for Grootfontein)
Grootfontein (branch terminus)
Otavi Railway Station, seen from the C39 at the Northeast end of the station site. [Google Streetview, 2024]From the same location on the C39 a wider view shows the sidings at Otavi Railway Station [Google Streetview, 2024]Turning through approximately 180° and looking Northeast, the line to Tsumeb runs towards the hills at the left of the image. The line to Grootfontein curves away to the right. [Google Streetview, 2024]Looking back towards Otavi Railway Station from the ungated crossing on Josef Buchholz Avenue. [Google Streetview, 2024]Turning through 180°, this is the view Sputheast from Josef Buchholz Avenue towards Grootfontein. [Google Streetview, 2024]Heading Southeast out of Otavi the line to Grootfontein passes under the B1. This is the view along the line from the road and bridge. [Google Streetview, 2024]Out of Otavi, the line soon starts to accompany the B8 in its journey East. This photograph is taken from the B8 and shows an ungated crossing on a minor road. [Google Streetview, 2024]An ungated crossing provides access from the B8 into Kombat. The road is the D2863. This is the view East at the crossing. [Google Streetview, 2024]
The line turns away from the B8, to the North. As it does so it crosses the D2860 at an ungated crossing.
The line to Grootfontein crosses the D2860 at an ungated crossing. [Google Streetview, 2024]
The line follows the D2860 and then the D2905 before passing under the B8, as it heads for Grootfontein.
An ungated crossing to the South of the D2905. [Google Streetview, 2024]The view ahead along the line towards Grootfontein from the B8. [Google Streetview, 2024]The view towards Grootfontein from a minor road ungated crossing. [Google Streetview, 2024]Much closer to Grootfontein, another view East along the railway. [Google Streetview, 2024]The fuel depot at Grootfontein. [Google Maps, June 2025]Grootfontein Railway Station. [Google Maps, June 2025]Grootfontein Railway Station in 2007. This image was shared on the African Railway Station Stopping Places Facebook Page In 2012. [46]Grootfontein Railway Station goods depot in 2007. This image was shared on the African Railway Station Stopping Places Facebook Page In 2012. [47]
Grootfontein railway station is being converted into a logistics hub for business with the DRC and Zambia.
At the moment, trucks from the DRC, Zambia or Namibia travel about 2,500 kilometres from Walvis Bay harbour to Lubumbashi. With the introduction of the Grootfontein hub, these trucks will travel a distance of about 1,400 kilometres. TransNamib is prepared to dedicate four trains a week for this business idea. [44]
Immediately to the East of the railway station the line turns to the South and is clearly not well used and significantly overgrown in places. [Google Maps, June 2025]After a few hundred metres the line turns to the East. It can clearly be made out towards the bottom of this satellite image. [Google Maps, June 2025]The line continues East and passes under the D2830. [Google Maps, June 2025]Looking West from the D2830, a short length of the line can be seen just to the right of the centre of this image. [Google Streetview, 2024]To the East of the D2380 a series of sidings still exist. [Google Maps, June 2025]It is harder to make out the sidings in this view. The photograph looks East from the D2380. [Google Streetview, 2024]These last two satellite images show the extent of the tracks in the industrial area to the East of the D2380. [Google Maps, June 2025]
Otjiwarongo-Outjo
Otjiwarongo (junction for Outjo)
Outjo (railhead)
Otjiwarongo Railway Station is illustrated above. The railway line from Otjiwarongo to Outjo is 69 kilometres (43 mi) long. The first 26 kilometres (16 mi) were completed under the German colonial administration in 1914/1915; the railway line was named Amboland Railway in reference to the territory of the Ovambo people. The link to Outjo was completed in 1921 under South African rule. [10]
The branch line to Outjo can be seen turning away North from the line to Otavi. [Google Maps, June 2025]The branch line crossed the C33 at an ungated crossing. This photograph looks South from the C33 towards Otjiwarongo Railway Station. [Google Streetview, 2024]Turning through 120°, or perhaps more, standing on the C33, the rails of the line to Outjo disappear into the vegetation. The line has clearly not been used for some time. However, we will see that much of the line to Outjo remains in place and perhaps could be renovated should the need arise. [Google Streetview, 2024]The line curves round towards the West. On the way it appears often out of the undergrowth. Here, this minor road crosses the old railway and the signs still stand proudly either side of the line, either side of the railway. [Google Streetview, 2924]The road shown above appears bottom-right of this image. [Google Maps, June 2025]The line then heads Southwest for a while before gradually turning through the West to the Northwest. [Google Maps, June 2025]The line appears out of the brush quite often and sometimes for significant distances, as these two. [Google Maps, June 2025]These two images are typical of what can be seen on satellite imagery. The line appears out of the brush quite often and sometimes for significant distances. [Google Maps, June 2025]The line turns through West to Northwest. [Google Maps, June 2025]It continues, Northwest. [Google Maps, June 2025]One passing loop appears out of the undergrowth. [Google Maps, June 2025]Here it can be seen crossing another minor road. [Google Maps, June 2025]And then a tarmac road. All crossings are ungated. [Google Maps, June 2025]
The next series of six photographs show sidings parallel to the running line. This location is more than just a passing loop but I have not been able to establish whether a specific local industry was the reason for the sidings. The photographs run in sequence Southeast to Northwest. …
The last of six photographs of sidings adjacent to the line to Outjo. [Google Maps, June 2025]
The next sequence of four photographs shows a passing loop on the line. In sequence, these photographs run from the Southeast to the Northwest. …
In 2005, a new 89 km section of Northern Railway from Tsumeb to Oshivelo was opened by President Sam Nujoma, as part of the “Northern Extension” of the railway link from Kranzberg to Otavi. Construction on the project’s second phase, a 59 km stretch from Ondangwa to Oshikango on the Angolan border at a cost of about N$329m, was scheduled to be completed by December 2007. Ondangwa Station opened in 2006 for freight.
In phase 3, a 58 km branch from Ondangwa to Oshakati was constructed at an estimated cost of N$220m, for completion in December 2008. For the future a connection from Oshikango to a point near Cassinga is planned on Angola’s southern railway system. [11][13][14]
The Ondangwa-Oshikango line was officially opened by President Hifikepunye Pohamba in July 2012. In order to keep the system operational and safe, provincial governor Usko Nghaamwa implored local residents to stop stealing railroad ties and sections of the wire fence. [11][15]
Otavi (junction for Grootfontein)
Tsumeb
Ondangwa (junction)
Oniipa (road bridge)
Onjdiva [11][14]
Namacunde [11][16]
Oshakati
Oshikango (Angolan border)
The C39 crossed the railway immediately to the North of Otavi Railway Station. as we have already noted, this view from the ungated crossing shows the branch to Grootfontein heading away to the right and the line North-northeast to Tsumeb heading for the distant hills. [Google Streetview, 2024]
The journey towards Tsumeb runs uneventfully over flat ground surrounded by shrub and small trees, heading North-northeast, until it reaches Ohorongo Cement Works.
An aerial view of the works can be found here. [48] That view looks North across the Works and shows the railway and a dedicated branch to the Works in the background.
Ohorongo Cement Works. [Google Maps, June 2025]The passing loop and access to the cement works’ private sidings. [Google Maps, June 2025]The dedicated siding can be seen leaving the main line at the Southwest end of the passing loop. [Google Maps, June 2025]The siding curves round along the Northeast side of the Works. [Google Maps, June 2025]The siding ends towards the Northeast corner of thecsite
The railway continues Northeast over largely unremarkable flat terrain, before turning East, encountering one arm of the B1 and then a triangular junction.
Encyclopedia Britannica tells us that “In 1851 Sir Francis Galton, a British explorer, made note of copper ore deposits in the vicinity of what later became the town of Tsumeb. An Anglo-German company acquired mining rights for the Tsumeb area in 1903. Southwest of Tsumeb is the site of the final German troop surrender to South African forces in World War I. The town remained a small copper-mining centre until the Tsumeb mine was purchased in 1947 by a largely U.S.-based corporation. It has since been developed as a planned company town (although ownership of the mine has changed hands several times), exploiting mineral deposits that include significant amounts of lead and copper as well as zinc, cadmium, silver, and germanium (a metalloid element used as a semiconductor). An integrated copper and lead smelter treats concentrates from Tsumeb and other mines. Owambo labourers are the chief contract workers.” [50]
The mine, owned by Dundee Precious Metals sits to the East of the B1.
The line to the North of Tsumeb left the triangular junction to the West of the town heading first to the West and then to the Northwest and then directly North alongside the D3007, before turning West-northwest again.
Looking Southeast from the B1 towards Tsumeb. [Google Streetview, 2022]Looking Northwest from the B1 along the line towards Omuthiya. [Google Streetview, 2022]The ungated crossing at the D3007. [Google Maps, June 2025]
After a few kilometres on a West-northwest heading, the line then turns to the North-northwest and runs parallel to the B1 for some considerable distance.
The B1 and the railway converge and head North-northwest. [Google Maps, June 2025]The line seen from the B1. [Google Streetview, 2022]The ungated crossing on the D3004. [Google Streetview, 2022]The view North-northwest along the line from the ungated crossing on the D3001. [Google Streetview, 2022]The line diverges from the B1 just to the South of the River Owambo. Both the railway and the road cross the river in this satellite image. [Google Maps, June 2025]Triangle on the South side of the D3610 at Oshivelo. [Google Maps, June 2025]Oshivelo Railway Station on the North side of the D3610. [Google Maps, June 2025]Looking South East from an ungated crossing just to the Southeast of Omuthiya Railway Station. [Google Streetview, 2022]Looking Northwest from the same ungated crossing into the site of Omuthiya Railway Station. [Google Streetview, 2022]Omuthiya Railway Station. [Google Maps, June 2025]The line to the Northwest of the station, seen from the South. [Google Streetview, 2024]A short distance further up the line looking back towards Omuthiya. [Google Streetview, 2024]A little further Northwest again, this time looking North towards Ondangwa. [Google Streetview, 2024]Looking back towards Omuthiya from the ungated crossing on the D3603. [Google Streetview, 2024]At the same ungated crossing, this photograph is taken looking forward towards Ondangwa. [Google Streetview, 2024]Two culverts then take the line over the dry channel of the River Gwashigam. [Google Maps, June 2025]Looking back Southeast from the bridge carrying the D3622 over the line on the approach to 0ndangwa. [Google Streetview, 2024]Looking Northwest from the same bridge towards Ondangwa. [Google Streetview, June 2025]Looking South-southeast from an ungated minor dirt road crossing closer to Ondangwa Railway Station. [Google Streetview, 2024]Looking West-northwest towards Ondangwa. [Google Streetview, 2024]Ondangwa Railway Station and turning triangle. [Google Maps, June 2025]Looking South East from the B1 overbridge into the site of Ondangwa Railway Station. [Google Streetview, 2024]The view West from the same bridge across the turning triangle, the arm on the right leads to the line heading North towards the Angolan border. [Google Maps, June 2025]Fuel depots sit alongside the line as it heads North. [Google Maps, June 2025]Looking North from the bridge carrying the C45 over the railway which is now closing in on the railhead on the Angolan border. [Google Streetview, 2024]
The next three images are a sequence of North-facing photogra
The last photograph on the northern line is a satellite image showing the railhead
The railhead in Oshikango at the Namibia/Angola border. [Google Maps, June 2025]
References
Charles E. Lee; The Longest Narrow-Gauge Railway; in The Railway Magazine, February 1952, Tothill Press, Westminster, London, p121-123.
Helmut Schroeter; Die Eisenbahnen der ehemaligen deutschen Schutzgebiete Afrikas und ihre Fahrzeuge = Die Fahrzeuge der deutschen Eisenbahnen 7 [The Railways of the former German Protectorates in Africa and their Rolling Stock = the Rolling Stock of the German Railways 7]. (in German); Verkehrswissenschaftliche Lehrmittelgesellschaft, Frankfurt am Main, 1961.
Helmut Schroeter and Roel Ramaer; Die Eisenbahnen in den einst deutschen Schutzgebieten: Ostafrika, Südwestafrika, Kamerun, Togo und die Schantung-Eisenbahn: damals und heute [German colonial railways: East Africa, Southwest Africa, Cameroon, Togo and the Shantung Railway: then and now] (in German and in English); Röhr-Verlag, Krefeld, 1993.
Brenda Bravenboer and Walter Rusch; The First 100 Years of State Railways in Namibia; TransNamib Museum, Windhoek, 1997.
According to Schroeter; Bravenboer does not mention this line.
Frederic J. Shaw; Little Railways of the World; Howell-North, Berkeley, California, 1958.
Dick Andrews; Extra Narrow Gauge Junction: Otavi Ry., State Northern Ry. in South Africa [sic]; in Narrow Gauge and Short Line Gazette, Volume 16 No. 1, 1991, p63–66.
In January 1950, G. Charles published a short (2 page) article about the Duke of Sutherland’s railway interests. [1]
It was only the nationalisation of the British railways which brought to an end the Duke of Sutherland’s hobby of owning and running his own train with running powers over LMS lines.
Charles noted in 1950, that the Duke of Sutherland was the only individual owner of a private railway carriage in the UK. He notes that wealthy men in the USA owned private carriages until the 1930s.
We perhaps ought to remind ourselves that the royal family had access to a number of sets of rolling stock on different railway company lines. A tradition which remained in place once the UK railways were nationalised.
We should perhaps also note that the Duke of Sutherland was not alone in owning his own locomotive which ventured onto the main line railways of the UK. The story of the diminutive ‘Gazelle’ includes its first ownership by a wealthy businessman who took it out onto the main line. Its story can be found here. [2]
Since Charles article of 1950, we have become used to private owners being able to run stock (locomotives, carriages and wagons) on lines which belong to the nation in some guise or other. Indeed, the whole railway network began to operate in this way with privatisation in the 1990s.
Charles continues to tell the story of the Duke of Sutherland’s railway involvement. … “The railway through Sutherland, from Golspie to Helmsdale (17.25 miles), was projected by the third Duke, and built at his own expense, after a local undertaking, the Sutherland Railway, had succeeded only in completing its line from Bonar Bridge to Golspie, 6 miles short of Brora, the intended terminus. The line was authorised on 20th June 1870, but construction already had been begun, and the railway was completed on 19th June 1871. A private station was provided, 2 miles north of Golspie, to serve Dunrobin Castle, the seat of the Duke. The railway from Golspie to Helmsdale was worked by the Highland Railway, but it was not until 28th July 1884, that the Duke sold his undertaking to that company, of which he was already a director. He was also a director of the London & North Western Railway.” [1: p9] Some notes about the Sutherland Railway are included below.
“To enable his railway to be opened before the connection with the Sutherland Railway, at Golspie, was completed, the Duke had purchased a locomotive and some coaches. After the Highland Railway took over the working of the line, the engine was used to haul the Duke’s private saloon between Inverness and Dunrobin, but south of Inverness, the saloon was attached to main-line trains. These arrangements were continued after the railways north of Inverness were amalgamated with the Highland Railway, and persisted after the grouping, in 1923.” [1: p9]
“The locomotive was a small 2-4-0 tank engine, built by Kitson & Company Leeds, and named Dunrobin. It had outside cylinders 10 in. diameter x 18 in. stroke, and coupled wheels 4 ft. diameter. The weight in working order was 21 tons.” [1: p9]
The first ‘Dunrobin‘ was a small 2-4-0 tank engine, built by Kitson & Company, Leeds. It was used to pull the two daily passenger trains on the line. When the Duke of Sutherland’s Railway reached Golspie in June 1871, the railway operations were transferred to the Highland Railway and the locomotive was used exclusively for the Duke of Sutherland’s private train. [4: p35-36] Dunrobin was sold to the Highland Railway in 1895. It was rebuilt in 1896 with a larger boiler and cylinders. The Highland Railway numbered it 118 and named it Gordon Castle for use on the Fochabers branch. Later it was renamed Invergordon and used as a shunter in that town, where it survived until just after the Grouping. [14]
“The original Dunrobin was acquired by the Highland Railway, and rebuilt at the Atlas Works, with a larger boiler, and new cylinders. It was numbered 118, named Gordon Castle, and put to work on the branch from Orbliston Junction to Fochabers. Some years later, it was renamed Invergordon, and used for shunting at Invergordon Harbour. During the first world war, it was loaned to the Great North of Scotland Railway, and was scrapped in 1923. The second Dunrobin performed shunting duties at Invergordon, and at Rosyth, during the [second world] war.” [1: p9]
The Duke of Sutherland’s locomotive Dunrobin designed by David Jones and built in 1892. [1: p18]
The second Dunrobin survived into preservation. Along with the four-wheel saloon it was sold to Captain Howey and initially preserved as static exhibits at New Romney on the Romney, Hythe and Dymchurch Railway in Kent.
Dunrobin and its carriage at New Romney. [19]
Following Howey’s death in 1963, the locomotive and carriage were sold to Harold Foster, who had them transported to Canada. Foster was declared bankrupt in 1965, [15] and the locomotive and carriage were bought for $15,000 by the Government of British Columbia. Dunrobin was then overhauled at the British Columbia Hydro workshops, to enable it to take part in the Canadian railway centennial celebrations in 1966. [20] Dunrobin and its carriage (58A) became exhibits at Fort Steele heritage village, where Dunrobin was steamed occasionally. It was last steamed at Fort Steele in 2005. [16]
This image is embedded from the Beamish Museum website. It shows Dunrobin and 58A being tested on 27th June 1966, on the BC Hydro sidings at New Westminster, British Colombia. This photo is one of an extensive set (plus a scrapbook) recording Dunrobin’s life in British Columbia. [20][21]
In 2010, both were declared surplus to requirements [15] and in January 2011, Beamish Museum announced that it had purchased both the locomotive and carriage which arrived back in the UK in May 2011. Dunrobin was taken to Bridgnorth on the Severn Valley Railway, where restoration work was undertaken. [17] Progress on restoration was slow as the condition of the locomotive was worse than had been anticipated. By 2020 work had made good progress but was halted by the pandemic. In 2021, Beamish Museum, received a grant of £150,000 to allow work to be completed. At that time, the Museum was anticipating that the project would be completed within 2 or 3 years. [20]
Heritage Railway Magazine No. 181 contains a feature article on Dunrobin which can be found here. [18] At present Beamish Museum is still expecting Dunrobin to be in steam at the Museum in 2025. [22]
The Two Carriages
“In 1899, a large saloon was built for the Duke at Wolverton Carriage Works, London & North Western Railway. It was designed by Mr. C. A. Park, Carriage & Wagon Superintendent, L.N.W.R., who used it as the prototype for the royal train built in 1903 for King Edward VII and Queen Alexandra, an example of railway coachbuilding, decoration, and furnishing unequalled during the [first half of the 20th century]. This train was used subsequently by King George V and Queen Mary, and George VI and Queen Elizabeth, until 1941. King Edward VIII never used it, as he preferred the late Lord Stamp’s “President’s Car,” which also [was] used by the Princess Elizabeth and Princess Margaret.” [1: p9-10]
“After the death of the third Duke, in 1892, his son decided to have a more powerful engine, and David Jones, Locomotive Superintendent, Highland Railway, designed a 0-4-4 side tank engine, with 13 in. x 18 in. inside cylinders, and a boiler carrying a working pressure of 120 lb. per sq. in. The diameter of the coupled wheels was 4 ft. 6 in., and of the trailing wheels 2 ft. 6 in. This engine was built at the Atlas Works, Glasgow, in 1895. Like its predecessor, it was named Dunrobin, and was painted dark green, with black bands, and yellow lining. A seat with leather cushions, extending the full width of the cab, was provided over the coal bunker for passengers riding on the footplate. The front weather board was autographed by several illustrious travellers, who inspected the engine while they were guests of the Duke.” [1: p9][14]
The large saloon in the paint shop at Wolverton in June 1949. [1: p19]
“In February, 1949, the Duke of Sutherland advertised his saloon for sale, for conversion into a bungalow; but a Lincolnshire firm of coachbuilders recognised the vehicle from its description, and purchased it. The new owner, the Lincolnshire Trailer Company, Scunthorpe, intend[ed] to preserve the saloon as an example of the finest British coach work in existence. It … also acquired the Duke’s locomotive and smaller saloon, Arrangements [were] made with Capt. J. E. P. Howey, Chairman of the Romney, Hythe & Dymchurch Railway, for the engine and the saloons to be exhibited at New Romney.” [1: p10]
“The large saloon [was] 57 ft. long over headstocks, and 61 ft. over the buffers. The width [was] 8 ft. 6 in., and height from rail level to the top of the roof 12 ft. 7 in., and to the side cornices 10 ft. 9.5 in. The saloon [was] carried on four-wheel bogies with a wheelbase of 8 ft., and spaced at 39 ft. centres. It [was] fitted with the vacuum and Westinghouse brakes. …. The saloon [was] divided into a large lounge (13 ft. 10 in. long, and extending over the full width of the vehicle), a smoking room (7 ft. long) three single berth sleeping compartments, a pantry, and a luggage and attendant’s compartment. Two of the sleeping berths [had] separate toilets, and a third toilet adjoin[ed] the smoking room. The lounge [was] furnished with two movable settees, a round table, and four dining chairs; and the smoking room [had] four fixed armchair seats, convertible into two beds, and two folding tables. The vestibules at each end of the saloon [had] end observation windows, but no gangways to connect with other vehicles on the train. Complete privacy for the occupants [was] thus assured.” [1: p10]
The smoking compartment of the Duke of Sutherland’s large Saloon. [1: p19]
“Stone’s system of electric lighting [was] installed, and there [were] electric bells to the attendant’s compartment, and electric fans for ventilation in hot weather. The fittings of the pantry include[ed] an oil cooker, a sink and a dresser. Steam heating apparatus, and a self-contained high-pressure hot-water system, [were] provided for warming the vehicle. … The interior decorations of the saloons and berths [were] of Spanish mahogany, white enamelled, and picked out in gold leaf, with solid silver lighting fittings. The ceilings [were] in figured lincrusta, finished in white and gold leaf. The couches and easy chairs [were] upholstered in green figured tapestry, with loose chintz covers, and the pelmets and curtains [were] of green silk and chintz to match. Turkey carpets [were] laid in the lounge and the smoking room, but elsewhere, Wilton pile carpets, underlaid with thick grey felt, [were] used. The external finishings of the saloon [were] dark Sutherland green, on the lower panels, and white, picked out with gold leaf, on the upper panels. The roof and the tyres [were] painted white.” [1: p10]
The bogie saloon is now part of the National Railway Museum’s collection. As of January 2011 it was under the care of the Scottish Railway Preservation Society at the Bo’ness and Kinneil Railway. [14] It remains on display in Museum Hall No. 2 in the Museum of Scottish Railways at the Bo’ness and Kinneil Railway. Further details can be found here. [23]
This photograph of the bogie saloon (57A) is embedded here from the Museum of Scottish Railways website. Please click on the image to go to their website. [23]
“The smaller saloon [ran] on four wheels, and [was] 25 ft. long and 8 ft. 6 in. wide. It [was] divided into a saloon, 14 ft. 3 in, long, with side and end windows, and a brake van, 10 ft. long. The saloon [was] furnished with six armchairs and a table, and there [were] three fixed seats in the brake van. The interior decorations [were] of mahogany and maple, and the external finish resemble[d] that of the larger saloon. When the Duke was travelling by special train, north of Inverness, the large saloon was steadied by having the smaller vehicle attached behind it.” [1: p10]
The Duke of Sutherland’s small four-wheel saloon, used for local journeys, and for steadying the large saloon. [1: p18]
The smaller saloon is now at Beamish Museum. It travelled there in 2011 and underwent limited refurbishment to allow it to be placed in service at the Museum. In 2018 it saw its first use at the Museum. [20]
This photograph of coach 58A is embedded her from Heritage Railways Magazine’s website from 2018. Please click on the image to be taken to the report on their website. [24] Should image-link fail, please click here. [25]
The Sutherland Railway and the 3rd Duke of Sutherland
“The Sutherland Railway had opened in 1868, terminating at Golspie. The Duke continued the line to Helmsdale from his own resources. It opened from a Dunrobin Castle station to West Helmsdale in 1870, and for some months the Duke had it operated as a private railway. In 1871 the line was completed from Golspie to Helmsdale, and operated as a part of the Highland Railway. … It was absorbed into the Highland Railway in 1884 and continues in use today as part of the Far North Line.” [3]
Various interests in Inverness and in Sutherland sought to extend railways to the North of Inverness. The first step in this was the Inverness and Ross-shire Railway which opened as far as a Bonar Bridge station on 1st October 1864. [4: p30]
“Next came the Sutherland Railway which obtained Parliamentary powers to build a line from Bonar Bridge to Brora in 1865. [5] This was assisted by the commercial drive and financial resources of The Duke of Sutherland.” [3]
The Sutherland Railway ran out of money when it reached Golspie. It was “unable to continue to Brora as authorised. By now the Inverness and Ross-shire Railway had been absorbed into the Inverness and Aberdeen Junction Railway, and it was only by the negotiating pressure of the Duke of Sutherland that the line reached Golspie. The Duke of Sutherland had a seat at Dunrobin Castle, which would have been on the Brora line, but was now not railway connected. … The Duke of Sutherland decided to build a line himself, and this became the Duke of Sutherland’s Railway. It obtained its authorising act of Parliament, the Duke of Sutherland’s Railway Act 1870 … on 20th June 1870. [4: p33-36] The act authorised a 17-mile line along the coast from Golspie to Helmsdale, on the borders of Caithness, taking over the Golspie to Brora powers of the Sutherland Railway.” [3][5]
“Engineering difficulties at both ends of the line delayed the completion of the line throughout, but the section from Dunrobin to a point just short of Helmsdale was finished by the autumn of 1870. The Duke decided that the railway should be opened forthwith, and a temporary station, known as West Helmsdale, was built at Gartymore. An engine and some coaches were purchased for working the line, but since there was as yet no physical connection with the Sutherland Railway at Golspie, the stock had to be placed on wagons and hauled along the road by a traction engine.” [3][4: p33-36]
“The opening ceremony was performed on 17th September 1870 by Princess Christian of Schleswig-Holstein. … From the date of the opening ceremony, the railway was privately operated, but after a Board of Trade inspection it was opened to the public on 1st November 1870.” [3][7]
“After the public opening, a service of two trains a day in each direction was run. On 19th June 1871 the works were completed and the railway was opened throughout, and the Highland Railway took over the working. [4: p33-36] The temporary terminus at Dunrobin became a private station serving the castle, at which trains called by request to pick up or set down passengers. In 1902 the buildings were reconstructed to the designs of the estate architect.” [3]
On 28th July 1884 the Duke of Sutherland’s Railway was absorbed into the Highland Railway. [3][4: p40]
It is worth noting that the Duke of Sutherland made a significant loss in undertaking all this work. He later commented in 1870 that it might have been possible to have turned a small profit if he had chosen to undertake the work as a narrow gauge line. …
“The Duke of Sutherland said he wished he had known more of the Festiniog Railway six years ago. ‘I have expended’, said His Grace, ‘about £200,000 in promoting and making railways in the North. Had these lines been constructed on the narrow gauge, and had they in consequence cost only two-thirds of the sum that has been expended on them, I should have obtained a direct return on this large sum which I have laid out for the benefit of my estates and of the people in those remote districts. As it is I shall suffer considerable loss.” [8]
The expenditure in the 1860s of £200,000 is the equivalent of close to £31,077,000 in 2025! [9] It is astounding that the Duke’s holdings meant that expenditure of that sum of money did not bring about bankruptcy. “The pound had an average inflation rate of 3.11% per year between 1860 and 2025, producing a cumulative price increase of 15,438.46%! … A pound today only buys 0.644% of what it could buy back then.” [9]
George Granville William Sutherland-Leveson-Gower, 3rd Duke of Sutherland (1828-1882) had interests around the country but of particular interest to me is his involvement with developments in East Shropshire which became the Lilleshall Company. He also held shares in other industrial ventures, including coal and ironstone mines.
The 3rd Duke of Sutherland inherited significant wealth and estates, including those in West Midlands, which included the estate of Lilleshall. He was also known for his interest in industrial projects, like the Shelton Iron & Steel Co. where he was a principal shareholder. The Duke’s involvement with the Lilleshall estate and his other industrial interests demonstrate a broader pattern of wealth accumulation and investment within his family. The family’s influence extended beyond the specific “Lilleshall” company to include other industrial and land ownership ventures, particularly within the West Midlands region. [10][11][12]
In 1892, the 3rd Duke of Sutherland’s obituary included these words: “…The late Duke was keenly devoted to science as employed for the promotion of the prosperity and material comfort of the tenants on his vast estates. He did more than, perhaps, any other man in the world to utilise cultivation by steam, and at one period he used all the resources and talent of the firm of John Fowler and Co., of Leeds, in this direction. He constructed at his own expense a railway in Sutherlandshire. It is said that an admiring navvy, seeing him start from Dunrobin Station one day, exclaimed to his mate, ‘There, that’s what I calls a real Dook. Why? There he is a driving of his own engine on his own railroad and burning of his own blessed coals!’ One who knew him well has said of him: ‘He was ever ready to assist in the development of ingenious ideas in machinery, mechanical appliances, and the like’...” [12][13]
References
G. Charles; The Duke of Sutherland’s Saloons and Locomotives; in The Railway Magazine, January 1950, Volume 96, No. 585, Transport (1910) Ltd., Westminster, London, p9-10.
Tony Streeter; Dunrobin: Overlooked, outcast and unwanted – until now!; in Steam Railway No. 384; Bauer Media, Peterborough, (7 January – 3 February 2011), p7–8.
Robin Jones; Steam comes home… twice; in Heritage Railway No. 151; Mortons Media Ltd., Horncastle, p24–25.
Will Marsh; Steam Locomotive Notes; in Severn Valley Railway News. No. 220; Winter 2022, p18.
There was a 19th century proposal for a public railway to Dunvegan and Portree which never came to fruition. A later proposal was the Hebridean Light Railway which was promulgated by the Hebridean Light Railway Company. It intended to operate on the Scottish islands of Skye and Lewis. [8] The Skye line was to have connected the port of Isleornsay (for ferries from Mallaig on the Scottish mainland) and the port of Uig on the north-west coast of the island, from where ferries would have sailed to Stornoway on Lewis. Another line was then proposed to link Stornoway to Carloway, the second settlement of Lewis. Branch lines were also proposed to Breasclete [9] and Dunvegan. [10]
The line was proposed in 1898, but was never completed. Records of the proposals are held in the National Archives at Kew. [11]
Although these schemes never came to fruition, at least six industrial railways have existed on Skye and adjacent islands at one time or another. These include:
TheLoch Cuithir to LealtDiatomite Railway – Details of this line can be found here. [5]
The Talisker Distillery Tramway – This short 23″-gauge tramway opened in 1900 and closed in 1948. Details can be found here. [6]
The Skye Marble Railway – Soon after the turn of the 20th century a line was opened between the Kichrist Quarries in Strath Suardal and Broadford Pier/Quay. Different sources say that this was initially either and aerial ropeway or a horse-worked tramway. Whatever form the initial arrangements took, by the end of the first decade of the 20th century, it was operating as a steam-hauled 3ft-gauge railway which for a short while (certainly no more than 4 years) employed a Hunslet 0-4-0ST, originally built in 1892 and previously used on the construction of the County Donegal Railway and various other contractors projects. This line is covered in more detail in the article which can be found here. [7]
The Raasay Iron Ore Mines and Their Railway – the railway operated from 1913 to 1919. [1][2]
More can be discovered about Raasay’s railway here. [12]
The Quartzite Quarry at Ord (opened in 1945) was equipped with a 3ft-gauge railway along which wagons were pushed by hand to a loading embankment. A short article can be found here. [13]
Storr Lochs Hydroelectric Power Station (opened in 1952) which included a standard gauge electric cable railway which still routinely carries spares and supplies down a 1 in 2 gradient. Another short article can be found here. [14]
Other railways on Skye or on adjacent islands? One source commented that Skye had thirteen different railways/tramways open at one time or another. I have only been able, so far, to identify the ones listed here. Should others be aware of more historic rail sites on Skye, I would be interested to hear. Maybe that source intended their list to include the abortive schemes mentioned at the head of this article? One particular proposal, which never came to fruition, has imaginatively been taken as the basis for the story of the fictitious Highland Light Railway Company. [15]
Storr Lochs hydro-electric power station was commissioned in 1952. It was built by the North of Scotland Hydro-Electric Board, and used water from Lochs Leathan and Fada, to provide the first general supply of electricity to the island. The power station has a total output of 2.40 MW. Because the location of the turbine house was not easily accessible, it was (and continues to be) served by a standard-gauge electric funicular railway. [1]
The location of Storr Lochs Hydroelectric Power Station in the Northeast of the Isle of Skye. [1]
The funicular is the only working railway on the Isle of Skye. It is below the spectacular stacks and landslips of The Storr on the Trotternish Peninsula, a few kilometres north of Portree.
The cable railway was built early in construction of the power scheme, and used to carry materials and equipment to the shores of Loch Bearreraig. In the concrete foundation of the railway over 600 rough steps were built. The first pipeline was constructed for the 1952 opening, and the second pipeline, running parallel added in 1956. [7] The maximum gradient on the railway is 1 in 2. [9]
Photographs of the construction of the scheme can be found here. [10]
Other pictures of this site can be seen here. [11]
There was a short tramway in the quartzite quarry close to Ord which was operational in the mid-20th century. …
The small village of Ord sits on the Northwest side of the Sleat Peninsula. [1]The small building shown on this map near to Coille a’ Chuaraidh is the approximate location of the quarry. [6]A road from the village runs Southeast across the Sleat Peninsula. The quartzite quarry was on the North side of the road at Coille a’ Chuaraidh. [1]
J.G. Stein & Co. of Bonnybridge commenced quarrying at Ord, Sleat Peninsula, Isle of Skye in 1944 and this continued until 1960. Silica was extracted from the quartzite ore and used as a heat resistant substance in industrial furnaces, fire bricks, cements, boilers etc. Only the explosives store and a storage building, now used as a bothy, survive. [1]
Ore was removed from the quarry in trucks that ran on a very short rail track to the road where it was loaded onto lorries and taken to the pier at Armadale. The ore was then loaded into a waiting puffer (coastal trading boat). [1]
The high cost of transport away from Skye meant that the quarry was uneconomic and it closed in 1960. [2]
The tramway/railway was very short – only 110 metres in length. [4]
The tramway was operated by manpower, no mechanical propulsion was employed. Rolling stock consisted of a number of wooden-framed tipper wagons, allegedly used on the Skye Marble Railway. [3]
This image is a postcard view of the Skye Marble Quarry.At the centre of the image is one of the tipper wagons used at Kilchrist and which may well have been bought for use at Ord Quarry. [5]
Until the 1970s, there were a number of these wagons gradually deteriorating on the beach at Ord, although there is no longer any sign of them. [4]
The featured image for this article is the only photograph I have been able to find of ‘Skylark’, the locomotive which for a matter of only a few years operated on the Skye Marble Railway. Further notes about the locomotive can be found in this article.This information board across the road from Kilchrist Church, features Skylark at the head of a train of wagons. [5]
Some sources say that in 1904, an aerial ropeway was constructed to transport marble to Broadford Pier from Kilchrist Quarries (alternatively known as Kilbride Quarries or Strath Suardal). The quarries were used to excavate marble. [1][2] Other sources talk of the line being worked first by horses. [14] There was an incline between the upper and lower Quarries at Kilchrist which appears to have been rope-worked. It is most likely, given the length of line from Kilchrist to the quay at Broadford and the relatively shallow gradients, that the line from the marble works down to Broadford was worked by horses, but it is entirely possible that an aerial ropeway was employed. Nothing remains of the line beyond the formation which now carries a footpath once South of Broadford, and, as will be seen below, some rails in the surface of the pier at Broadford.
The main length of the line was converted to a tramway/railway in 1910. It was, in total, over 6 km in length. [4] Some sources quote 3.5km [viz. 2] and probably take that length from the length of the footpath which follows the route of the old railway. The Skye Marble Railway was a 3 ft (914 mm) narrow gauge [5] line which only operated from circa. 1910 to 1912/1913. [6][7]
The Northern half of the Skye Marble Railway as shown on railmaponline.com’s satellite imagery. [8]The Southern half of the Skye Marble Railway as shown on railmaponline.com’s satellite imagery. [8]
It seems appropriate at this point to take a break from our journey along the line to find out as much as possible about the locomotive which was used on the Skye Marble Railway for a short time in the early 20th century. The website of the Industrial Railway Society (IRS) has some more information about this locomotive which the Skye Marble Company knew as ‘Skylark’. … The engine was first known as ‘Bruckless’, the notes which follow come from the IRS archives and were pulled together by D. Cole in 1965, in part from work undertaken by Dr. Iain D. O. Frew: “Delivered to T.S. Dixon in May 1892 through the agency of Josiah Buggins as ‘Bruckless’ for the Donegal-Killybegs contract of the County Donegal Railways, it was sold in 1894 after the completion of the contract and later worked for the Preston Corporation Waterworks Department on the construction of the Spade Mill No.1 Reservoir at Longridge. There it was named ‘Skylark’. Subsequently, in 1907, it went … to the Skye Marble Company and was used firstly by a contractor in building the Company’s railway from Torrin to Broadford, and then, from 1909, to work the railway itself. In 1913, following the failure of the quarries, the line was lifted and the locomotive sold to W.N. Jackson, a Glasgow metal merchant. He in turn sold it to J. Mackay, contractor for the Roundwood Reservoir in County Wicklow. This contract passed to H. & J. Martin Ltd. in 1915, and after its completion in 1925 the locomotive was scrapped.” [15]
D. Cole undertook further research into Hunslett’s records and was able to ascertain that “from July 1897 – the date from which the earliest detailed Hunslet spares records have survived – to March 1905 spares were sent to the Newcastle & Gateshead Waterworks. Delivery was sometimes to Otterburn, and the name of the locomotive was frequently quoted as ‘Bruckless’. No name was quoted by Preston Corporation when ordering spares between March 1907 and March 1910.” [15]
Cole was also able to confirm that:
from November 1910, spares were sent to W.R. Herring with the locomotives name quoted as ‘Dilworth’; [15]
in January 1911 and May 1911, spares were sent to Skye Marble Ltd. but no name was quoted; [15]
in August 1913, spares were ordered for the locomotive named ‘Skylark’ by W.H. Jackson, Glasgow, but sent to Mr. Easter, Skye Marble Cottages, Broadford, Isle of Skye; [15]
from May 1914 to May 1916, spares were sent to John Mackay, Dublin Waterworks, Roundwood, Co. Wicklow; [15] and
the last spares of all were sent out in January 1921 to H. & J. Martin Ltd., Roundwood Reservoir. – K.P.P. [15]
We now continue the journey along the old railway route. …
This view looking South towards the village of Broadford shows the footpath below the road (to the left beyond the dwarf wall) which probably follows the line of the old railway. [Google Streetview, December 2021]
The alignment of the railway which I have proposed here is supported by Railscot. On their page about the railway the alignment is shown adjacent to the shore rather on the higher ground to the West. [7]
The yellow-brick abutment on the Northside of the river is original, the modern footbridge sits on that abutment but is on a different alignment to the old railway. There is no remaining abutment on the South side of the river, so a new smaller abutment was constructed to support the footbridge. A comparison is made and pictures are provided, on this site. [5] The photographs towards the bottom of that webpage give an idea of the alignment of the old railway bridge. Which crossed from the North abutment to a point on the South bank of the River Broadford marked by the young tree in the image below.
The modern footbridge sits on one of the abutments of the old railway bridge beyond the river in this picture. The old railway bridge spanned the river on a line between the North abutment and the young tree, in leaf, at the centre of this image which looks North from the A87. [Google Streetview, May 2022]
From the South bank of the river and running South the line shown on railmaponline.com’s satellite imagery seems to be realistic, following, as it does, a curved route to the East of the location pictured above. …
Crossing the modern A87, the old railway ran Southeast crossing the modern Glen Road (which did not exist at the time the railway was operating) close to Broadford (Church of Scotland) Church and then curved round to the East of Strath Suardal Way (which also did not exist when the railway was working). [8]
The next two images show the formation of the old railway on a low embankment on the East side of Strath Suardal Way.
This photograph was taken at the roundabout looking South-southwest along Strath Suardal Way. The low embankment runs behind the street lighting. [Google Streetview, December 2021]Further along Strath Suardal Way and looking Southwest, the low embankment is again visible blue beyond the street lighting columns. [Google Streetview, December 2021]Towards the end of Strath Suardal Way the line of the old railway turned away to the Southwest. [8]The old Railway’s route runs through the evergreen trees on the left side of this West-southwest facing photograph. [Google Streetview, December 2021]The line then ran over open moorland to the East of the road to Elgol (the modern B8083). [8]Initially the route of the old railway and the modern B8083 converge as they head South-southwest. [8]The footpath access to the line of the old railway can be seen just as the old railway route and the B8083 begin to diverge. [8]The footpath access to the line of the old railway as seen from the B8083. Just beyond the second gate the footpath turns to the right and follows the old railway formation. The first length of the footpath runs through a protected plantation of young trees. [Google Streetview, December 2021]
The four photographs immediately below show the first few hundred metres of the footpath along the old railway – as far as the plantation boundary fence which can be seen beyond the two low gateposts in the fourth photograph.
When marble was discovered near Kilchrist in Strath Suardal on the slopes of Ben Suardal about 3 miles (5 kilometres) Southwest of Broadford, a large factory was built near the quarry for cutting and polishing the quarried blocks. The Marble was formed by the heating of limestone by igneous intrusions in the Tertiary Era. It appears that small scale workings were active as early as the 18th century, developing throughout the 19th century. [14]
“On level ground by the South side of the Broadford to Torrin road are the remains of an industrial complex belonging to the old marble quarries. The remains consist of a ruinous concrete shed/warehouse 60m long, a railway platform, traces of the railway line and sidings, and four brick-built circular bases 2.4m in diameter.” [17]
From adjacent to the lower quarry, with its own branch, spoil heaps and concrete bases, [22] the line continued South but as a rope-worked incline.
Looking South up the incline towards the upper quarry. [My photograph, 5th May 2025]
The view South up the incline to the upper quarry. This image is embedded from here. [19]. Clicking on the image takes you directly to the original image which is one of a series of photographs of the route of the old railway can be found here. [5]
In a rocky cleft immediately to the East of the track to Boreraig, are the remains of two former dynamite stores, one within the other. The older, larger building with walls of rubble construction, envelopes a smaller concrete blockhouse. Close to these are the remains of the ot for the winding wheel for the rope-worked incline.
Also located at the upper quarry (but of which I did not get photographs) are two machinery stands:
2m square with 11 bolts protruding
6.5m by 5.2m with 4 stanchions protruding.
The Demise of the Line
The operation was not a commercial success. The railway line was abandoned by 1914 when the operating company became bankrupt. The line was offered for sale as part of the liquidation of the business. The sale comprised a 9½-in, 4-wheeled locomotive, 500 tons of 35 pounds (16 kg) and 56 pounds (25 kg) flat-bottomed rail and 9,000 6-foot creosoted sleepers. [4][20]
Extracting the marble proved difficult and expensive and quarrying finally ended here in 1939. [21]
Roger Farnworth 
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