A contemporary account of the completion of the additional rail bridge over the River Tyne.
This is the Bridge that became known as the King Edward VII Bridge. It is a Grade II listed structure and has been described as “Britain’s last great railway bridge”. [4]
The King Edward VII Bridge, Newcastle, (c) Ardfern and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [5]A map of the North-Eastern Railway at Newcastle -on-Tyne. This sketch comes from the article in The Railway Magazine and suffers from a minor problem that left me struggling, for a short while, to make sense of it. Surely Central Station, Newcastle is on the North bank of the Tyne? It was the lack of a North point on the map that left me confused! [1: p9]
The introduction to the article in the Railway Magazine says:
“Travellers journeying by the East Coast route to and from places north of Newcastle-on- Tyne, have always commented on an anachronism of the twentieth century, that hitherto has required trains to run into a ‘dead end’ station, thus compelling a stop, with consequent delay, whatever might be the stress of competition between the rival routes. Now however, all this is to be altered. Readers of The Railway Magazine are acquainted with the fact that for some years past the North-Eastern Railway has had under construction a duplicate high-level bridge across the Tyne, by means of which trains north to south, and vice versa, will be enabled to pass through the Central Station, without stopping, if necessary, but, at all events, without having the direction in which the train is travelling altered. The plan [above shows] how this improvement is effected by means of the new bridge and connecting lines. His Majesty the King has consented to open the new bridge, and thus inaugurate the improvement, on Tuesday, 10th July, after which date it will be possible to work the North-Eastern Railway trains that pass through Newcastle-on-Tyne in a manner showing a considerable improvement in the system now [pertaining]” [1: p9-10]
The New High Level Bridge Carrying the North Eastern Railway across the Tyne at Newcastle. [1: p10]
From the South side of the River Tyne a triangular junction gives access to the bridge, which is described by The Railway Magazine::
“A stone viaduct of three spans forms the approach to the bridge proper, which consists of four girder spans; the first being 191 ft. between piers, the two centre ones each 300 ft., and the northern span 231 ft. between the piers; this is followed by a stone viaduct of 10 spans each 25 ft. wide. The height of the ten piers of this viaduct, from road level to the spring of the arch, is 18 ft., and the arches are semi-circular, the arch stones being 18 in. in depth. The distance from road level to rail level is 33 ft., the foundations being on clay and averaging about 7 ft. in depth. This arching rests on ashlar piers 4 ft. thick and 51 ft. transversely, each pier being relieved by three 7 ft. arches.
The new line is next carried by a bridge across Pottery Lane, and then enters the well-known Forth goods warehouse of the North-Eastern Railway at the first storey level by steel girders resting on brick piers. The spans through the warehouse are 40 ft., and the foundations for the piers are taken down to good clay beneath the cellar floor. The distance from rail to the bottom of the foundation is 40 ft. The roof of the warehouse is held up by a wind screen, resting on the piers outside the parapet girders, and the corner of the building, cut off by the railway, is now being used as offices for the goods staff.
Beyond the goods warehouse the new line continues to a junction with the Newcastle and Carlisle Railway, a short distance west of the Central station at Newcastle.
The new bridge carries four pairs of metals.
The total length of the main bridge, measuring from the first abutment on the north side to the abutment on the south side is 1,150 ft. The girders measure 48 ft. 6 in. from centre to centre of parapets, and the breadth of steel work overall is 50 ft., so that there is thus provided a space of 6 ft. between the tracks, and room for a pathway for the use of platelayers on either side. The girders are built of double lattice work, with top and bottom booms 3 ft. deep, and are braced together at the top and bottom by transoms, of which the lower are of lattice work and the upper of plate work 164 in. deep, the latter carrying the timberway on which the rails run. Each girder has panels of 23 ft., of which the struts or ties are lattice girders 4 ft. 1 1/2 in. wide.
The girders for the centre spans have a camber of 7 1/2 in. and the north span of 6 in. The parapets, which are 5 ft. high are bracketed to the outside of the girders and are of lattice work, and, in order to carry the railway over the piers, the opposite top booms are bracketed out towards each other leaving a space of 6 in. between the ends of the top booms of the girders. To provide for expansion these girders rest on roller bearings at one end of cast steel, with a base of 38 sq. ft. each. The total weight of steel for each of the spans is: North span, 950 tons; two central spans, 3,482 tons; southern span, 1,350 tons. As the rails begin to diverge on the pier in the southern side of the river they are some distance apart at the next pier, there being then 132 ft. between the parapets. For this span of 191 ft. there are also five girders, but they spread out towards the south like a fan instead of being parallel.
The river piers are of Norway granite, and the foundations have all been taken down to the same depth, namely, 69 ft. below high water, and they have been built in caissons. The adoption of the caisson method of constructing the foundations marks a difference between the new high-level and the old bridge, as the latter was built on piled foundations. It should, however, be remembered that in 1845, when Stephenson’s great work was undertaken, the Tyne could almost be forded at low water, whilst there is now a deep-water channel beneath both bridges.
The total length of the new railway is 4 furlongs 2 chains, whilst the loop to the south-east is 1 furlong 2 chains in length. Of this length of railway 19 chains is straight, including the crossing of the river, but the rails are on a 10-chain curve on leaving the west end of the Central station, and again, on a similar curve on reaching the south side of the river, the south-east curve having a radius of 7 chains. The line is level from the commencement on the north side as far as the pier on the south side of the river, when the main curve falls to the south-west on a gradient of 1 in 132, and the loop falls at 1 in 226. The new high-level bridge has been constructed from the designs of Mr. C. A. Harrison, the chief engineer of the Northern Division of the North-Eastern Railway, and this gentleman laid the foundation stone on 29th July 1902, so that less than four years have been occupied in constructing the bridge and new approach railway to Newcastle Central station.” [1: p10-11]
Another view of the King Edward VII Bridge, Newcastle, (c) Nathan Holth, 13th May 2018. [6]
The original ‘High Level Bridge’ – designed by Robert Stephenson
The first High Level Bridge across the Tyne at Newcastle was opened in 1849. It was designed by Robert Stephenson, that bridge carried rail and road traffic and was the first in the world to do so.
Network Rail tells us that “the Newcastle & Berwick Railway secured the Act to build its line in 1845. It stipulated that the company should construct a combined road and rail bridge across the River Tyne between Newcastle and Gateshead, to be completed within four years. … The bridge was designed by Robert Stephenson and detailed drawings were made under the supervision of Thomas E Harrison. To avoid excessive width, and thereby expense, it was decided to carry the railway above, rather than beside, the roadway. The roadway itself was designed to be 20ft (6m) wide with a 6 1/2ft (2m) footway on either side. The combined width allowed three standard gauge tracks to run across the top rail level of the bridge. The overall length of the bridge was to be 1338ft (408m).” [2]
An extract from the contract drawings for Stephenson’s bridge. [2]
Network Rail goes on to describe the construction of the bridge:
“The bridge was a tied arch (or bow-string) bridge with the main structural elements made of either cast or wrought iron. It had in total six spans each 125ft (38m) in length, the cast iron bows supporting the railway while wrought iron ties supported the road deck below. To enable a level line for the railway across the deep and wide Tyne valley, the roadway was built at 96ft (29m) and the railway 120ft (37m) above high water on the river. Contracts for the production of the ironwork were let to local firm Hawkes, Crawshay & Co. of Newcastle.
The bridge sits on five masonry piers, 50ft (15m) thick and 16ft (5m) wide. Although the River Tyne at the point the bridge is constructed was no more than 3ft (1m) deep at low water, its bed consisted of some 30ft (9m) of silt before underlying bedrock could be reached.
A recent invention, the ‘Nasmyth Steam Pile Driver’, was used for the first time in bridge building, enabling the piles for the bridge foundations to be driven down to the bedrock quickly and efficiently. Rush & Lawton of York were contracted to build the five main masonry piers and the land arches on each side carrying the approaches; 50,000 tons of stone was quarried near Newcastle, mainly at Heddon on the Wall.
To assist in the construction work a wooden viaduct was built immediately to the east of the permanent one. This temporary structure was opened to railway traffic on 29 August 1848, just a year before the High Level Bridge itself was opened by Queen Victoria on 28 September 1849. The public roadway over the bridge was not completed and opened until some six months later.” [2]
A Gallery of photos, drawings and engravings of Stephenson’s High Level Bridge. …..
A coloured early engraving looking downstream (1863). [3]An engraving showing the roadway under the rail bridge in early days. [3]Three lines crossed the bridge. This is a view from the South side of the Tyne at high level. [3]A similar image but this time showing more of the West face of the structure. [3]An aerial view of the High Level Bridge in 1967. [3]The entrance to the road bridge in more modern times, after weight and width restrictions were imposed. [3]A view of the High Level Bridge from the Southeast in 2012, looking upstream. [3]A view of the High Level Bridge in 2014 from the Northwest. [3]A modern DMU (A Class 185 diesel multiple unit) crossing the High Level Bridge in 2015. [3]
References
The New High Level Bridge at Newcastle-on-Tyne; in The Railway Magazine, London, July 1906, p9-11.
It had been many years since Yahweh had spoken in a new way to the people of lsrael People continued to look back with an element of nostalgia to those early days. Yahweh’s involvement with Israel seemed to have been so immediate at that time. He had chosen lsrael from among the nations bringing them miraculously out of Egypt. They were his elect people and their history was one of salvation.
Yahweh had been involved in more recent times through chosen kings and different prophete, but it wasn’t quite the same as in the days when he dealt with the whole people of Israel
In the 8th century BCE, suddenly prophets of a somewhat different nature burst upon the stage of history. These prophets had something new to say. No longer were they essential parts of the establishment, nor purely thorns in the side of wayward monarchs. These prophets announced that Yahweh was going to be involved with his people again and in a big way!
This essay draws together some of the common characteristics of those 8th century prophets and highlights some of the features that make each prophet distinctive. The prophets Amos and Hosea spoke to the northern kingdom and lsaiah and Micah to the southern. It is difficult to place lsaiah’s sayings into a chronological framework with certainty. Isaiah chapters 1 to 39 are assumed to belong to the 8th century.
What did the Prophets have in Common?
The prophets were not so much visionaries and mystics as God’s messengers; not so much poets as speakers; not theologians; not social reformers or radicals but conservative, calling lsrael back to the old ways, not seers predicting the future so much as those who announced divine intervention in history, not preachers of repentance, because such calls to repentance were rare and they had no real programme for reform or change (Tucker, p165-170).
It is important when considering the prophets’ message to remember that the material we have received is generally in the form of relatively short speeches intended for specific audiences. We are, therefore, looking for basic underlying themes rather than systematic theology. Nevertheless it is clear that the prophets call Israel and Judah back to the old ways – they have strong words of indictment for their contemporaries. They announce something new – the Day of Yahweh. They re-emphasise Israel’s status as God’s chosen people and talk in new ways of God’s salvation.
1. Words of Indictment
It seems that the two nations of Israel and Judah have gradually left behind their erstwhile reliance on Yahweh. The Mosaic traditions have almost been forgotten. The northern kingdom has established its own patterns of worship, representing Yahweh with golden images of calves at Bethel and Dan, their two main places of worship (1 Kings 12:26-30). The worship of the Canaanite Baalim and Asherah had become a normal part of the worship of Israel (1 Kings 16:32-33). The southern kingdom has replaced the Mosaic tradition with temple worship and kings in the line of David – developments which are seen in the Old Testament to be part of God’s plan. Judah has, however, allowed its worship to become legalistic and gradually idols have begun to be important.
There has been a window in world history between the zeniths of two large civilisations. It has been possible for a number of the smaller nations to have periods of significance. David and Solomon ruled over a united Israel at the zenith of its power in the late 11th, and for much of the 10th, century. First the northern kingdom under Omri and later Syria had periods of strength. Prior to, and during, the 8th century both of the two Israelite kingdoms have seen an increase in their influence in Palestine and its surroundings. Jeroboam II had recaptured
Damascus and Hamath for Israel (2 Kings 14:28) Amaziah deflated Edom (2 Kings 14:7), his son Uzziah/Azariah captured Philistia and subjugated the whole region down to the borders of Egypt (2 Chronicles 26:6-15). In the early 8th century Israel and Judah are riding the crest of a wave.
The prophets speak into this situation of complacency and arrogance in commercial and social life, in politics and in worship (Wolff, p22-24)
a) Commercial and Social Life – the evidence from the prophets is quite clear. Oppression is rife and social injustice is the norm (Amos 2:6-7; 3:10; 4:1; 5:11; 8:4), false testimony in encouraged by corrupt judges (Isaiah 5:23; Amos 5:7,10,12; Micah 3:9-11), the rich live in luxury at the expense of the poor (Amos 4:1; 5:11; 6:4-6; Micah 3:2) and wealth is only in the hands of a few (Isaiah 5:8-12; Amos 3:9-10; Micah 2:1-2), cheating in business predominates (Hosea 12:7; Amos 8:4-6; Micah 6:11), conceit and complacency are common (Isaiah 3:16-23; 32:9-11; Аmos 6:1; 9:10). The two nations are corrupt and overly self-confident.
b) Politics – Amos focuses specifically on the internal life of the northern kingdom and its corrupt life and leadership. Micah similarly, riles against the unjust leaders of the southern kingdom (Micah 3:1-4). The other prophets have strong words to say about lsrael’s and Judah’s relationships with surrounding nations; external alliances are condemned because they reflect a turning away from reliance on Yahweh (Isaiah 31:1-3; Hosea 5:13; 12:1-2; 14:1-4). Both kingdoms make expedient political alliances without consulting Yahweh. The prophets proclaim Yahweh’s anger at internal injustice and unnecessary external alliances
c) Worship – Amos seems to suggest that the northern kingdom had exalted their king and their idols above Yahweh (Amos 5:26; 8:14). He talks of worship at Bethel and Gilgal as pious acts of which the people love to boast (Amos 4:4-5) and brings Yahweh’s condemnation on this worship (Amos 5:21-24) Amos also highlights that this not just a problem in Israel. Judah is just as guilty (Amos 2:4). Isaiah echoes the words of Amos in his condemnation of Judah (Isaiah 1:10-17). Hosea rebukes Israel’s priests for flagrantly abandoning true worship of Yahweh and introducing prostitution and idol worship (Hoses 4:7-14) Micah has words for the false prophets (Micah 3:5-7) and he suggests that the temple worship in Jerusalem is no better than that in the high places in israel (Micah 1:5).
The prophets proclaimed that worship of Yahweh was false because of on-going social injustice, and that it was corrupted by the influence of the worship of surrounding cultures.
2. The Day of Yahweh
There are two themes relating to the future. The first is the announcement of the Day of Yahweh. The second is the sense of a future salvation. We will first consider ‘the Day of Yahweh’.
Gerhard von Rad says that the new feature in the preaching of these prophets “was the message that Yahweh was summoning larael before his judgement seat, and that he had in fact already pronounced sentence upon her” (G. von Rad, p147). This theme is something completely new. Amos 8:2 explicitly states that “the time is now ripe for my people lsrael; I will spare them no longer“, (see also: Amos 5:2; 9:1-4). There are a number of references in the 8th century prophets to this phenomenon. The popular perception was of a Day when Yahweh would majestically reverse all of the misfortunes experienced by the lsraelites. The prophets will have nothing of this. It will be a day of devastation for Israel and Judah, a reversal of all of their hopes. It will be a day of darkness rather than light (Amos 5:18-20), a day when the proud will be humbled (Isaiah 2:9-11). Even when the Day of Yahweh is focused away from Israel, it is the whole world that will be punished (Isaiah 13:9-13, 34:2).
The Day of Yahweh is the end for Israel. Hans Walter Wolff describes this as the end of *salvation-election-history” (Wolff; p20) and he comments that Yahweh is to be seen as advancing against Israel (Isaiah 28:21-22), those who had been given the land of Israel will be deported (Amos 2:10-16, 7:11,17), the elect will be judged (Amos 3:2); the ‘exodus’ people will have no greater standing than the rest of the nations (Amos 9:7); the covenant relationship will end (Hosea 1:9); and Jerusalem will be destroyed (Micah 3:12).
Yahweh has never before stated so explicitly that he will destroy Israel and Judah. Some of the references quoted above have a strong sense of finality. However, this is not the whole story.
3. A New Concept of Salvation
For 8th century Israelites the idea of salvation was a glorious one, but one associated with their history. God had saved them from Egypt.
Wolff refers to the Day of Yahweh as a turning point (Wolff, p20). This is a clear element in the books of the 8th century prophets. There is some doubt as to whether this theme is original to these prophets or an editorial addition to reinterpret the prophets for a later period. This is particularly so in the case of Micah.
If, however, we take the books as they have been passed on to us the theme is strong – the end is only another beginning! Wolff highlights passages where the prophets speak of compassion after judgement (Amos 5:14-15; 9:11-15), the possibility that Israel will come to repentance (Hosea 2:19-23; 3:5) following God’s initiative (Hosea 2:14-18); the purification that will result from punishment (Isaiah 1:21-26); the final destruction of Assyria which will allow a change in the fortunes of the Israelites (Isaiah 10:5-25).
Micah perhaps contains the most positive statements regarding the long term future of Jerusalem (Micah 4:1-13). The destruction of Jerusalem and the exile of the inhabitants are seen as the means by which Yahweh will rescue and redeem his people (Micah 4:10).
Salvation was, however, never seen as a spiritual in New Testament terms. It was about return to Israel (Isaiah 10:21; Amos 9:14; Micah 2.:12), about freedom and peace (Micah 4:3), about pre-eminence in the world (Micah 4:1,13), about having shelter (Amos 9:14) and fod to eat (Amos 9:13, Micah 4:4), and about control over one’s own destiny (Tucker, p165-166).
We have considered a number of issues which show that the books of the 8th century prophets are united around Yahweh’s message of indictment, judgement and mercy. Gerhard von Rad sees this “common conviction” as “so novel and revolutionary when compared with their inherited beliefs that it makes [their] differences, considerable as they are, seem almost trivial and peripheral” (G von Rad, p146). Each prophet, however, has a distinctive message which we must now consider.
The Prophets
1. Amos
Amos was from Judah but called by Yahweh to speak in Israel. It seems that his ministry was short but sufficiently intrusive to warrant action by the priests in Bethel in an attempt to have him deported (Amos 7:10-15). The language of the book is harsh and direct. He has no concern for his own status in the community of the northern kingdom. He emphasises social injustice as the most significant reason that Yahweh is about to punish Israel (e.g. Amos 2:6-8, 5:7-13) and he calls strongly for justice and righteousness. “But let justice roll on like a river, righteousness like a never- failing stream” (Amos 5:24). The book contains little that is positive, except in the last five verses which suddenly talk of restoration. It is questionable whether these five verses were part of Amos’s original message.
2. Hosea
Hosea was a northerner and his message was for his own people. His ministry was born out of his own failed relationships. It is at times difficult to judge whether he was a godly saint, a poor judge of character or a bad husband. Nevertheless, Yahweh uses Hosea’s relationships as a graphic picture for Israel of its own spiritual state. This is a much softer message of judgement, if that is possible. Yahweh’s grace, mercy and forgiveness (Hosea 2:14-23; 3:1-5; 6:6) are emphasised as much as Israel’s spiritual prostitution (Hosea 2:2-13; 4:7-19). Yahweh’s desire is for a relationship of love with his people (Hosea 2:19; 6:6; 10:12; 11:1-11; 12:6) but he does not force this on them, he stays with them calling them back to himself. Yahweh’s judgement is rigorously pronounced (Нова 2:9-13; 5:1-14; 9:1-3,15-17) yet he aches to have Israel back, and his judgement is designed (Hosea 5:15) to make them pursue him!
3. Isaiah
The first 39 chapters of Isaiah come from the 8th or early 7th centuries although much of the material may have been adjusted by later editors to make it relevant to the times of Josiah, the exile, and the post-exilic period. Isaiah’s language is vigorous and dramatic (e.g. Isaiah 14:11-17) and his poetry is excellent.
The book of Isaiah is best understood from the perspective of Isaiah’s vision in chapter 6 and the apparent summary of the message in the first chapter. The strongest theme in the book is ‘the holy one of Israel’ which occurs 26 times in the book as a whole. A sense of Yahweh’s holiness propelled Isaiah into his ministry (Isaiah 6:1-8) which he understood would involve him repeating Yahweh’s call of repentance to an uninterested and unheeding people over a long period of time (Isaiah 6:9-13).
Isaiah’s message is that persistent rebellion makes no sense (Isaiah 1:2-9), that Judah’s worship has no meaning and is abhorrent to Yahweh because of the social injustice endemic in the nation (Isaiah 1:10-17); that Yahweh wants to reason with Judah before punishment is applied (Isaiah 1:18-20); that punishment will come with the intent of purging the nation (Isaiah 1:21-25) so that Jerusalem can again be called “a City of Righteousness, the Faithful City” (Isaiah 1:26). Thermes of Yahweh’s justice and righteousness, and of judgement intermingle with visions of hope for the future (e.g. Isaiah 32).
4. Micah
Micah is a strange mixture of doom and hope. This is usually explained by suggesting that later editors felt the need to tone down Micah’s devastating message of judgement to make it more palatable for their readers. On one hand there is a message of condemnation for exploitation, absence of justice and corrupt religious practice (Micah 1:10-16; 2:1-5,8-9; 3:8-12; 5:9-14; 6:9-15) for which punishment will be severe. On the other hand there are passages which seem to target punishment on other nations, and look more for changes in attitude in Judah with worship of Yahweh becoming central again (Micah 2:12-13; 4:1-2,5-13; 5:7-8; 7:8-20).
It is possible that these two elements represent two different theological streams, that of the ‘exodus’ and that of ‘city’. Micah seems to hold in very uneasy tension the need for justice, liberation, equality and simplicity with the need for institution, structure and stability. While both of these are necessary in a balanced society it is almost impossible to reconcile their differing demands. Micah cannot. The value of his message probably depends on the reader recognising his/her own innate perspective and endeavouring to read and apply the text with rigorous honesty.
Conclusion
We have surveyed the work of four 8th century prophets and seen that, although their communication was primarily verbal, there is a striking series of common convictions underlying their individual messages. We have also illustrated their distinctive features. Yahweh took a number of very different people and used them to pass on a clear, new message to his people; one which they were unable, or unwilling, to hear. Their inclusion in our Old Testament illustrates the recognition given to these prophets in later generations. They stand as ‘the word of Yahweh’ not just because of their importance to their original hearers but because they have continued to have something significant to say in each subsequent generation.
We must let Yahweh have the last word
“… so is my word that goes out from my mouth:
It will not return to me empty,
but will accomplish what I desire
and achieve the purpose for which I sent it.”
(Isaiah 55:11)
Bibliography
Gene M. Tucker, “The Role of the Prophets and the Role of the Church”; in David L. Petersen (ed.); “Prophecy in Israel”; SPCK, London, 1987.
Hans Walter Wolff, “Prophecy from the Eighth Through the Fifth Century”; in James Luther Mays and Paul J. Achtemeier, “Interpreting the Prophets”; Fortress Press, Philadelphia, 1987.
Gerhard von Rad; “The Message of the Prophets”; SCM, London, 1968.
David F. Hinson; “History of Israel”; SPCK, London, 1990.
David F. Hinson; “The Books of the Old Testament”; SPCK, London, 1992.
An unattributed article about these LNWR units was carried in the August 1922 issue of The Railway Magazine. From 6th February 1922 a ‘reversible’ or ‘push-and-pull’ train was in use for working locally between Manchester (Victoria) and Atherton.
Courtesy of Mr. Ashton Davies, M.Β.Ε., General Superintendent (Northern Division) of the LNWR, The Railway Magazine was able to illustrate and describe the equipment of the train employed:
“The train normally consists of a tank engine adapted to run with two bogie coaches, but can be increased to four or six coaches when the volume of traffic calls for further accommodation. The vehicles adapted for use in this way are arranged in pairs, providing nine third-class compartments in one vehicle, seating 108 passengers, while the composite carriage has two first-class and four third-class compartments seating 64 passengers, together with luggage and driver’s compartments. There is thus total accommodation for 172 passengers for each unit pair of vehicles. The length over buffers of each coach is 57 ft. 7 in. and the width over the body is 9 ft. The engine is a 2-4-2 radial tank, the diameter of the coupled wheels being 5 ft. 8 in. and of the radial wheels 3 ft. 7 in. Cylinders are 17.5 in. diam. and 26 in. stroke: boiler pressure is 180 lb. per square inch; length over buffers, 37 ft. 2 in. When the train is made up to six coaches the total length over buffers is 382 ft. 8 in. In one direction the engine is operated as with an ordinary steam train, but in the other direction the driver operates the engine from the driver’s compartment at the rear end of the train.” [1: p128]
A General View of a Two-Coach Train ‘Unit’ with the Driver’s Control Compartment Leading. [1: p128]
The locomotives used on the push-pull services in the old Lancashire and Yorkshire Railway area of the then very new combined company were Webb’s 2-4-2T locos. [4]
The LNWR 4ft 6in Tank was a class of 220 passenger 2-4-2T locomotives manufactured by the London and North Western Railway in their Crewe Works between 1879 and 1898. The ‘4ft 6in’ refers to the diameter of the driving wheels. “The design was an extension of the earlier 2234 2-4-0T built from 1876 which became known as ‘Chopper Tanks’. They had been designed for working local passenger trains. From 1909 many locomotives of the class were fitted for Push-Pull working, giving the nickname of ‘Motor Tanks’. … Withdrawals started in 1905: 118 were scrapped in the years up to 1923 grouping, leaving 90 to be passed to the London, Midland and Scottish Railway. They were allocated power class 1P, and assigned the numbers 6515–6600 and 6758–6761; although only 37 survived long enough to receive them: withdrawals restarted in 1924, and when the last was withdrawn in June 1936, the class became extinct. None were preserved.” [5]
The 2-4-2T engines were not the only locos adapted by the LNWR for push-pull working. From 1914 onwards some of the LNWR Webb ‘Coal Tanks’ “were fitted with push-pull ‘motor train’ equipment with the first so equipped being 576 and 597 which were then deployed on the Brynmawr to Ebbw Vale service. The system used by the LNWR involved the use of mechanical rods and linkages which ran beneath the axles of the locomotives. By 1921, the company was operating 30 branches by this method with many being worked by ‘Coal Tanks’. As a result, 55 locomotives had been equipped with the necessary equipment.” [2]
Webb built his class of 500 0-6-0 coal locomotives between 1873 and 1892 for slow freight work. Between 1881 and 1897 he built 300 0-6-2Ts which were tank engine versions of his of the 58320 class. These tank engines became known as ‘Coal Tanks’. “They had the same cheaply produced cast iron wheels and H-section spokes as the tender engines. A trailing radial truck supporting the bunker was added also with two similarly cast iron wheels. … They were almost entirely built of Crewe standard parts, including the radial rear axle. … Most were relieved of freight duties when the extent of their appalling brakes (initially made of wood) were uncovered, and some were fitted for motor train working.” [3]
The Interior of the 2-4-2T Locomotive Cab, Showing Regulator Fittings, Steam-Driven Air Compressor, etc. [1: p129]
The Railway Magazine article continues:
“The engine and train are fitted with the automatic vacuum brake. A compressed-air apparatus is installed to operate the regulator handle on the engine, when the driver is controlling from the driver’s compartment.
The regulator handle is shown connected to a rod by means of a French pin; the other end is coupled to an operating air cylinder by means of a bell crank lever. The operating cylinder contains two pistons, one larger than the other; both are mounted on the same piston rod. The chamber between the two pistons is directly connected to an auxiliary reservoir, to which air pressure is supplied through a back pressure valve, so that a sufficient air pressure is always available. The underside of the large piston can be put in communication with the main reservoir or the atmosphere under the control of the driver’s compressed air valve. When air pressure is supplied to the underside of the large piston it is placed in equilibrium, and the air pressure from the auxiliary reservoir then forces up the small piston, and opens the regulator. When the air pressure on the underside of the large piston is destroyed, by opening the driver’s compressed-air valve to atmosphere and closing the air supply from the main reservoir, the air pressure from the auxiliary reservoir forces down the large piston and shuts the regulator. By manipulating the driver’s compressed air valve any desired opening of the regulator may be obtained. … Movement of the regulator on the engine is repeated to the driver by an electrical indicator fixed over the look-out window in the driver’s compartment. The vacuum and pressure gauges are placed on each side of the electrical indicator in the driver’s compartment, above the observation window. A pneumatic whistle is provided to give warning on the road.
A special feature of this train is the driver’s ‘safeguard’ in the event of the driver becoming incapacitated when driving alone from the rear. If he releases his hold of the brake handle in this condition it will act as an ’emergency handle’, immediately shutting the regulator and applying the brake.” [1: p129]
Following the 1923 grouping, the London Midland & Scottish Railway (LMS) became responsible for this fleet of push-pull fitted 2-4-2T and 0-6-2T Locomotives. The LMS took the decision to adopt the Midland Railway’s vacuum-worked push-pull equipment instead of the LNWR system.
As we have already noted, withdrawals of the 2-4-2T locos started as early as 1905: 118 had gone before the 1923 grouping, 90 were passed to the LMS. “They were allocated power class 1P, and assigned the numbers 6515–6600 and 6758–6761; although only 37 survived long enough to receive them: withdrawals restarted in 1924, and when the last was withdrawn in June 1936, the class became extinct. None were preserved.” [5]
In all, 65 of the ‘Coal Tanks’ (0-6-2Ts) received the LMS vacuum-worked push-pull fittings, “12 of them formerly having had the mechanical type. … The use of push-pull equipped ‘Coal Tanks’ was long-lived with the last one running on the Bangor to Bethesda branch as late as 1951.” [2]
References
‘Reversible’ Steam Train, London & North Western Railway; in The Railway Magazine, London, August 1922, p128-129.
A report from The EastAfrican, 21st October 2024. [1]
On Monday 14th October 2024, Uganda signed a deal with Turkish firm Yapi Merkezi for the construction of the standard gauge railway (SGR) from Malaba to Kampala, after a 16-year wait.
When completed, the $2.9 billion-dollar electric rail project is expected to reduce transportation costs and increase the efficiency of the rail transport system in Uganda.
Construction of Uganda’s 273km SGR line, expected to be completed in four years, has started without a lender bankrolling the project, and authorities say it will be commissioned in the first week of November.
The EastAfrican has learnt that in this financial year, the SGR was allocated $40.8 million for compensation of project-affected persons. Canon Perez Wamburu, coordinator of Uganda’s SGR Unit, said the total budget is close to $49 million.
The Finance ministry has identified American lender Citi Bank to syndicate a loan of about $3 billion.
Uganda is under pressure from Tanzania and Kenya, which have SGR systems, to build its section to facilitate a synchronised regional rail network. Kenya is also working on extending its SGR line from Naivasha to Kisumu and on to Malaba.
“The two systems will be connected and will be seamless. We support our Kenyan friends in doing that. And the timelines agreed on with the Kenya brothers will be met,” said Gen Katumba Wamala, Uganda’s Works and Transport minister.
He explained that the two countries agreed that by the time the Malaba-Kampala SGR section reaches Kampala, the Naivasha-Kisumu-Malaba section will also be ready.
Uganda plans to develop 1,700km of SGR network covering Tororo to Gulu and Nimule at the South Sudan border, with a spur from Gulu to Pakwach and Vurra at the Democratic Republic of Congo border.
A western line will run from Kampala to Bihanga and Kasese-Mpondwe at the DR Congo border, with a spur southward from Bihanga to Mirama Hills at the Uganda-Rwanda border and another to Muko, Kabale.
Wikipedia tells us that the Ugandan SGR network will be part of a much wider SGR rail network in East Africa:
“The Uganda Standard Gauge Railway is a planned railway system linking the country to the neighboring countries of Kenya, Rwanda, Democratic Republic of the Congo and South Sudan, as part of the East African Railway Master Plan. The new Standard-gauge railway (SGR), is intended to replace the old, inefficient metre-gauge railway system. The entire 1,724 kilometres (1,071 mi) SGR in Uganda will cost an estimated $12.8 billion.” [3]
“This 1435 mm (4 ft 8 1⁄2 in) railway line is intended to ease the transfer of goods between the port of Mombasa and the Ugandan capital of Kampala, and subsequently to Kigali in Rwanda, and to Beni in the Democratic Republic of the Congo and to Nimule and Juba in South Sudan. Goods would travel from Mombasa along the Kenya Standard Gauge Railway to Malaba, at the border with Uganda, and transfer on to this railway system.” [2]
“In March 2019, during a state visit to Kenya, President Yoweri Museveni of Uganda and his host, President Uhuru Kenyatta of Kenya, jointly publicly committed to extend the Kenyan Standard Gauge Railway to Uganda. Completing the critical missing link to the Kenyan SGR would then unlock the funding for Uganda’s Malaba–Kampala line. As of October 2023, the Naivasha–Malaba section of Kenya’s SGR has not been constructed.” [2] It seems that, in October 2024, a renewed commitment has been made to complete the SGR to the border with Uganda.
In Uganda the SGR network will consist of four main sections:
“Malaba–Kampala Section
Also referred to as the Eastern Line, this section will stretch from the border with Kenya at Malaba, through Tororo and Jinja, to end at Kampala. The distance of this section is approximately 219 kilometres (136 mi).[5] The entire Malaba–Kampala section, measuring 273 kilometres (170 mi) with associated train stations and railway yards, is budgeted to cost US$2.3 billion. Once funding is secured, the construction of the Eastern Line is expected to last 42 months.
Tororo–Gulu Section
Also referred to as the Northern Line, this section will extend from Tororo, through Mbale and Lira to Gulu, a distance of approximately 367 kilometres (228 mi). From Gulu, one spur will continue north to Elegu and on to Nimule and Juba in South Sudan. The section in Uganda measures approximately 106 kilometres (66 mi). Another extension stretches from Gulu southwestwards through Pakwach to end at Goli at the Border with the Democratic Republic of the Congo, a distance of approximately 187 kilometres (116 mi).
Kampala–Mpondwe Section
This is referred to as the Western Line. It will start in Kampala and pass through Bihanga in Ibanda District, continuing on to Mpondwe at the border with DR Congo, a distance of about 430 kilometres (267 mi).
Bihanga–Mirama Hills Section
This is also referred to as the Southwestern Line. It will stretch from Bihanga through Ibanda and Mbarara to end at Mirama Hills, at the border with Rwanda, a distance of about 191 kilometres (119 mi).” [2]
The Wikipedia article continues:
“The construction was expected to be financed by the government of Uganda, using borrowed money from the Exim Bank of China. However, the lender has been unwilling to approve the loan until Kenya finalizes the funding arrangement for the Naivasha–Kisumu–Malaba section of its SGR.
In January 2023, the Ugandan government terminated the contract that it had signed with China Harbour Engineering Company (CHEC) to build the Kampala–Malaba section of the Ugandan SGR, on account of ‘failure to execute’ for eight consecutive years.
In May 2023, the government identified Yapı Merkezi Group from Turkey as the new engineering, procurement and construction (EPC) contractor. Funding is expected to be sourced from European banks. Works are expected to commence in 2024 starting with the 273 kilometres (170 mi) Kampala–Malaba section. The funding bank was later identified as Standard Chartered Plc of the United Kingdom.
In July 2023, the Ugandan and Kenyan cabinet ministers of transportation met in Mombasa. The communique issued at the end of the two-day consultations announced that going forward, the two countries will jointly explore funding sourcing for the Naivasha–Kisumu–Malaba portion of the Kenya Standard Gauge Railway. Together, the two countries are seeking at least $6 billion in new funding for their SGR projects from financiers in Europe and the Middle East.
In February 2024, both countries reaffirmed their commitments to build the Naivasha-Kisumu-Malaba section in Kenya and the Malaba-Kampala section in Uganda, starting in 2024. The Ugandan government has contracted the Yapı Merkezi Group from Turkey to build the 273 kilometres (170 mi) section between Malaba and Kampala at a contract price of US$2.9 billion. Work was expected to start in August 2024. As of August 2024, the Uganda government was working on finalizing the engineering, procurement and construction (EPC) documentation and obtaining approvals from relevant government bureaucrats. The construction distance from Malaba to Kampala is now reported as 332 kilometres (206 mi). Construction is expected to begin in [late] 2024.
On 14th October 2024, the government of Uganda signed the EPC documents with Yapı Merkezi to build the Malaba-Kampala section of the Uganda Standard Gauge Railway at a contract price of €2.7 billion (approx. USh10.8 trillion). Construction is expected to take four years and conclude in [late] 2028.” [2]
The Cross-Cultural Foundation of Uganda (CCFU) a non-governmental, not-for-profit organisation that promotes and appreciation of culture as vital for human development that responds to our diverse identities, with support from the European Union and SOGEA SATOM and the Uganda Railways Corporation established the Uganda Railway Museum. [4]
The museum highlights the important role that railways played in Uganda’s history and nation building. It is located along the Jinja-Iganga Highway at the Railway Station in Jinja City. It offers a varied programme that includes heritage theme nights, exploring a locomotive and coach, film recollections/stories, guided tours and access to a cafeteria. Part of the museum has been designed with young people in mind to support their learning and appreciation of Uganda’s history.
Welcome to Uganda’s Railways Museum! This image was posted on the Museum’s Facebook Page on 17th September 2024. [11]
The Museum’s formal opening ceremony took place in March 2022. It is now open for public visits every Tuesday to Sunday, 11:00am – 6:00pm at 5000 Ugandan shillings for adults and 2000 shillings for children.
While there are ongoing government efforts to revamp the railway transport with the rehabilitation of the northern line and the construction of the Standard Gauge Railway. The establishment of the railway museum complements the government of Uganda’s efforts to highlight the importance of railway transport by reinvigorating its interest among Ugandans.
B. Ugandan Old Railway Line Rehabilitation on Track
In January 2024, The EastAfrican reported that Uganda’s planned overhaul of the metre gauge railway to cut transport costs on the Northern Corridor and improve trade competitiveness had entered its final stages, even as the country faced a shortage of equipment, wagons, and trains.
The EastAfrican reported in January 2024 that Spanish firm Imathia Construction had completed replacing steel sleepers with concrete sleepers on the Namanve-Kampala section of the line, which was handed over to the Uganda Railways Corporation (URC) at the beginning of 2024. The contractor then embarked on the final section, Namanve-Mukono.
This would be the second section of the track to be completed after rehabilitation of the Tororo-Namanve line, including the line to Jinja Pier, which was completed a year ago.
While the Malaba-Namanve metre gauge track is now in fair condition, importers, exporters, and shippers remain sceptical about switching to rail, citing a shortage of rolling stock and inefficiency, which has resulted in 90 percent of traffic on the Northern Corridor being carried by road and only about seven percent is carried by rail because of the poor state of rail infrastructure. [5]
Uganda’s General Motors GL30 Locomotives
C. Restoring Uganda’s Railways: The Long Road Ahead.
Rothschild Jobi; Restoring Uganda’s Railways: The Long Road Ahead; in Infrastructure, Travel and Tourism, Uganda, 9th August 2024. [10]
“The Uganda Railways Corporation (URC) is now focusing on restoring railway infrastructure in up-country areas, a step taken months after the successful resumption of limited passenger services on the Kampala-Mukono route. This move comes as part of an effort to address the deteriorating state of the country’s railway system.
Table: Status of Uganda’s main railway lines in August 2024.
In April, the Kampala-Mukono route was reopened, offering passengers a 40-minute journey from Namanve to Kampala in the morning, with a return trip available in the evening. This was seen as a positive development, but it also highlighted the need for broader improvements across the railway network.
URC’s Head of Communications, Mr. John Linnon Sengendo, stated in an interview on Monday that the focus is now shifting to the up-country lines. He emphasized that the aim is to complete the railway network by restoring these lines, which have suffered from neglect over the years.
One such line is the Pakwach railway, which was originally constructed in 1964. It played a crucial role in transporting goods and passengers from Nebbi District. However, by the 1980s, the line fell into disrepair. Despite plans announced in 2005 to repair the Gulu-Pakwach line, it remains overgrown with vegetation, and the infrastructure has deteriorated significantly.
Mr. Daudi Onencan, a 68-year-old farmer in Pakwach, reminisced about the line’s past significance. He noted that the railway provided a cost-effective way for farmers to transport goods to markets in distant districts.
Pakwach District Chairperson, Mr. Robert Omito Steen, highlighted ongoing efforts to revive the railway line due to its importance for transporting bulky goods. Discussions with various line ministries have been ongoing, with the hope that these efforts will lead to the line’s restoration.
In 2016, feasibility studies and bush clearance were carried out to assess the state of the railway lines. These efforts raised hopes for the line’s revival, but the overgrowth has since returned.
Mr. Sengendo mentioned that the study results will inform the government’s next steps. He noted that the Ministry of Works and Transport has sanctioned a company to undertake the study, and the restoration of the railway line is a key objective. The broader SGR (Standard Gauge Railway) project also includes the Tororo-Gulu-Pakwach line.
In Mityana District, residents in several villages are resisting eviction from the railway reserve despite numerous warnings. The railway reserve, now occupied by residential and commercial buildings and gardens, faces challenges as some residents claim they unknowingly purchased land in the reserve from individuals who have since relocated.
Mr. Ssande Kafunda, Chairperson of Bbuye Village, reported that affected residents are seeking advice on how to handle the situation, as they were misled about the land’s status.
Mityana municipal mayor, Mr. Faustine Mukambwe, supports the railway rehabilitation and believes it will boost local development. He urged residents to embrace the project and mentioned that the municipal council is exploring new land for constructing a new abattoir, as the current one is situated in the railway reserve.
In 2014, over 80,000 encroachers on railway reserves in various areas were given 28 days to vacate to allow for railway transport revitalization. Despite these orders, many encroachers remain, although some have relocated.
Progress is being made on the Tororo-Gulu line, with rehabilitation efforts underway. The previously non-existent track is now being upgraded with new tracks, improved drainage systems, and enhanced level crossings.
Regarding the Eastern route, Mr. Sengendo indicated that there are no immediate plans to work on this line but assured that the public will be informed if the need for restoration arises.
Mr. Sengendo also mentioned that the government, through URC, is committed to enhancing both land and water railway infrastructure to improve service for Ugandans. The aim is to reduce transportation costs for both exports and imports, thereby lowering prices for goods and increasing export earnings.
Passenger services are nearing completion on the Kampala-Mukono route, which is expected to be fully operational by September. Work will soon commence on the Kampala-Kyengera and Port Bell routes, funded by the African Development Bank.
For cargo transport, new locomotives and wagons are being acquired to support the expanding network. Plans include procuring multipurpose wagon ferries for routes between Kisumu and Mwanza. The goal is to have both the Metre Gauge Railway and Standard Gauge Railway networks complement each other, as part of the East African Community’s efforts to improve the railway system.
In the Teso Sub-region, Kumi Resident District Commissioner, Mr. Ahamada Washaki, stressed the importance of rehabilitating the railway line. However, much of the railway line in Teso remains vandalized, with key stations deserted. URC’s Mr. Sengendo explained that the line has been non-operational for over 30 years, contributing to its current state. Rehabilitation work by China Road and Bridge Corporation is ongoing on a 375km stretch, with completion expected in two years.” [10]
Uganda Railways Corporation locomotive. [13]
D. Uganda Railways Projects to be Implemented in the Financial Year 2024/2025.
On 21st June 2024, infrastructure.go.ug [6] reported that the Ugandan government was working on their objective of reducing the cost of doing business in Uganda by making improvements to the rail network.
They note the then imminent completion of the Kampala-Namanve project. They highlight ongoing work on the line between Tororo & Gulu, funded entirely by the Ugandan government. They talk of work on the African Development Bank project, which will address some of the unfinished portions of the Kampala-Malaba route. They mention work on the route between Port Bell and Kyengera in Kampala and plans for the acquisition of better passenger carriages and locomotives.
URC board technical committee chairperson, Andrew Muguluma commented in an interview with New Vision that, “Even though Uganda is developing its standard gauge railway at a different pace than other countries, … the country is catching up to the current infrastructure.” [6]
The article on infrastructure.go.ug’s website continues:
“The government has made significant investments in the rail industry, according to Leonard Kerezya, senior principal auditor in the Office of Auditor General, who urged URC top management to conduct engineering audits in order to address risks.n … KAccording to him, due to inadequate infrastructure driving up transportation costs along the northern corridor (the Malaba-Kampala rail line), only 7% of traffic in Uganda travels by rail. This means that over 90% of traffic in Uganda moves by road.” [6]
“The government committed to building a multimodal transportation infrastructure as part of NDP III (FY2020–2025) in order to increase the nation’s competitiveness through investments in better and more affordable transportation.” [6]
In respect of the SGR, they say:
“The Democratic Republic of the Congo, Uganda, Kenya, Rwanda, and other partner states of the Northern Corridor Integration Projects (NCIP) decided last month (May 2024) to pool resources to expedite the Standard Gauge Railway (SGR) project’s development. … The Joint Ministerial Committee on SGR met in Mombasa, Kenya, and decided to take this action. … The transportation ministers restated their determination to finish the remaining SGR portions as soon as possible, from Kenya’s Naivasha to Rwanda, Uganda, South Sudan, and the Democratic Republic of the Congo.” [6]
“Kenya pledged to restart building on the Naivasha-Kisumu-Malaba and Kisumu-Malaba SGR sections, respectively, beginning in July and September of 2024. … Subject to the availability of resources, Uganda is also anticipated to begin building on Malaba-Kamppala in September. The country is currently nearing the conclusion of discussions with Yapi Merkezi, the prospective contractor.” [6] An agreement which, in October 2024, now appears to be in place.
URC is a business entity that answers to the Ministry of Transportation and Works. It was founded to carry out railway, marine, and road services for the carriage of goods and passengers both inside and outside of Uganda, as required by the Uganda Railways Corporation Act, Cap 331. URC’s network of tracks spans 1,266 kilometers in total.
E. Uganda Railways Brochure
Uganda Railways Corporation has produced a glossy 4 page .pdf brochure. [7]
F. A Journey on Kampala’s Newly Reopened Commuter Train
By Kabona Esiara, Correspondent in Kampala, Uganda Nation Media Group [8]
“Five O’clock found me at the station ready for the 5.30pm train, which leaves Kampala city heading eastwards to Namanve, 16 kilometres away.
The Kampala train station, established in the 1920s, hosts the offices, service centre, and waiting and boarding areas, and has worked as the main office for passenger and cargo trains over the years.
Located in the central business district convenient for departing and incoming goods and passengers the station has recently become a beehive of activity after the return of the train.
Booking for tickets is done here. Mornings and evenings are busy, as dozens of passengers throng the station to get a trip worth Ush2,000 ($0.52), much cheaper than the fare of the commuter taxis for the same journey, which is Ush4,000 ($1.05) or more.
On the day I took the train, the line was long and the ticketing officers were picking out people who had smaller denominations of the Ugandan currency – 1,000; 2000 and 5,000 leaving those with big ones to wait.
As 5.30pm approached, the train hooted, sending an echoing sound into the city and signalling the start of the journey. The people in the queue rushed in to find seats.
Inside the coach, the once-tattered seats are now covered in brown leather and thin-inch sponge cushions making them more comfortable than the metal seats of the past.
The fans mounted above the dash of the coaches have been fixed, sending fresh air circulating and improving travellers’ experience. Before they were fixed, a frequent rider on the train says the heat in the coaches was unbearable.
The old, five-coach train snaked through Nakawa, Kireka, Namboole and terminated at Namanve.
For the 16km ride to Namanve, the train spent only 45 minutes, a huge difference from an average of two hours that vehicles, especially public commuter taxis, spend from the CBD to Kazinga near Namanve.
However, Uganda Railways Corporation (URC) is operating old rolling stock, and most of it is in disuse.
There are only five coaches to transport passengers in a city of four million people.
In order not to miss the train, many passengers reach the station early, some by 5.00am for the morning trip and 4.00pm to catch the train that departs at 5.30pm for the evening return journey.
With the market yearning for train services and Kampala struggling to achieve its ambitious plan to shift 20% of the freight and passenger bases to rail, Paul Power, a transport sector commentator based in Kampala, says the city needs $200 million to invest in rail passenger transport.
The money will be pumped into buying rolling stock, constructing stations and improving the safety and security of the railway system in the Kampala commuter railway networks.
‘My understanding is that at least 20% of the market share for rail transport is needed to make the planned standard gauge railway project viable and bankable. I don’t know the latest cost estimate, but I have heard anything from $3 billion to over $12 billion, with electrification’, Mr Power said.
He, however, noted that achieving a 20% market share for railway transport would be challenging, as currently rail transport on the metre gauge railway is less than one per cent of the freight transport market, and passenger services resumed on 1st May 2024, after almost a one year of absence due to track rehabilitation.
‘The rolling stock needed to transport 20 percent of the freight and passenger markets by rail is enormous’, he said.
The government has also to come up with deliberate policies to encourage private investment in the railway to achieve the significant shift from road to rail transport, some of which include subsidies, enforcement of tighter road weight restrictions, restrictions on the type of goods that can be transported on roads.
Uganda’s railway sector is described as not well organised. There is no safety regulator. Laws need to be updated, and there is no sustainable funding model for implementing a modern rail transport system.
According to Power, in Uganda, a strategic direction for the sector is missing, sector targets and objectives need to be defined, and a need to separate infrastructure management from train operations and safety regulation.
‘These challenges are mostly ‘soft.’ Institutional and private investors need clarity on the ‘operating environment’ – that is, rules – before significant investor interest can be mobilised’, he explained.
Uganda’s plan to grow rail freight and passenger traffic got a boost recently, when Italian investors, led by Ambassador Mauro Massoni, expressed interest in constructing a 64km railway line from Tororo to Majanji.
This alternative route on the Northern Corridor is meant to reduce congestion and increase efficiency in the region’s transportation network, as it links to water, railways, and roads.
The planned investment complements the SGR linking Kenya to Kampala, whose construction works are yet to begin. The details of the investment in the proposed route, funding, and implementation timelines have not been made public.
President Yoweri Museveni welcomed the proposal, highlighting the potential for the railway line to cater to traffic from northern Uganda and neighbouring countries, bypassing Kampala.
‘That traffic doesn’t have to come to Kampala. It can go straight either to Kenya or to Tanzania’, the President said, emphasising the project’s strategic importance.
The Italian investors also proposed establishing an academy to train Ugandans in cutting-edge railway construction and maintenance technology, ensuring skills transfer and job creation for the local workforce.
But, amid the challenges, signs that URC is fighting for a piece of the big commuter transport market share are clear. Lately, the train and coaches have been repainted.
Margret Nantume, one of the frequent users of the commuter train, said many people have not embraced the train because of the cost.
‘While I use the train to escape the daily traffic gridlock on the Kampala-Jinja highway, the increase in the train ticket from Ush1,000 ($0.26) to Ush2,000 ($0.52) for every stop is discouraging passengers’, she said.
‘Many people are opting for taxis and boda boda, which are flexible in pricing and charge fares per stop, while others walk to their destinations’.
Recently, URC acting managing director David Musoke Bulega revised the fares upwards to hedge his ticket sale revenues against fuel costs.
The train stops are located at far distances from the main road, which inconveniences passengers and adds to the transport costs to their destinations.
Passengers who live in Seeta and Mukono incur an additional Ush2000 ($0.52) to reach their destinations by taxi, in addition to the train ticket of the same amount, bringing the total to Ush4,000 ($1.05).
Besides, they have to walk 500 metres from the Namanve railway station to the nearest taxi stage.
The walk-to-work measure many households in Uganda have adopted to reduce pressure on their home budgets is also contributing to the reduced number of passengers travelling by train.
When the train stops at Namanve railway station, factory employees in Kampala’s Business and Industrial Park walk for either night shifts or to their homes. A 2021 study commissioned by Friedrich-Elbert-Stifting says 50 percent of workers in Uganda walk to and from work.
But John Leon Sengendo, URC publicist, says every inch of the train coach will be occupied in the coming days, when schools open for the second term.
He also expects passengers who opted for other transport modes to return and new ones recruited, especially when the Namanve-Kyetume line is completed in August [2024].
The Namanve-Mukono section will be the third track to be completed, after the rehabilitation of the Tororo-Namanve line, including the line to Jinja Pier, which was completed two years ago. The Namanve-Kampala section, which was handed over in January this year, was the second to be completed by Spanish firm Imathia Construction, after replacing steel sleepers with concrete beams.
After Uganda Transport Company, a public passenger transportation firm, folded in the 1980s, Kampala was plunged into a disorganised and unreliable transport service run by unprofessional private players.
The government, under pressure to reduce traffic gridlocks, is betting on an efficient railway system to address this challenge. A 2017 World Bank study estimated that traffic jams cost Uganda more than $800 million annually in lost productivity, wasted fuel and increased emissions.
The ultimate plan of URC is to extend passenger services to Mukono, Kyengera, and Port Bell Kampala.
‘We want to alleviate the problem and stress people face with road transport. Our roads are still highly congested, and people spend a lot of time in traffic jams for short distances. With the train service, it will be far smoother and faster. It is a worthwhile endeavour’, said Minister of Works and Transport Katumba Wamala. [8]
F. Uganda Railways Rules Out Electric Locomotives For Now
URN – 24th October 2024. [9]
“The Uganda Railways Corporation (URC) has no immediate plans to deploy electric trains, despite growing calls for a more modern railway system.
Instead, the focus remains on restoring the existing rail network and expanding services, particularly with diesel-powered trains, as part of the country’s railway revitalization strategy according to John Lennon Sengendo, URC’s senior public relations and communications officer.
URC recently completed upgrades on the Kampala-Mukono Meter Gauge Railway (MGR), primarily catering to passenger services. Plans are underway to introduce cargo services soon, while ongoing projects, including the Tororo-Gulu line, aim to enhance the rail system across key regions like Mbale, Kumi, Soroti, and Lira, culminating at the Gulu Logistics Hub.
Additionally, there is significant progress toward the construction of the Standard Gauge Railway (SGR) line between Kampala and Malaba, which will eventually extend to borders with the Democratic Republic of Congo, Rwanda, and South Sudan.
Unlike the planned SGR project, which will be electric, all upgrades on the MGR will continue using diesel-powered trains. According to URC, procurement is underway for diesel multiple units (DMUs), which are trains powered by onboard diesel engines and do not require a separate locomotive.
This decision has sparked debate, particularly as Uganda now generates electricity far beyond current demand. Many question why the country isn’t transitioning to electric trains, given its increased electricity capacity.
“For the improvements we are doing on the MGR network, specifically for the passenger service component, there will not be electrification, at least for now. Electrification will be purely on the SGR,” said Sengendo.
He emphasized that DMUs and electric multiple units (EMUs) are the same. The only difference is that one is electric and the other is Diesel,” he says, adding that the DMUs to be deployed will be able to move at speeds of 120 kilometres per hour, “which is relatively good.”
Furthermore, Sengendo pointed out that cost is a major factor behind the preference for DMUs. While Uganda has abundant electricity, the infrastructure needed for electrification is expensive. “A lot of work and money goes into the installation of the infrastructure, which may not make sense to do on the MGR, yet the government is constructing an SGR, which will be electric,” he explained.
Uganda plans to incorporate feedback from citizens to ensure the DMUs offer both comfort and efficiency, with the manufacturer tailoring them to the country’s specific requirements.
A potential challenge to seamless rail transport across the region lies in Kenya’s SGR, which remains diesel-powered. This could hinder smooth operations between Mombasa and Kampala. Sengendo, however, expressed optimism that by the time Uganda’s SGR is complete, the two countries will have aligned their strategies, possibly considering hybrid rolling stock that can operate on both diesel and electric tracks if Kenya doesn’t electrify its SGR.
Many countries worldwide continue to use DMUs, including the USA, Canada, the UK, Australia, Japan, and several European nations like Germany, Belgium, and Russia. Recent technological advancements have produced diesel-hydraulic engines, which can alternate between diesel and hydraulic power, reducing emissions, noise, and fuel consumption.
Experts note that DMUs offer more flexibility since they can run on electrified tracks, whereas electric trains can only operate on dedicated electric railways. While electrified systems may prove more cost-effective in the long run – typically after about 30 years, depending on electricity costs – DMUs remain a practical and affordable solution for Uganda’s immediate rail needs.” [9]
This is the second article in a series about the Border Counties Railway. The first can be found here. [3]
An online acquaintance pointed me to a film made in the mid-1980s, ‘Slow Train to Riccarton’ which records something of the lives of people associated with this railway line:
The film shows different lengths of the line and records a number of people speaking about their life on and around the line.
This first image is a still from the film which denotes where we are starting this next length of the journey along the line. A few more ‘stills’ will help to locate us as we travel along the line.
The line travelled on, Northwest from Chollerton, much of the time in deep cutting as far as Dallabank Wood, by which time it was running on a northerly course. Soon after the wood, the line turned towards the Northwest, passed under the local road (Dalla Bank), crossed a short but high embankment under which Barrasford Burn was culverted, and entered Barrasford Railway Station.
The red line shows the route of the old railway immdiately to the North of Chollerton Railway Station. [Google Maps, October 2024]The cutting South of Dalla Bank, Facing towards Chollerton in 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [15]The line continued on as marked by the red line under Dalla Bank and on to Barrasford Station which was located at the top left of this extract from Google’s satellite imagery. [Google Maps, October 2024]The view along the old railway line North-northwest from Dalla Bank. [Google Streetview, August 2023]Barrasford Railway Station name-board. [2]
Barrasford Railway Station opened on 1st December 1859 by the North British Railway. The station was situated on a lane to Catheugh, around “200 yards northeast of the centre of Barrasford village. A siding adjoined the line opposite the platform and there was a further loop to the northwest. Both of these were controlled by a signal box, which was at the northwest end of the platform. The station was host to a camping coach from 1936 to 1939.” [4]
“Barrasford station was closed to passengers on 15th October 1956 but remained open for goods traffic until 1st September 1958, although it was downgraded towards an unstaffed public siding.” [4]
A short distance Northwest of Barrasford Railway Station, was Barrasford Quarry which was provided with its own siding.
The line Northwest of Barrasford Railway Station. [Google Maps, October 2024]The track bed of the old railway a little to the Northwest of Barrasford Railway Station, looking back along the line towards the station in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [12]Looking back towards Barrasford Station from Chishill Way. The line was carried at high level over the road. Only the embankments remain. [Google Streetview, August 2023]A wintertime view along the old railway to the West from the East side of Chishill Way, in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [13]Looking West from Chishill Way. The railway embankment is to the right of the trees. [Google Streetview, August 2023]The track bed further West from Chswell Way, in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [14]Barrasford Quarry Sidings and Tramway. [7]Tarmac’s quarry at Barrasford is a much larger affair in the 21st century. [Google Maps, October 2024]The entrance to Barrasford Quarry. The red line indicates the approximate route of the old railway which is treelined to the West of the quarry road and through open fields to the East of the quarry road. The siding was on the North side of the line. [Google Streetview, August 2023]Just to the Northwest of Barrasford Quarry Siding was a branch line to Camp Hill, Gunnerton Quarry.This branhc was about 2 miles in length and is recorded on some maps as an old Waggonway. [8]The same location in the 21st century with the old railways superimposed. [Google Maps, October 2024]
The Camp Hill Branch as shown on satellite imagery from Railmaponline.com. The branch was a short industrial line serving a relatively small quarry to the North of Barrasford Quarry. It appears to have been disused by 1920 as one of the local OS Map sheets across which the line travels shows the line lifted by that time and referred to as an ‘Old Waggonway”. The line is present on map sheets surveyed in 1895.
A short section of the Camp Hill Branch Line as shown on the 1920 25″ Ordnance Survey which was published in 1922. [18]
A little further to the Northwest, the access road to Short Moor crossed the old railway. Just before that lane there was another stone bridge which gave access between fields either side of the line.
Stone bridge Southwest of the Short Moor access road in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [28]Two bridges crossed the line close to Short Moor. [29]
A distant view from the Southwest of the bridge carrying the access road to South Moor which is on the left of this image. The stone-arched bridge is just to the right of centre. [Google Streetview, April 2011]
Further to the Northwest, the line as shown on the railmaponline.com satellite imagery. {17}The line ran on to the Northwest and this is the next significant point on the old railway. Close to Chipchase Castle the line was bridged by a minor road. [20]The view across the old railway bridge from the Northeast. [Google Streetview, June 2009]This next roadoverbridge carries an access road over the Border Counties Railway close to Kiln Plantation shortly before the highway turns away from the railway to the West along the North side of the plantation. [21]The view from the South of the road bridge in the map extract above. [Google Streetview, April 2011]The same structure in a photograph taken by Paul Hill and shared by him on the Border Counties Railway Facebook Group on 17th August 2020. [23]
A short distance to the Northwest another access road runs off the highway and crosses the Border Counties Railway.
This map estract shows the lane leading to Comogon in 1920, which was carried over the old railway by means of a private access bridge. [24]The access road is private and this is the closest view of the old line at this location that is possible. The red lines show its route which was in a slight cutting to the right of the access road and a slight embankment to the left of the road. [Google Streetview, April 2011]Wark Railway Station as shown on the 25″ Ordnance Survey of 1895. [25]The view Southeast along the Border Counties Railway through Wark Railway Station. [Google Streetview, June 2009]The Goods Shed at Wark Railway Station. [Google Streetview, June 2009]Wark Signal Box when still in use. It sat just Northwest of the station platforms. This image was shared by Ian Farnfield on the Border Counties Railway Facebook Group on 6th April 2022. The provenance of this image is not known. [26]Wark Signal Box in the 21st century. This image was taken by Ian Farnfield and shared by him on the Border Counties Railway Facebook Group on 6th April 2022. [26]
A short distance Northwest from Wark Railway Station the Border Counties Railway passed under another minor road.
This next extract from the 1895 25″ Ordnance Survey shows that bridge mentioned above crossing the old railway. [27]The bridge mentioned above. [Google Streetview, July 2023]
From this point, the line turns to a more northerly direction as this next extract from the railmaponline.com satellite imagery shows. An accommodation track and Blind Burn next passed under the line of the railway. The image below shows the location.
The view Northeast along Piper Gate towards what was a bridge carrying the Border Counties Railway over the Burn and road. [Google Streetview, Aril 2011]
Northwest of Piper Gate a private access road follows the track bed to a private dwelling. Further North another access track passed underneath the line (shown in the first map extract below)
Continuing North from Countess Park alongside the River North Tyne, the Border Counties Railway reaches Redesmouth Railway Station which was a junction station.
Redesmouth as shown on the OS Explorer Map Sheet. The dismantled railways can easily be seen. The Border Counties Railway bears Northwest from the Station and crosses the River North Tyne.
The two images immediately above focus on the railway infrastructure at Redesmouth which spreads over quite a large site surrounding the hamlet of Redesmouth. [Google Maps, October, 2024] [36]
An article by Seymour Glendenning in the July 1906 issue of The Railway Magazine focussed on the newly opened Burton & Ashby Light Railway. [1]
The light railway was a 3ft 6in gauge electric tram line supplied with electricity from a diesel generator plant near Swadlincote. [17] The power plant sat alongside the tram depot. [1: p56]
Glendenning explains that the rail network in the area between Burton and Ashby-de-la-Zouch was, of necessity design round the topography of South Derbyshire which resulted in the Midland Railway bypassing some significant industry and associated communities. A branch, built by the Midland Railway, off the main line penetrated the South Derbyshire Hills to serve Bretby Colliery. Another Midland Railway branch line described a rough horseshoe alignment, leaving the mainline not far from the Bretby Colliery line. This second branch served Newhall, Swadlincote and Woodville with a short branch designated as the Woodville Goods Branch.
This network of lines meant that the journey from Burton to Ashby was longer than the two towns might have hoped, and that transport to and from Ashby and Burton and the villages in the hills was much longer than it might be if an alternative could be designed which could cope with the steeper gradients necessary on a more direct route.
Initially local interests brought a bill before Parliament for the construction of a Light Railway. The Midland Railway opposed the bill which was then withdrawn with the Midland Railway agreeing to construct the line. Glendenning notes that it took only two years from the Midland’s agreement to carry out the project to its completion in 1906.
The Light Railways was “an electric railway, laid upon the public highway, with stopping places at all penny stages and intermediate points, while the various villages and towns through which it passes will practically serve as stations. … [Some] of the line … resembles that of a branch railway, fenced or hedged in on either side, this being necessary in consequence of short cuts across fields or garden plots. … The electric current is taken from an overhead cable, suspended from steel poles or standards, placed at frequent intervals along the line of route.” [1: p54]
Glendenning tells us that “the greater part of the track [was] laid singly and on one side of the public highway, a double road being laid at frequent intervals to serve as crossing places. An enormous expense, however, [was] incurred in widenings and clearance. For nearly half-a-mile in Newhall the street … had to be widened, involving the demolition of a number of houses and the clearing away of numerous front gardens. In Ashby itself, also, where the tram [had] to take some very abrupt curves on its tortuous way to the station, valuable property [was] cleared away in Bath Street and Market Street, in order to afford a safe route for the cars.” [1: p54]
The route of the line(s) is shown in black on the map extract below.
The line runs through 3 counties – Staffordshire, Derbyshire and Leicestershire. In 1906, Glendenning starts to describe the route:
“At the western extremity is Burton, with its huge breweries which supply a great part of the world’s beer. It was intended at first that, after crossing the Trent Bridge, the railway should leave Burton up a steep slope between the Winshill and Stapenhill roads, but eventually it was mutually agreed between the town and the railway that the Corporation track should be used as far as Winshill. The new line, therefore, begins at High Bank Road, with a very deep curved gradient up to Moat Bank, where a height of 250 ft. above Burton is reached. A fine stretch of hilly country then opens to view, with Brizlincote Hall on the right; next the line dips 60 ft. to cross a lateral valley. Then it rises again, and follows a number of switchback undulations until it enters Newhall, which is 400 ft. above ordnance survey datum line. Newhall furnishes a strong contrast to the fair country west of it. Collieries, brick yards, and pipe works abound. Newhall displays the characteristics of mining villages, i.e., it is dingy, squalid, and untidy. However, its teeming population will doubtless find the new line a very great convenience, both for business and pleasure purposes, and there seems little doubt but what the Midland Railway Company will reap a continued harvest of fares from the thousands of miners and their families. From Newhall, the level of the track gradually descends until it is below 200 ft., and then leaves the Ashby main road to take a right-angled turn into Swadlincote. Here the line, after going due south for a time, is carried over the old railway the single loop to Swadlincote and Woodville before mentioned on a long bridge of steel girders, resting on blue brick piers. The bridge [as can be seen below] has a switchback appearance, while the [second view below] taken from Swadlincote goods yard, shows a Midland Railway train passing under [the bridge there]. Shortly after crossing the bridge the track takes an abrupt turn to the left, in order to resume its eastward direction. At the same place, there is a branch about two miles long, going first south and then south-west to Gresley. The road towards Ashby rises continuously until it reaches a height of 569 ft. above sea level. It passes through the heart of the Derbyshire Potteries, where a great industry is carried on in the manufacture of furnace bricks, sanitary pipes, and common earthenware. Furnaces and kilns abound in Swadlincote, and the subsidiary industry of crate making is also much in evidence.” [1: p54-55]
Before continuing to follow Glendenning’s description of the line East from Swadlincote, it is worth looking at the first part of the line already described by Glendenning on contemporary mapping from the early 20th century, and as it appears in the 21st century.
The Burton terminus of the line was in Wellington Street, although as we have already noted the route within Burton ran not on Midland Railway metals but on those of the Corporation.
Burton-on-Trent’s tramway network opened on 3rd August 1903. “The system comprised four routes going out from Station Street to Horninglow, Branston Road, Stapenhill, and Winshill. The depot was in Horninglow Road. … The initial 20 tramcars were built by the Electric Railway & Tramway Carriage Works of Preston. A further four cars were obtained in 1919. … The system was closed on 31 December 1929.” [3]
The Burton-on-Trent tramway network. The terminus of the Burton and Ashby Light Railway was to the West of the railway station which sits, in the adjacent map extract, below the second ‘n’ of Burton-on-Trent. The terminus of the tramway was close to the Town Hall on Wellington Street, just beneath the second ‘o’ of Burton-on-Trent.
The terminus of the Burton and Ashby Light Railway was outside the post office on Wellington Street, just a stone’s throw from Burton Town Hall and the railway station just a short distance to the Southeast. The lilac line superimposed on the 1920 25″ OS map (published in 1922), shows the route of the line which ran along the town’s tramway network. [4]The same area in the 21st century. [Google Earth, October 2024]The railway station, seen from the Northwest in 1927. Burton-on-Trent Railway Station Passenger Facilities were at road level above the station platforms. Borough Road ran across the front of the station building, at the centre of this extract from Britain From Above aerial image No. EPW019724. The route followed by trams from the Burton and Ashby Light Railway started off the bottom of the image on Wellington Street and followed Borough Road. [11]The 1920 25″ OS mapping shows the route continuing along Station Street and turning up High Street. [5]Approximately the same area in the 21st century. [Google Earth, October 2024]Burton and Ashby Light Railway trams continued Northeast on High Street. [6]The Light Railway trams continued to follow the track of the Corporation Tramways across Trent Bridge. [7]The Light Railway’s trams continued to the East along Bearwood Hill Road. [7]Trent Bridge and Bearwood Hill Road to the East.
A series of images showing Trent Bridge in tramway days follows below.
After crossing the Midland Branch the Burton and Ashby Light Railway turned of the road that became the A511 (Burton Road) to the South and rather then following a highway picked its own route through the fields.
The Burton and Ashby Light Railway turned South off Burton Road (A511) to the East of what was the Stanhope Arms. [Google Streetview, August 2023]A tram on what appears to be the length of the line between the A511 and Sunnyside, (c) Public Domain. [9]The Burton and Ashby Light Railway followed its own fenced route South as Far as Sunnyside where it turned to the East. [16]The modern satellite image has the approximate route of the tramway superimposed in green. Before reaching Sunnyside, the railway followed what is now the line of ‘The Tramway’ a modern small estate road. It then turned towards the East running down Sunny side and across it junction with Bretby Road. [Google Maps, October 2024]Looking Northwest from Sunnyside, the green line shows the route of the old railway. [Google Streetview, March 2023]Looking Southeast along Sunnyside, the old railway ran down the centre of the road. There was a passing loop immediately in front of the camera. [Google Streetview, March 2023]A view looking Northwest on Sunnyside – on the right of this image a tram can be seen approaching Sunnyside from the North. This image was shared on the Newhall, Stanton & BretbyYesteryears Facebook Group by Keith Townsley on 5th December 2020, (c) Public Domain. [27]On this very similar image, a tram is turning onto Sunnyside. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain for the original image. [24]Looking Southeast along Sunnyside towards Bretby Road with the Light Railway rails in the road surface. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 12th September 2020, (c) Public Domain for the original image. [24]Looking Southeast from Sunnyside across its junction with Bretby Road and along the line of the Light Railway which ran next to Matsyard Footpath. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Julie Brown on 14th August 2022, (c) Public Domain [25]A similar view in 2024. The Light Railway ran along the line of the footpath. {Google Streetview, February 2023]The view towards Newhall from Bretby Road. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Simnett, Public Domain for the original. [24]This further extract from the 1920 25″ Ordnance Survey shows the line entering Newhall village alongside Matsyard Footpath and then running along the High Street. [16]Approximately the same area as it appears on Google Maps satellite imagery. The line entered at the top left corner of this image and then ran onto and along High Street (B5353). [Google Maps , October 2024]Looking Northwest from High Street, Newhall along Matsyard Footpath. The green line shows the approximate line of the old railway. [Google Streetview, February 2023]A tram approaching High Street, Newhall from the Northwest. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain for the original image. [24]Tram No. 13 entering Newhall at the same location as the Google Streetview image above, (c) Public Domain. [18]High Street, Newhall. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain for the original image. [24]A tram on Newhall High Street. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Julie Brown on 16th January 2023, (c) Public Domain [26]The line ran on Southeast along High Street, Union Road and Newhall Road (B5353) passing St. Peter & St. Paul’s Catholic Church (which appears bottom-right on this map extract). [16]A tram on High Street/Union Street, Newhall. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Julie Brown/Keith Townsley on 15th February 2023, (c) Public Domain. [24] Much the same location in the 21st century. [Google Streetview, August 2022]Approximately the same area as that shown on the extract from the 1920 25″ Ordnance Survey. [Google maps, October 2024]Looking Southeast along Newhall Road, B5353 with St. Peter and St. Paul Roman Catholic Church on the right of the image. The Button and Ashby Light Railway ran down Newhall Road towards Swadlincote. [Google Streetview, Aril 2019]
Another extract from the 1920 25″ Ordnance Survey. Trams from Burton-on Trent remained on Newhall Road for only a short distance, turning South along Midland Road. [16]
The same area in the 21st century, as shown by Google Maps satellite imagery. [Google Maps, October 2024]
This next extract from the 1920 25″ Ordnance Survey shows the Burton and Ashby Light Railway heading South towards Swadlincote Market Place along Midland Road. Sitting to the West of the Light Railway Bridge and at a lower level was Swadlincote Railway Station. To its North were some Sanitary Earthenware Works. [20]
The North end of the bridge on Midland Road, a tram is approaching from the North. Three trams are waiting to head out from the depot access road towards the Market Place. [29]
Glendenning provided a photograph of the bridge in this photograph under construction (see above). The bridge appears on the map extract immediately above and is seen here in use by the Burton and Ashby Light Tramway, (c) Public Domain. [19]The bridge over the Swadlincote and Woodville Branch seen from the East. A Midland Railway locomotive is about to depart the yard through Swadlincote Railway Station which is on the far side of the bridge. The station footbridge can be seen beneath the Light Railway Bridge. [1: p57]A similar view in the 21st century. [Google Streetview, August 2022]
The tram depot for the Burton and Ashby Light Railway was accessed at high level off the bridge shown above.
The tram depot off Midland Road, Swadlincote, seen from the West. The trams on the depot are (left to right) Nos. 18, 5, 14, 9 and 10. On the left of the depot is the horse-drawn trolley tower. The map extract immediately below shows the depot (top-left). [17]
We digress a little here to take a quick look at the Midland Railway’s Swadlincote and Woodville Branch which passes under the Light Railway in the image above.
This extract from the 1921 revision of the 252 Ordnance Survey shows the Swadlincote and Woodville Brach to the East of the Light Railway overbridge. Note the Mineral Railway leaving the Branch approximately at the centre of this extract. [21]
To the East of the overbridge a Mineral Railway left the Swadlincote & Woodville Branch in a southerly direction, it served a number of industrial concerns including: Anchor Glazed Brick and Sanitary Pipe Works (which sat to the Southwest of Swadlincote High Street and which were served by means of a bridge under High Street); Swadlincote Sanitary Pipe Works (on the East side of the High Street/Hill Street); Jack i th’ Holes Pottery (by means of a tunnel under Hill Street and Granville Colliery); Middle Sinks & Chimney Pots Works; and Hill Top Works (by means of a tunnel under Granville Colliery.
To the West of the overbridge sat Swadlincote Railway Station and the branch line headed away from Swadlincote to the West-southwest.
Swadlincote Railway Station sits on the West side of Midland Road close to the Light Railway Bridge. The map extract shows the Swadlincote and Woodville Brach heading away to the West-southwest. [20]
West of Swadlincote, the Swadlincote and Woodville branch served a number of industrial concerns, those closest to Swadlincote included: Swadlincote Old Colliery (and associated Brick & Pipe Works); Stanton Colliery (and Hawfields Brickworks); and Cadley Hill Colliery.
Cadley Hill Colliery. [20]Stanton Colliery. [20]Swadlincote Old Colliery. [20]
Returning to the Light Railway, we note that at Swadlincote Market Place a branch left the main line to Ashby-de-la-Zouch which ran South from Swadlincote to serve Castle Gresley.
The Castle Gresley Branch
The branch line to Castle Gresley first ran West-southwest along West Street and then, by means of a relatively wide arc (see the small image below), turned down Alexandra Road. Track was dualled along these two streets as far as a point a little to the South of the Public Library. [20]
The Light Railway turned South into Alexandra Road by means of a wide arc. The green line gives the approximate alignment of the double track tramway at this location. [Google Streetview, March 2023]
Tram No. 10 dropping down Alexandra Road towards Swadlincote Town Centre. Sharpe’s can be seen at the bottom of the hill. This image was shared by Keith Townsley on the New and Old of Swadlincote & Burton on Trent Facebook Group on 10th April 2021. [28]
The line ran South from Alexandra Road into Church Avenue. It then turned to the South-southeast along Wilmot Road before sweeping round to the West on York Road before turning sharply into Market Street. [20]
The Light Railway ran off Wilmot Street in a wide arc through what is now park land. [Google Streetview, March 2023]
The Burton and Ashby Light Railway (Gresley Branch) swept round from Market Street into Church Street. [20]
Trams swept round from Market Street into Church Street. [Google Streetview, April 2019.
The line continued in a generally westerly direction passing Church Sanitary Earthenware Works and Church Gresley Colliery. Sharp right and left curves took the railway through the square at the colliery gates and onto Castle Street. [22]The light Railway served the square outside Castle Gresley Colliery which is now a roundabout. It turned sharply towards the North and then back to wards the West as it left the square. [Google Streetview, March 2023]
A short distance along Castle Street took the line as far as Gresley Railway Station where the Gresley Branch terminated in front of the Station buildings.
The branch line terminated outside Gresley Railway Station buildings. [22]These two views shows the Gresley Station buildings before closure of the Station. Both show the platform elevation of the station, (c) Public Domian, found on the Burton-on-Trent Local History site maintained by Kevin Gallagher. [23]
Gresley Station is long-gone, the railway remains in place in the 21st century.
The location of Gresley Station seen from High Cross Bank Roundabout on the A444. [Google Streetview, March 2023]
References
Seymour Glendenning; The Burton and Ashby Light Railway; in The Railway Magazine, London, July 1906, p53-57.
The featured image for this article shows a Class AP 4-4-2 Locomotive of the East Indian Railways. [19]
At the end of 1905, G. Huddleston, CLE., was Deputy Traffic Manager (Goods) East Indian Railway. This article is based round the one written by him in the December 1905 Railway Magazine.
In 1905, there were over 27,000 miles of railway in India: some owned and worked by the State, while other lengths of railway were owned by the State but worked by private railway companies, and others privately owned and worked. Of all of these, the East Indian Railway had the highest traffic figures and earnings. It was worked for the Government by a private company.
The East Indian Railway (EIR) had a network, including branches and lines worked by it, covering a distance of 2,242 miles. The first image below provides an illustration of what this meant on the ground.
The adjacent sketch map provides a simple comparison between a map of the UK and the network of the EIR – although Kolkata (Calcutta) is not clearly marked. [1: p483]
This schematic map gives a much clearer idea of the route of the line, oriented more traditionally, which shows the line running from Kolkata (Calcutta) to Delhi. [5]
“Roughly speaking, the East Indian Railway [was] as long as from Land’s End to John-o’Groats and back again, and, in addition, [had] several important branches. It traverses very much the same country as that great waterway, the mighty river Ganges, which, before the days of railways, afforded the chief means of transport for the commerce of Bengal and the North-West, The original main line was, as a matter of fact, constructed to tap the river at various points, and to draw from it the traffic then carried by boat. As indicated by the Chairman (General Sir Richard Strachey) at the last general meeting of the Company, the line [passed] through the richest and most populous districts of British India, following more or less closely the great trade route between the metropolis of Calcutta and the province of the Punjab, which [had] existed for centuries from the time, in fact, of Alexander the Great, if not before.” [1: p481]
The construction of the EIR was commenced before the Mutiny of 1857, “the general idea being to connect the seat of the Supreme Government in Calcutta with Delhi, the ancient capital of Hindustan. … Only 121 miles were open to traffic when the outbreak occurred.” [1: p481-482]
The country through which the EIR passed was for the most part on the level. “In the first 950 miles of its course from Calcutta the line rises less than 700 ft. The absence of heavy gradients [was] naturally a great help towards economical working, …, the [EIR] was probably the cheapest worked line of its size in the world, it’s working expenses being less than 33% of its gross receipts, or about half that on English lines.” [1: p482]
One of the carriages used by the Prince and Princess of Wales (later George V and Queen Mary) during their tour of India between November 1905 and March 1906. The saloon above, and the other coaches used, were generally referred to as the Royal train. These were, however, built just after the turn of the 20th century for the use of the Viceroy and suite, and were known as Viceregal saloons. They were numbered 3002 to 3007, inclusive, and were constructed in India from the designs of Mr. H. K. Bamber, the Carriage and Wagon Superintendent of the East Indian Railway. The saloons weighed 45 tons each. [1: p481][2]
“Leaving Calcutta, where its chief offices were situated the main line ran through more than 400 miles of the Province of Bengal; then traverse[d] the United Provinces of Agra and Oudh, and, crossing the Jumma River, reache[d] the Punjab at Delhi. Here the [EIR] proper end[ed], but the Delhi Umballa Kalka Railway, which [was] worked by the East Indian, continued for another 162 miles to the foot of the Himalayan Mountains, whence a hill railway [ran] to Simla, 7,084 ft. above sea level. … The [EIR] thus connect[ed] the winter and summer headquarters of Government, and [was] not only the route followed by the mails between these points, but [was] the route followed by the mails between Bombay and Calcutta, the Great Indian Peninsular Railway carrying them over the section between Bombay and Jubblepore, where it connect[ed] with the Jubblepore branch of the [EIR].” [1: p482]
On the EIR, 1st and 2nd class passengers taken together only provided 7% of the passenger income in 1905. 3rd class passengers provided over 70% of the EIR’s income and we’re therefore “all important to the railway, and it is to assist him and to make his journeys as comfortable and pleasant as possible that the efforts of the management [were] mainly directed.” [1: p482]
After the turn of the 20th century, the EIR was carrying more than 20 million 3rd class passengers each year. A significant proportion of these rail users are pilgrims travelling to holy shrines and particularly to/from the sacred River Ganges.
Huddleston comments on the fares paid by 3rd class travellers: The Anna is the equivalent of 1d and there are 12 Pies in one Anna. “The third class fare [was] 2.5 Pies per mile for the first 100 miles, with a still lower rate for distances beyond. … The third class fare [was] considerably below a farthing a mile. If [EIR] fares were charged in England a trip from London to Brighton would [have] cost about 10d., and a journey from London to Edinburgh could [have been] made for about 8s. 6d.” [1: p485]
In 1905, the standard fare for third class rail travel in the UK was 1d per mile, and first class fares were usually 1.5–2 times that. Fares were based on distance traveled, and the shortest route between two places was used to calculate the price. For example, if there were multiple routes between London and Edinburgh, the price for all routes would be based on the shortest route. [3]
Making the assumption that the distance between London and Edinburgh by rail is/was 332 miles then a 3rd class ticket from London to Edinburgh would have cost £1 7s 8d. Rail travel on the EIR was around 30% of that in the UK at the time.
We have noted the importance of 3rd class passengers to the finances of the EIR. Huddleston tells us that, “Still more important [were] the goods and minerals carried, for these contribute[d] nearly 70 per cent of the gross earnings. During the year 1904, the weight of coal and general merchandise transported over the East Indian Railway system amounted to considerably more than 12,000,000 tons, the average distance carried being more than 200 miles, the average freight charged being less than a halfpenny per ton mile in the case of ordinary merchandise, and a fraction over a farthing per ton mile in the case of coal.” [1: p485]
The EIR provides the main means of access to the coalfields of Bengal, from which it carried more than 6,000,000 tons of coal annually. “This traffic, of which a large proportion [was] exported from Calcutta, [had], by cheap rates and by the opening up of new and important coal- producing areas, been enormously developed during the [past] ten years, and [was] still continu[ing] to grow. At the time the construction of the East Indian Railway was started, coal was almost unknown in India, and India’s requirements, which were practically confined to its ports, were met by Cardiff. [After the turn of the 20th century] hardly any English coal [was] sent to India. … and Bengal claim[ed] that it [could] supply all requirements east of Suez.” [1: p485]
In addition to the coal traffic, the EIR also transported “large quantities of wheat, seeds, grain, cotton, salt, and other articles of general merchandise, and in order to enable it to make a profit out of the very low rates charged [paid] great attention to the question of train and wagon loads. The greatest importance [was] attached to traffic statistics. A system of accurately recording ton and passenger unit mileage, together with such other statistics as [were] necessary to judge of work done on a railway, was introduced in India [in the second half of the 19th century. These statistics were] placed each week before the officers concerned in the management of the traffic, so that they [were] continually kept acquainted with its essential features and [were] in a position to watch progress and to remedy defects without loss of time.” [1: p485]
“Since 1872, the average train load on the EIR … increased from a little over 100 tons to more than 275 tons in 1904. … The Indian figures [were] far beyond those on the best worked lines in England.” [1: p485-486]
The EIR uses only its own wagons for the carriage of domestic freight. “The standard of work for each wagon on the line [was] laid down at 75,000 ton miles per half year, and this figure [was] often exceeded. … The average cost of coal consumed on the [EIR was] less than 2s. 8d. per ton. … There [were] … other reasons besides a cheap fuel supply for the great economy in working which the statistics show; labour, for instance, [was] very cheap compared with European standards, and this tend[ed] to keep down the cost of maintenance and the cost of staff generally. But beyond all this the attention paid to detail [was] remarkable. Competition exist[ed], especially between the railway systems serving the rival ports of Bombay and Calcutta, and [that called] for a close watch on every ton of traffic, each fluctuation requiring explanation. The wagon supply, as already indicated, being on a low scale, necessitate[d] every vehicle being looked after; the movements of each wagon [were] known, in fact, from day to day. Train mileage, shunting mileage and detention mileage [were] kept as low as possible, the figures for each section of the line being closely scrutinised every week.” [1: p486-487]
Huddleston then goes on to describe travel for European expats on the EIR Punjab mail train from Calcutta (Kolkata] to Delhi, in 1st class naturally! …
“Suppose yourself, in the month of December, to be a first-class passenger by the Punjab mail train from Calcutta to Delhi; after having taken your ticket, and booked your luggage and a berth at a cost of considerably less than a £5 note, which, by the way, will also cover your return journey if you take a Christmas holiday concession ticket available for a month, you will enter the train at half-past nine in the evening, and your servant will at once make your bed. During the night you will pass through part of the coalfields of Bengal, and travelling along the Chord, or present main line, find yourself at about 6.15 a.m. at Dinapore, 344 miles from Calcutta. Dinapore is a military cantonment, and is the first place on the line from Calcutta at which troops are stationed. Here you will be served with what is called ‘chotahaziri’, or, literally translated, ‘little breakfast’; this usually consists of tea and toast, and is ordinarily taken in India the first thing in the morning.” [1: p487]
“Leaving Dinapore, after a halt of ten minutes, you will dress at your ease, assisted by your servant, who will afterwards roll up your bedding, and leave you to your newspaper and cigarette until half-past nine, when the trin arrives at the important junction of Moghalsarai, a few miles from Benares, the sacred city of the Hindoos. At Moghalsarsi, during a halt of twenty-five minutes, you will proceed to the refreshment room to breakfast, which consists of several courses and coats two shillings. Leaving Moghalsarai, the train passes the old fort of Chunar, now abandoned by the military, but once an important stonghold. Shortly afterwards the city of Mirzapur, famous for its hand made carpets and its brass and metal ware, is passed. The shrines and temples along the banks of the Ganges, on which Mirzapore is situated, are well worth seeing,because of their beautifully carved stone-work. … The train runs on to Allahabad, large civil and military cantonment, in time for luncheon, and the next station of importance is Cawnpore, notorious on account of the massacre of Europeans there during the Mutiny of 1857. Cawnpore is now the junction with several railway systems and a very important centre of trade, with numerous mills and factories; woollen mills, cotton mills, leather works, sugar factories and flour mills are to be found in greater number in Cawnpore than in any other up-country station in India. During the fifteen minutes the train stays there you have afternoon tea, and shortly afterwards, or at about 7 p.m., there is a halt of 30 minutes for dinner. Dinner in India is the big meal of the day, and costs at the railway refreshment room 2s. 8d. – not a very extravagant sum for a substantial meal of at least five courses.” [1: p488]
“The junction for Agra, which, by the way, is on a branch line and 14 miles distant from the main line, is passed shortly after 9 p.m., and Delhi is reached at 1.30 in the morning. Rather an awkward hour at which to alight, but through trains cannot be timed to reach everywhere at convenient hours, and your train has still a long way to go. Delhi is naturally one of the most interesting places in the East; it is a large fortified city on the west bank of the River Jumna, and was, at the time of the Moghal dynasty, the capital of India. … Your journey of 954 miles from Calcutta will have taken you little more than 28 and 1/2 hours and when it is remembered that, in addition to shorter halts, there have been three long stoppages for breakfast, lunch, and dinner, that about half the distance has been over single line, and that the load of the train equal to 18 heavy coaches, the running a is time is by no means bad. … Throughout your journey you will have seen many objects of interest, and will have gained some idea of the extent of our great Eastern dependency. You will have noticed the hundreds of miles of cultivated plain through which your train has passed; great seas of rice, wheat, seeds and other grains and cereals, broken only by villages and trees, without a hedgerow or a single field of grass. You will have crossed some great rivers, among them the Keul, the Soane and the Jumna – the latter at two points, the first at Allahabad, where it runs into the Ganges, the second at Delhi. You will have found throughout a perfect climate, getting colder as you proceed to the north, but always bright, with sunshine every hour of the day. You will have observed great crowds of natives of all creeds and caste, Hindoos and Mahommedans predominating. You will have seen camels, bullock-carts, and other means of transport used by the natives, and, above all, you will have experienced the glorious fascination of the East, which is beyond description.” [1: p488]
Huddleston completes his article in the December 1905 issue of The Railway Magazine at this point with a promise of more articles in future editions of the journal.
We return to Kolkata and attempt to follow the same journey to Delhi over a century later.
The Route of the East Indian Railway (EIR) from Kolkata to Delhi.
Making a journey from Kolkata West-northwest towards Delhi, we start at Howrah Railway Station on the banks of the River Hooghly. Distances are so vast that it would be impossible to follow every mile of the line. Hopefully what follows gives a good flavour of the line.
Howrah Railway Station in Kolkata. [Google Earth, October 2024]Howrah Railway Station, Kolkata, (c) samarkumarsarkar, Public Domain. [7]
Howrah railway station (also known as Howrah Junction) is a railway station located in the city of Howrah, West Bengal in Kolkata metropolitan region. “It is the largest and busiest railway complex in India as well as one of the busiest and largest train stations in the world. It is also the oldest surviving railway complex in India. Howrah is one of the five large intercity railway stations serving the Kolkata metropolitan area, the others being Sealdah, Santragachi, Shalimar and Kolkata railway station.” [8]
Howrah Railway Station, Kolkata, shared on the Beauty of India Facebook Page on 19th February 2019. [9]
The first significant conurbation outside Kolkata is Barddhaman.
Barddhaman Junction Railway Station. [Google Earth, October 2024]Looking Northwest through Barddhaman Junction Station, (c) pinakpani and licenced for reuse under a Creative Commons Licence (CC BY_SA 4.0). [7]Barddhaman Junction Passenger Station building seen from the station forecourt. [Google Streetview, October 2019]The modern cable-stayed bridge which spans the track at Barrdhaman. [Google Streetview, May 2023]Proposed new station building at Barddhaman (21st August 2023). [6]
Our next scheduled stop is at Durgapur but on the way we pass through a number of local stations. Just one example is Mankar Railway Station.
Mankar Railway Station. [Google Eartth, October 2024]Durgapur Railway Station. [Google Earth, October 2024]The Main station building at Durgapur, (c) Satyajit Dey. [Google Streetview, February 2019]Looking Southeast from Cinema Hall Road towards the Railway Station at Durgapur. [Google Streetview, April 2023]
Beyond Durgapur is a very significant steelworks and power station.
Durgapur Steelworks and Thermal Power Station. A couple of views appear in the two images below. [Google Earth, October 2024]Durgapur Steelworks (c) Debanku Sarkar [2018]Durgapur Thermal Power Station (c) Sourav Biswas [2024]
Just a couple of stations en-route to Asansol, our next stop, are shown below.
Adnal Railway Station (c) Rahul Kumar. [2018]Raniganj Railway Station [Google Streetview, December 2022]
We arrive at Asansol Railway Station. …
Asansol Railway Station and Electric Loco Shed. [Google Earth, October 2024]Asansol Railway Station. [Google Earth, October 2024]Asansol Electric Loco Shed. [Google Earth, October 2024]
Continuing on from Asansol we pass through Sitarampur and Kulti.
Sitarampur. [Google Earth, October 2024]Kulti (c) Moahammed Asif . [Google Earth, October 2024]
And on through Barakar before leaving West Bengal and entering Jharkhand and crossing the Barakar River.
The Bridges over the Barakar River, The original single-track railway bridge is beyond the more modern bridge which also carries a single track. (c) Sarsati Devi, 2023.
West of the Barakar River we travel on through Kumardubi, Mugma, Thapar Nagar, Kalubathan, and Chhota Ambana.
Kalubathan (c) Pankaj Kumar Mondal. [2021]Chhota Ambana Railway Station, seen from Ambona Road. [Google Strteetview, March 2024]
The journey continues through Pradhankhunta Junction and Dokra Halt before arriving at the next significant conurbation, Dhanbad.
Dhyanbad Junction Railway Station and Goods Yard. [Google Maps, October 2024]Dhanbad Railway Station forecourt seen from the South. [Google Streetview, July 2023]Dhanbad Railway Station seen from one of the three station footbridges, (c) Gaurav Kumar. [Google Maps, September 2022]Dhanbad Railway Station seen from the North, (c) Kaushik Dhar. [Google Maps, July 2021]
From Dhanbad Railway Station, the EIR ran on through Bhuli to Tetulmari.
Tetulmari Railway Station. [Google Earth, October 2024]
And on from Tetulmari through Nichitpur, Matari and Ramakunda Halt to Gomoh Junction.
Gomoh Junction Railway Station and Yard. [Google Earth, October 2024]Gomoh Junction (c) Bishwas Munshi (2022)Gomoh Junction (c) Abhijeet Kumar (2022)
From Gomoh Junction Railway Station the line continued Northwest through Bholidih and Nimiaghat to Parasnath Railway Station.
Parasnath Railway Station. [Google Earth, October 2024]
rom Parasnath the line continued Northwest through Chaudhribandh, Chichaki, Garea Bihar to Suriya Railway Station (Hazaribag Road Station).
Suriya Railway Station (Hazaribag Road Station). [Google Earth, Octo9ber 2024]
From Suriya we travel on across the Kheruwa River Railway Bridge and the Barsoti River Bridge, through Chaube and Dasara Railway Stations, over the Banka Railway Bridge and through Parsabad Railway Station before crossing the Acto River Bridge and entering Sarmatanr Railway Station.
The Banks River Bridge. [Google Earth, October 2024]Sarmatanr Railway Station [Google Earth, October 2024]
The line continues West from Sarmatanr through Hirodih Railway Station and into Koderma Junction Railway Station.
Koderma Junction Railway Station. [Google Earth, October 2024]Koderma Junction Railway Station seen from the Southeast, from the Ranchi-Patna Road. [Google Streetview, July 2023]
Leaving Koderma Junction travelling West-northwest the line runs on through Gujhandi, Delwa, Nath Ganj The scenery is more rugged, tunnels and sharp curves are needed to keep railway gradients to a minimum. Tunnel No. 3 is shown below.
The Western Portal of Tunnel No. 3. Nath Ganj Railway Station is a few hundred metres behind the camera, (c) Safal Ahmed. [Google Earth, October 2024]A little to the West of Nath Ganj Railway Station, (c) Md Asif Raza. (2022)Gurpa Railway Station [Google Earth, October 2024]
West of Nath Ganj the line passes through Baskatwa B. H. and Gurpa Railway Stations, crosses the River Dhadhar River, runs through Paharpur Railway Station, Bansinala Halt, Tankuppa and Bandhua Railway Stations, before entering Manpur Junction Station.
Manpur Junction Station. [Google Earth, October 2024]Looking back to the East towards Manpur Junction Railway Station from Manpur Overbridge. [Google Streetview, July 2023]
West of Manpur the line crosses the Falgu River Bridges.
The Falgu River Bridges. [Google Earth, October 2024]Falgu River Bridges, (c) Raghwendra Kumar (2022)Falgu River Bridges, (c) Raghwendra Kumar (2022)
The line continues to the West for only a very short distance before sweeping round to the South into Gaya Junction Railway Station.
Gaya in Bihar State is the second city in the state. It sits on the West bank of the Falgu (Phalgu) River. Gaya is 116 kilometres (72 mi) south of Patna and has a population of 470,839. The city is surrounded on three sides by small, rocky hills (Mangla-Gauri, Shringa-Sthan, Ram-Shila, and Brahmayoni).
Gaya is a city of historical significance and is one of the major tourist attractions in India. It is sanctified in the Jain, Hindu, and Buddhist religions. Gaya district is mentioned in the great epics, the Ramayana and the Mahabharata. It is the place where Rama, with Sita and Lakshmana, came to offer piṇḍadāna for their father, Dasharatha, and continues to be a major Hindu pilgrimage site for the piṇḍadāna ritual. Bodh Gaya, where Buddha is said to have attained enlightenment, is one of the four holy sites of Buddhism. [10]
Gaya Railway Station (c) Niranjan Yadav. (2023)Gaya Junction Station (c) Sanyam Prakash. (2022)
Turning sharply to the West at the Railway Station limits, the line runs through Kastha Railway Station and over the Morhar River Bridge.
The first Morhar River Bridge seen from the West bank of the river channel. [Google Streetview, June 2023]
Once across the first bridge (above) the line passes through Paraiya Railway Station and then crosses the western channel of the Morhar River.
The bridge over the western channel of the Morhar River seen from the West bank of the channel. [Google Streetview, June 2023]
On wards to the West, the line runs through Guraru, Ismailpur, Rafiganj, Jakhim, Phesar, Stations and into Anugraha Narayan Road Railway Station.
Continuing West, the line crosses the Punpun Railway Bridge passes through the relatively complex Son Nagar Junction and arrives at Son Nagar Junction Railway Station.
Son Nagar Junction Railway Station. [Google Earth, October 2024]Son Nagar Junction Railway Station (c) Raushan Kumar. (2019)Son Nagar Junction Railway Station, (c) Jaintra Kumar Pandey. (2017)
Northwest from Son Nagar Junction Railway Station the railway crosses the River Sone (Soane). Huddleston provided a photograph of the first railway bridge across the river.
On the West of the River Sone (Soane) the railway runs into Dehri on Sone Railway Station.
Looking into the Railway Station from a back road to the North of the rail lines. [Google Streetview, 2023]Buildings on the main island platform at Dehri Railway Station, seen from Station Road to the Southeast of the Station. [Google Streetview, 2023]Dehri Railway Station, (c) Amit Pandeyji. (2022)
To the West of Dehri the line runs through Pahaleja Railway Station. It is noticeable as we travel to the West that traffic levels must be high. There are significant additional tracks along this length of the line with a number of stations only on the new lines and others only on the older lines.
On the new lines we see New Karwandiya DFC Railway Station with Karwandiya Railway Station on the older lines.
Karwandiya Railway Stations. [Google Earth, October 2024]
West of Karwandiya, the line runs on through Sasaram Junction Railway Station, Kumahu, Shiu Sagar Road, Khurmabad, New Kudra Junction (and Kundra), Pusauli and Muthani Railway Stations before entering Bhabhua Road Railway Station. The two images below show the 5 main lines in use in the 21stcentury as seen from the overbridge to the Southeast of Bhabhua Road Railway Station.
Looking Southeast. [Google Streetview, July 2023]Looking Northwest towards Bhabhua Road Railway Station [Google Streetview, July 2023]Bhabua Road Railway Station. [Google Earth, October 2024]Bhabhua Road Railway Station. [Google Streetview, December 2023] Bhabhua Road Railway Station (c)nivedita narayan (2024)Bhabhua Road Railway Station (c) Krishna Gupta (2020)
On from Bhabhua heading Northwest the line runs on through New Durgauti Junction (Durgauti), Dhanaichha, Karamnasa, Saidraja, Chandauli Majhwar and Ganj Khawaja Railway Stations, by which now the line is running East-West. Immediately beyond Ganj Khawaja the line turns to the North, then sweeps round to the Southwest through a series of junctions and then through Mughal Sarai Marshalling Yard and DDU Railway Station.
Running on in a Southwesterly direction not far from the Southern bank of the River Ganges, the line runs through Jeonathpur, Narayananpur and Narayananpur Bazar (Ahraura) Railway Stations. On further through Kailahat Station to Chunar Junction Railway Station.
The railway continues West through Dagmagpur, Pahara and Jhingura Railway Stations to Mirzapur Railway Station.
Mirzapur Railway Station. [Google Earth, October 2024]Mirzapur Railway Station Ankit Tiwari(c) (2018)Mirzapur Railway Station(c) Satyapal Yadav (2022)
“Mirzapur … is known for its carpets and brassware industries, and the tradition of kajari and birha music. Straddled by the Maikal Hills, it served as the headquarters of the Mirzapur district[of Uttar Pradesh]. … Indian Standard Time is calculated from the clock tower in Mirzapur.” It had a population of 245,817 in 2011. [11]
Looking East from Sabri Level Crossing towards Mizapur Railway Station. [Google Streetview, March 2023]Looking West from Sabri Level Crossing. [Google Streetview, March 2023]
West of Mizapur the line ran on through Vindhyachal, Birohe, Gaipura, Jigna, Mandah Road, Unchdih and Chauraha Railway Stations before crossing the Tamas River Rail Bridges.
Tamas River Rail Bridges. [Google Earth, October 2024]Tamas River Rail Bridges, (c) S Kumar Gemar. [October 2022]
Continuing Northwest, the railway passes through Bheerpur and Karchana Railway Stations before entering Prayagraj Chheoki Junction Railway Station.
Prayagraj Chheoki Junction Railway Station. [Google Earth, October 2024]Prayagraj Chheoki Junction Railway Station (c) Rahu. (2022)Prayagraj Chheoki Junction Railway Station (c) Devendra Kumar. (2022)
To the Northwest of Prayagraj Chheoki Junction Railway Station the line runs through Naini Junction Station and then crosses the Old Naini Bridge over the Yamuna River.
Naini Junction Railway Station. [Google Earth, October 2024]The Old Naini Bridge. [Google Earth, October 2024]The original Old Naini Bridge! This picture shows it as it was in about 1870. [12]The Old Naini Bridge, (c) Sai Vamsi. (2021)The Old Naini Bridge. [Google Streetview, August 2022]
The Old Naini Bridge is situated over the Yamuna River, “just above the confluence with the Ganges at Allahabad. … It opened in 1865 and is a great feat of British engineering; it is over 1,006 metres (3,300 feet) long.” [12] The present structure carries vehicles on a deck below the rail lines.
Prayagraj is also known as Allahabad. “The city is the judicial capital of Uttar Pradesh with the Allahabad High Court being the highest judicial body in the state. As of 2011, Prayagraj is the seventh most populous city in the state, thirteenth in Northern India and thirty-sixth in India, with an estimated population of 1.53 million in the city.” [13]
North of the Yamuna River in Prayagraj/Allahabad, the line turns West and enters the main city station,
Prayagraj Junction Railway Station. [Google Earth, October 2024]Prayagraj Junction Railway Station (c) Akash Soni. (2020)Prayagraj Junction Railway Station (c) Anand Raj Singh Maurya. (2022)
West of Prayagraj Railway Station the line passed through Subedarganj, Bamhrauli, Manauri, Saiyid Sarawan, Bharwari, Bidanpur, Shujaatpur, Sirathu, Athsarai, Kanwar, Katoghan, Khaga, Sath Naraini, Rasulabad, Faizullapur and Ramva Railway Stations before arriving at Fatehpur Railway Station.
Fatehpur Railway Station. [Google Maps, October 2024]Fatehpur Railway Station (c) Deepak Singh. (2022)Fatehpur Railway Station. [Google Streetview, May 2023]
Northwest of Fatehpur, the railway continued on through Kurasti Kalan, Malwan, Kanspur Gugauli, Binki Road, Aung, Karbigwan, Prempur, Sirsaul, Rooma, Chakeri, and Chanari Railway Stations before looping sharply round into Kanpur Central Railway Station.
Kanpur Central Railway Station. [Google Maps, October 2024]Kanpur Central Station seen from the Ghantaghar Flyover West of the station. [Google Streetview, 2022]Looking West from the Ghantaghar Flyover which crosses the railway West of Kanpur Central Station. [Google Streetview, 2022]
After leaving Kanpur Central Railway station, the line ran through the GMC Marshalling Yard and on through Panki Sham, Bhaupur (and New Bhaupur), Maitha, Roshan Mau, Patra, Rura, Ambiapur, Jhinjhak, Parjani, Kanchausi, Phaphund, Pata, Achalda, Bharthana, Ekdil (and New Ekdil) and into Etawah Junction Railway Station.
Etawah Junction Railway Station. [Google Maps, October 2024]Etawah Junction Railway Station. [Google Streetveiw, December 2022]Etawah Junction Railway Station (c) Sukhveer Sukhveer. (2023)
On to the Northwest from Etawah the line passes through Sarai Bhopat, Jaswantnagar, Balrai and Bhadan Railway Stations before entering Shikohabad Junction Railway Station.
Shikohabad Junction Railway Station. [Google Maps, October 2024]Shikohabad Junction Railway Station (c) Mohit Yadav. (2022)Shikohabad Junction Railway Station (c) Anshu Yadavv. (2021)
Beyond Shikohabad, we go on Northwest towards Delhi. The line passes through Makkhanpur Railway Station before arriving at Firozabad Railway Station.
Firozabad Railway Station. [Google Earth, October 2024]Firozabad Railway Station Entrance (c) Mohammad Azam. (2021)Firozabad Railway Station seen from its footbridge, (c) Zaid Khan. (2022)
After Firozabad Railway Station, the railway continues Northwest through Hirangaon Railway Station and Tundla Goods Train Yard and into Tundla Junction Railway Station.
We continue on to the Northwest along the railway line running through Tundla Junction and on in a more northerly direction through Mitawali, Barhan Junction, Chamrola, Jalesar Road, Pora, Hathras Junction (and New Hathras DFCCIL) Railway Station. Just after crossing the station limits at Hathras Junction Station the line passed beneath a Warren Truss Steel Bridge carrying The Kasganj Mathura railway line. While the train is stopped at the station we explore the line carried by the rail overbridge.
The Kasganj Mathura Railway Line Bridge over the Kolkata to Delhi railway line at Hathras Junction. [Google Streetview, November 2022]
The adjacent extract from Google Earth’s satellite imagery shows Hathras Junction Station. At the bottom of the image a rail overbridge carries the Kasganj Mathura Railway lIne. A scheduled passenger service runs along this line between between Kasganj (KSJ) and Mathura Junction (MTJ). [14]
Mathura Junction Railway Station (MTJ) is an important station on the Agra–Delhi chord of the Delhi–Mumbai and Delhi–Chennai lines. It is located in Mathura district in the Indian state of Uttar Pradesh. It is one of the important North-Central Railway stations. It serves Mathura and Vrindavan.
Mathura is the birthplace of Lord Krishna. He spent his childhood in Vrindavan, 11 km away from Mathura. Therefore, both are major pilgrimage centres for Hindus. [15]
The Kasganj Mathura Passenger train covers a total distance of 105 kilometres. [14] Kasganj Junction Railway Station is situated on the Delhi-Kanpur line, it boasts 5 platforms and connects to various destinations across the country. The station is known for its historical significance, being located near the renowned Kasganj Fort and the historic mosque of Shah Jahan. [16]
Hathras Junction Railway Station serves the small city of Hathras. Hathras is a place in mythology where Lord Mahadev and Goddess Parvati stopped on their way to Brij to visit Lord Krishna at the time of his birth. There are also some significant historical and sites/remains in its vicinity. These include: Hathras Fort, a Monument to Major Robert Naim, a Monument to Samuel Anderson Nichterlein, a mound known as Gohana Khera; and a number of Hindu temples. [17] Hathras Junction Railway Station is about 164 km from Delhi.
Hathras Junction Railway Station (c) Munesh Kumar. (2022)Hathras Junction Railway Station (c) Akash Gupta. (2023)
We leave Hathras Junction Station travelling North and pass through Mandrak and Daud Khan Railway Stations before reaching Aligarh Junction Railway Station.
Aligarh Junction Station. [Google Earth, October 2024]Aligarh Junction Railway Station (c) MD Wasif (2022)Aligarh Junction Railway Station (c) Mayank Upadhyay. (2021)
We are now perhaps about 150 kilonmetres from Delhi and travellin North-northwest. The line continues through Mehraval, Kulwa, Somna, Danwar and Kamalpur Railway Stations and into Khurja Junction Railway Station.
Khurja Junction Railway Station. [Google Earth, October 2024]Khurja Junction Railway Station, seen from the road overbridge at the North end of the station site. [Google Streetview, April 2022]
we travel on through Sultanpur and Sikandarpur Stations, Gangraul Halt, Chola, Wair, Fatehpur Makrandpur, Dankaur, Ajaibpur, Boraki, Dadri, Maripat, Chipyana Buzurg Railway Stations and into Ghaziabad Junction Railway Station.
Ghaziabad Junction Railway Station. [Google Earth, October 2024]Ghaziabad Junction Railway Station (c) Aryan Meena. (2022)Ghaziabad Junction Railway Station (c) Saurabh Agrawal. (2021)
Heading on Northwest towards Delhi trans pass through Sahibabad Junction Railway Station.
Sahibabad Junction Railway Station. [Google Earth, October 2024]
Now running East-West the line continues on through Vivek Vihar Railway Station – the area around the line is now heavily built up. Ahead lies the Old Iron Railway Bridge over the Yamuna River.
Old Iron Railway Bridge (c) Zee News India. (2023) [18]Old Iron Railway Bridge (c) Suraj Kumar. (2022)Old Iron Railway Bridge (c) Satish Reddy. (2022)
“The old Indian Railways bridge, popularly referred to as ‘lohey ka pul’ (iron bridge) has witnessed many floods and is also a reference point for measuring danger level for Yamuna water levels.” [18] The bridge was first opened for traffic in 1866 and is numbered as Bridge No. 249. It “was constructed initially as a single line, at a cost of £16,355. … It had a total length of 2,640 ft and consisted of 12 spans of 202 ft each. The superstructure consisted of steel lattice girders. … In 1913, the bridge was converted into a double line and later in the 1930s some of the spans were re-girdered and the roadway below was widened. The bridge was taken over by the North Western Railway in 1925 and is currently under the Northern Railway.” [18]
To the West of the Yamuna River, the line entered Delhi Junction Station.
Dehli Junction Railway Station was West of the Yamuna River. This extract from Google Earth’s satellite imagery shows bridges over the Yamuna River and Delhi Junction Railway Station. The Old Iron Railway Bridge over the Yamuna River is in the bottom-right quadrant of the image, the Station is just left of centre in the bottom half of the image. [Google Earth, October 2024]
The line runs on to the West through Kishanganj, Delhi Sarai Rohilla, Dayabasti, and Shakur Basti Railway Stations, any of which will allow a traveller to access the city of Delhi.
Our journey along the old EIR lines is completed here in Delhi. There may well be more articles in this series looking at some of the other lines initially constructed by the East Indian Railway. What has been most noticeable on the modern journey is the number of tracks required by the line and the frequency of services.
References
G. Huddleston; The East Indian Railway; in The Railway Magazine, London, December 1905, p481-488.
This article was originally written as an essay as part of Old Testament Studies for my MA.
Scholars have suggested a number of motives behind the writing of Ruth. [1] Whatever the merits of the different proposals, it seems to me that Ruth was just as likely to have been written as a bawdy adult comedy/pantomime. It could perhaps be subtitled ‘Carry On Gleaning’. It might have been the ‘Up Pompeii’ of ancient Israel. However, within the clever plot [2] and camouflaged by sexual innuendo, there are robust and intriguing characters that the reader can identify with. [3]
It was ‘Harvest Festival’ (‘Pentecost’ or the ‘Feast of Weeks’) [4] everyone had been drinking – the whole village was ‘happy’. Dinner had been followed by all the usual speeches. Old jokes had been told (and retold), particularly those about sheaves, grain and seed – full of the usual sexual innuendo. [5] Village dignitaries had pompously promised gifts to the poor, some had made commitments that they would rue, come the morning.
It was now time for the reading of Ruth; or rather, for the second, ‘real’ reading. Ruth was read in the morning in the Synagogue a beautiful story of loyalty, conversion, hope [6] and of the ancestry of King David, or so it always seemed in the morning light. In the Synagogue the village elders had pontificated about the importance of caring for the stranger, [7] about the possibility of redemption for the worst of aliens (even Moabites); [8] and about duty and honour They talked of Boaz, fulfilling his responsibilities; [9] of Naomi the godly mother-in-law (struggling to accept the consequences of her husband’s folly); [10] of a beautiful, modest, dutiful, Moabite daughter-in-law. [11] Characters full of loyalty and faithfulness. [12] A sickly-sweet story – the ‘Mills and Boon’ of the five scrolls. [13]
I don’t think Ruth was written for the Synagogue. Those pious interpreters probably missed the point. [14] It was written for the evening, for the party! It was, first and foremost (and still is), a ripping good yam! A really well written ‘comedy’, [15] full of innuendo, with real 3-D but ambiguous characters. Characters that you could easily read yourself into. You couldn’t but be drawn into the plot – especially if you’d had a little too much to drink!
The evening reading of Ruth was the highlight of the Festival!
So, how did people engage with the main characters?
Naomi
Naomi enters the story through pain, suffering and complaint, [16] but her experience and response are full of ambiguity. Was she sinned against or sinning, party to the decision to go to Moab, or just following her husband, being punished for her husband’s sin, or the innocent victim? [17] Does she enter the story engulfed in bitterness trapped in her own prejudices, and remain so? Or is she, perhaps a model for working through grief? The narrative does not answer these questions directly – this is part of its strength. [18] No one is excluded, ancient/modem readers are invited into the plot, invited to see themselves in Naomi. Her experience and expression of suffering parallel theirs – they can feel their own pain worked out in Naomi’s character.
Naomi decides to return to Bethlehem. [79]
It would be natural also to question Yahweh’s role? Given prevailing theology, early audiences would see ’cause and effect Elimelech flirted with ‘Moabite foreigners’ and reaped the reward. [19] It seemed that his sons did too ‘sins of the fathers’ and all that! [20] How many generations would reap the rewards of Elimelech’s sin? None! Unless that is, Naomi, or one of her daughters-in-law, remarried! If that happened, would the curse remain?
Given all the possibilities, what is going on in Naomi’s mind? Perhaps this:
“Elimelech’s decision was wrong. I knew that right from the start. Moab, of all places! Whatever possessed him?”
“It’s an evil place’, I warned him. ‘Yahweh warned us against Moabites’, [21] I said. And I was right!”
“Losing Elimelech left me all alone in Moab! I couldn’t face the shame of returning to Bethlehem. I just had my two boys – I focused on them, but couldn’t really forgive Elimelech. I worked hard to secure wives for the boys and began to hope for grandchildren.”
“In ten years there were no children. How I wished that I’d chosen better wives. I’d decided to suggest that the boys should look for second wives, when both boys upped and died – Yahweh’s curse, [22] I’m sure.”
“Elimelech, what have you done? I am all alone, I have no one! I’m left with two barren Moabite women to care for! What is to become of me? I’d be better off dead.”
Naomi identifies herself with the dead rather than the living. [23] Her depression is self-reinforcing. She wants nothing more to do with these Moabite women they embody her distress. [24] The dialogue in Ruth 1.8-17 might suggest concern for her daughters-in-law [25] but actually depicts her as bitter and self-focused. Her subsequent silence on the journey speaks volumes. [26] Her ‘poem’ in Ruth 1:20-21 is melodramatic. [27] Her failure to mention Ruth reflects ambivalence toward Ruth: [28] “This Moabite woman is an embarrassment, she highlights my folly and disgrace, I do not want her here.” Yet Ruth is all Naomi has.
Naorm remains self-focused throughout the story, showing no concern for Ruth as she leaves for the fields to glean. [29] Apparently concerned for Ruth’s future happiness, she is, however, Gontent to risk Ruth’s honour at night at the threshing floor. [30] Her silence once she has her grandchild and the women extol Ruth’s virtue, is telling: “Calamity from the god of the patriarchy she has been quick to proclaim. Generosity from a wealthy man she is quick to praise. Grace from a foreign woman is perhaps beyond her comprehension. Little wonder that to the message, ‘your daughter-in-law who loves you is better than seven sons’, her response is silence“. [31]
Boaz
If Naomi is bitter and twisted, Boaz is ‘a pillar of the community’. [32] He greets everyone according to the proper religious formulae; [33] he speaks in a ponderous/pompous form of Hebrew; [34] his initial dealings with Ruth are very correct. [35] The listeners will recognise, in him, the leading men in their village – very proper, yet in the context of this yarn, possible to ridicule.
His pomposity is the appropriate foil for his growing infatuation with Ruth. [36] We cannot be sure what about Ruth attracts him – possibly beauty. [37] However, a slightly plump, country-girl Ruth might best fit a ‘Carry-On’ story. If this was a play we would see an exaggerated turning of the head as Boaz first notices Ruth, we might hear a quiet exclamation of delight before he draws himself together to ask his overseer, “Whose maiden is this?” [38] Boaz behaves properly toward Ruth, but the audience know that he’s hooked.
Boaz and Ruth’s conversations are laced with double meaning. He talks of ‘staying close’ [39] She talks of him ‘noticing’ [40] her, a foreigner. [41] He covers his confusion with a wordy statement but can’t quite avoid sexual overtones. [42] Her reply gives room for that little giggle, or raised eyebrow, that might accompany one meaning of ‘your maidservant’. [43] Boaz is hooked, his mild generosity of the morning gives way to profligacy [44] everyone listening ‘knows’ [45] where things are leading.
The tension, for the audience, is enhanced by the reputation of Moabite women. [46] Boaz is entering dangerous territory – what will happen to him?
We next meet Boaz at night on the threshing floor, in a slightly pickled state, asleep after celebrating the end of the harvest. Any Israelite would know that the fields were a dangerous place for an eligible man to sleep at night. Boaz’s alarm when woken was understandable – the Lilith, the demon maiden, could have been about, searching for a mate! [47]
The audience is prepared for sexual encounter by the activities of Naomi and Ruth. They are clearly preparing for marriage. [48] Sexual innuendo continues with references to ‘feet’ [49] and ‘lying down’. [50] Boaz wakes, perhaps because of the cold on his legs, in his alarm he is undone/uncovered in more ways than one. Perhaps Ruth wakes him and he sees her uncovered before him. [51] Which is it? The audience is left to wonder.
Which of these two images gives the better impression of what was happening that night in the field? [77]Boaz and Ruth. [78]
What does happen between Boaz and Ruth that night? We can’t be sure. We’re not sure that Boaz is really sure what happened. [52] – there was plenty of drink around that evening! We can, however, be sure that the ambiguity is intended by the author. [53] The audience cannot but see the similarities with other biblical stories. [54] They’re left to read almost anything into the situation.
Ruth seems to offer herself to him – Boaz recognises the sexual connotation in her reference to his cloak, but also that she is challenging him to fulfil his earlier blessing. [55] The audience is torn between titillation, at the possibility of sexual gratification, and jeering at pompous Boaz for being trapped by two women, [56] one a Moabite woman!
The latter part of the story has Boaz cunningly manoeuvring the anonymous relative [57] into a corner from which there is no retreat. He manages to buy [58] a Moabite woman without losing the respect of the community – he is the honourable redeemer. [59] In the story he’s definitely the winner. [60] The audience is left considering the motives of the village elders who sit at the gate of their village. What is happening as they make decisions? Is everything just as it appears, or are these ‘pompous’, ostensibly magnanimous/gracious, elders only really working for their own ends? Could that also be true of the elders teaching in the Synagogue?
Ruth
Ruth, a Moabite! The audience titters when she first enters the narrative. Moabites, and particularly their women are not good news. [61] The first possible signs of Ruth and Orpah’s loyalty [62] surprise them. Orpah’s decision to leave Naomi draws the audience’s boos: “We told you so, Moabites are no good! Go on Ruth, leave too!”
They hear her profession of loyalty [63] – its difficult to believe – they can’t credit good motives to Ruth: “She’s after something. Let’s wait and see!” Ruth’s loyalty to Naomi [64] continues to perplex the audience throughout the story. They are surprised at her willingness to glean in the field, but quickly they suspect that she will seduce the young Israelite men. Eventually they see her tangled with Boaz in a complicated romance, perhaps this is where she will show her true Moabite colours. The sly comparison with the Lilith tickles their fancy, [65] and they certainly have some fun at Boaz and Ruth’s expense.
But which side should they take? They have to decide. Prejudice says Ruth is evil, to be avonded Yet Rath shows faithfulness and loyalty, to Naomi and Boaz. [66] Yes, the author has allowed some titillation, but did anything wrong actually happen at the threshing Door Re can they believe that a Moabite woman is good? Yet if they don’t what does that say at the ancestry of their great King, David?
What does Ruth herself feel? Her husband is dead. Hier mother-in-lapse doesn’t want to know her. Chances of another husband in Moab are low. Who would want to marry second-hand goods? Israelite second-hand goods at that? [67]
Are Ruth’s motives as pure as they first seem? She has little choice. She cannot bring herself to follow Orpah who walks out of the narrative, probably into poverty and spinsterhood. [68] Ruth knows she’s committed to Naomi, no matter how bitter the wild woman is. Loyalty is her only option and she goes for it.
The journey to Bethlehem is hard – Naomi ignores her. [69] The entry into Bethlehem, harder still – for everyone ignores her. [70] She is determined not to be defeated. It is harvest-time and she heads for the fields – she’s heard Naomi mumbling about Boaz. [71] and determines that she will find his area of the field, she’s surprised to find it at the first attempt. This will be her way of helping both herself and Naomi. Her encounter with Boaz goes well – she can see that he’s interested in her. He’s clearly a respected man a bit ponderous/pompous but widowed Moabite women in Israel cannot be too choosy, can they?
Her triumph is hard to hide when see returns home – she tells Naomi of her work in the field, holding the name of Boaz for the last final flourish of her statement [72] (incidentally, holding the audience’s interest – they know something Naomi doesn’t know). She plays a small word game with Naomi, about men/maid-servants [73] which gently reminds Naomi of her earlier lack of care for Ruth.
Seven weeks she works in Boaz’s fields – she becomes quite fond of the old blighter. She isn’t surprised when Naomi suggests that marriage should be pursued, she listens to the plan and works out her own variation of it. [74] The risk is great, Boaz may just use her. In the event she has him trapped, just as on the following day he would trap the anonymous relative.
Conclusion
This is a very clever story, one that draws the audience in through an excellent plot and bawdy humour. The characters and the message contained within the story are such that the original audience could not have been left unmoved or challenged. It really does rate as “a ‘good yam’, superbly written”. [75] We can see God’s providence at work – and that seems to be the point. The story asks whether we can really see God at work in the lives of ordinary people. [76] The answer it provides is ‘Yes!’.
Notes
1:p25ff; 2:p259; 7:p201.
A well devised plot – intrigue draws us into each scene. A classic pattern of exposition/conflict/resolution (12:102ff). This “story has power to draw us in almost against our will” (11:p63f). Part of its allure is its honest embrace of pain (6:p25ff) see also note 15 below.
The interaction of the narrator and characters (12:p68-71) and the quality/depth of the characters (19:p37-40; 20:p71ff) is what makes this story.
17:p78; 21:p12f
8:p126 (note 29).
5:p146-165; 7:p197; 20:p71ff
cf. Exodus 23:9; Numbers p9:14.
Ruth 1:16f: cf. 15:p37,42 – re: conversion.
17:p102.
15:p36f.
5:p148-161.
Hesed, (חֶסֶד) Ruth 1:8 occurs frequently in the book, and carries the idea of covenant loyalty, cf. 5:p148; 7:p206; 21 p23.
21:p12 cf. 17:(whole book)
Although they would receive Rabbinic support (cf. 5:p148-165, 15:p37-47)
‘Comedy’ is also the literary term for ‘the story of the happy ending’ (19:p82; cf. 20:p72) – Ruth fits this traditional pattern.
17.p98
7 p208; 8:p72; 10:p197; 15 p36f.
Our response to narrative gaps affects our understanding of the story cf. 4 p12: 22:p20-25.
15:p36f
cf. e.g., Exodus 20:5; 34:7.
cf. Deuteronomy .23:3.
Ruth 1:13: cf. 21:p27; Exodus 20:5; 34:7.
8:p70f cf. 1:p46.
15:p 34.
15:p35f
Ruth 1:18, 8:p74.
15:p34f
Ruth 1:19-22, 8:p74f.
Ruth 2:2, 8:p76f
Ruth 3:2-4, 15:p36.
8:p82; Ruth 4:14-16.
ba’an (בעז) was one of the columns in the temple the name could mean ‘quickness/strength’ (1:p55), ‘powerful/potent’ (3:p51); he is introduced as a man of substance/worth/wealth (1:p56; 8:p83).
Ruth 2:4, 10:p205
Ruth 2:8-9,11-12; 15:p43.
Ruth 2:8-9, 15:p43.
8:p85: 15:p44
5:p161-163
Ruth 2:5 (RSV) – he is already thinking, ‘Who does she belong to?”
David Atkinson; The Message of Ruth;, IVP, Leicester, 1983,
A. Graeme Auld; Joshua, Judges and Ruth; St. Andrew Press, Edinburgh, 1984
Mieke Bal; Heroism and Proper Names, or the Fruits of Analogy; in Atalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press and Ruth St. Andrew Press, Sheffield, 1993.
Athalaya Brenner; Introduction; in Atalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press and Ruth St. Andrew Press, Sheffield, 1993.
Leila Leah Bronner; A Thematic Approach to Ruth in Rabbinic Literature; in Athalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press, Sheffield, 1993.
Walter Bruggemann; Old Testament Theology: in Patrick D. Miller ed., Fortress Press, Philadelphia. 1992.
John Craghan, C.SS.R.; Esther, Judith, Tobit, Jonah, Ruth; Michael Glazier, Wilmington, Delaware, 1982.
Danna Nolan Fewell & David M. Gunn; Compromising Redemption; Westminster/John Knox Press, Louisville, Kentucky, 1990.
Danna Nolan Fewell & David M. Gunn; Gender, Power, and Promise; Abingdon Press, Nashville, Tennessee, 1993.
John Goldingay; After Eating the Apricot; Paternoster, Carlisle, 1996.
John Goldingay: Models for Scripture; Paternoster, Carlisle, 1987.
David M. Gunn & Danna Nolan Fewell; Narrative in the Hebrew Bible; Oxford University Press, Oxford, 1993.
Paula S. Hiebert; Whence Shall Help Come to Me: The Biblical Widow; in Peggy L. Day (ed.); Gender and Difference in Ancient Israel; Fortress Press, Minneapolis, 1989.
Jonathan Magonet; A Rabbi’s Bible; SCM, London, 1991.
Jonathan Magonet; Bible Lives; SCM, London, 1992.
John H. Otwell; And Sarah Laughed; Westminster Press, Philadelphia, 1977.
Eugene H. Peterson; Five Smooth Stones for Pastoral Work; Eerdmans, Grand Rapids, Michigan, 1992
Ilona Rashkow, Ruth: The Discourse of Power and the Power of Discourse; in Athalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press, Sheffield, 1993.
Leland Ryken, How to Read the Bible As Literature; Zondervan, Grand Rapids, Michigan, 1984.
Leland Ryken; The Literature of the Bible; Zondervan, Grand Rapids, Michigan, 1974.
Jack M. Sasson; Ruth; 2nd Ed., reprinted, Sheffield Academic Press, Sheffield, 1995.
Elizabeth Cady Stanton, The Book of Ruth; in Athalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press, Sheffield, 1993.
The Railway Magazine of December 1905 included a photograph of a road vehicle powered by steam. The picture in The Railway Magazine is the featured image for this short article.
The Railway Magazine entitled this image, “Great Western Railway Enterprise.” It shows a steam motor wagon and trailer which was used for collecting and delivering goods at Henwick. [1: p480]
It seems as though the editor of The Railway Magazine removed the background from a photograph to prepare it for the magazine. The original photograph is shown immediately below.
An archive image from the GW Trust archive of road motors at Didcot. It is clear that this is the original image from which The Railway Magazine took their illustration. [2]
An article about GWR Steam Road Motors was included in Going Loco, May 2022. [2]
The two photographs show the same vehicle, No. U 308, built by the Yorkshire Patent Steam Wagon Co of Leeds in 1905. “The novel double-ended transverse-mounted boiler was used to avoid problems on steep hills. With a horizontal boiler mounted fore and aft, skill is required to keep the inner firebox crown covered with water when descending a steep hill.” [2]
The same photo can be found on the Leeds Engine Builders webpage. [3]
More images of Sowerby Bridge Railway Station can be found here [67] and here. [68]
Just beyond the eastern station limits Fall Lane bridges the line – two views from the bridge follow.
The view East from Fall LaneThe view West from Fall Lane
To the East of Sowerby Bridge the line crosses the River Calder again.
Another extract from the 25″ Ordnance Survey of 1905, published in 1907 shows Calder Dale Grease Works, Copley Bridge and Copley Viaduct. The Sowerby Bridge, Halifax and Bradford line leaves the main line at this point. [25]The bridge and Viaduct as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]
An image of Copley Viaduct can be seen here. Just beneath the viaduct, at the left of the linked photograph, a train is crossing Copley Bridge on the line we are following. [61]
The Manchester and Leeds Railway then crosses the Calder once again and enters Greetland Station. The second arm of the Sowerby Bridge, Halifax and Bradford line joins the mainline just before (to the Northwest of) Greetland Station.
Greetland Station shown on the 25″ Ordnance Survey of 1905. Top-left the second arm of the triangular junction with the Sowerby Bridge, Halifax and Bradford line can be seen joining the Manchester and Leeds Railway. Bottom-right, the Stainland Branch leaves the main line just before the main line bridges the River Calder once again. [26]The same location in the 21st century. Greetland Station is long gone and the branch South (the Stainland Branch has also been lifted. [Google Maps, October 2024]Greetland Railway Station in 1962, just before closure. The camera is positioned at the Northwest end of the station. [28]
Greetland Railway Station “was originally opened as North Dean in July 1844. It was subsequently changed to North Dean and Greetland and then to Greetland in 1897. Situated near the junction of the main Calder Valley line and the steeply-graded branch towards Halifax (which opened at the same time as the station), it also served as the junction station for the Stainland Branch from its opening in 1875 until 1929. It was closed to passenger traffic on 8th September 1962.” [27]
Looking West from the A629, Halifax Road which sits over the line adjacent to the West Portal of Elland Tunnel. [Google Streetview, July 2024]
Rake says that the line then approaches “Elland Tunnel, 424 yards, in length, and, after leaving Elland Station, pass[es] through a deep cutting, from which a large quantity of stone for the building of the bridges was obtained.” [1: p471]
To the East of Elland Railway Station the railway is carried above the River Calder, passing Calder Fire Clay Works. Further East again, “the railway is carried across a steep and rugged acclivity, rising almost perpendicularly from the river. … The viaduct consists of six arches of 45ft span each, and leads directly to Brighouse, originally the nearest station to Bradford.” [1: 472]
The view from the South of the bridge which carries the railway over Park Road (A6025), Elland. Elland Station stood above this location and to the left. [Google Streetview, July 2024]
From Elland, the line runs on through Brighouse
Brighouse Station and Goods Yard as shown on the 25″ Ordnance Survey of 1905. [31]The view West from Gooder Lane Bridge towards Cliff Road Bridge Elland. [Google Streetview, May 2023]The view East across Brighouse Railway Station from Gooder Lane. [Google Streetview, May 2023]Brighouse Railway Station (originally called ‘Brighouse for Bradford’). [1: p472]
Embedded link to Flickr. The image shows B1 No. 61034 Chiru at Brighouse Station on 2nd April 1964. The locomotive is arriving at the station from the East with a local passenger train. The locomotive had only recently been transferred to Wakefield from Ardseley. It was withdrawn at the end of 1964. The photograph looks Southeast through the station. [32]A much later photograph of Brighouse Railway Station (2006) which looks Northwest through the station from platform 1, (c) Ian Kirk and authorised for reuse under a Creative Commons Licence (CC BY 2.5). [33]
To the East of the passenger facilities at Brighouse there were a significant array of sidings. The first length of these can be seen on the OS Map above. Around 75% of the way along these sidings Woodhouse Bridge spanned the lines. Much of the area has been redeveloped by modern industry. The next four images relate to that bridge.
Woodhouse Bridge in 1905. [69]Woodhouse Bridge in 2024. [69]Looking West from Woodhouse Bridge in 2023. [Google Streetview, August 2023]Looking East from Woodhouse Bridge in 2023. [Google Streetview, August 2023]
Leaving Brighouse Station, the railway is joined, from the North, by the Bailiff Bridge Branch (long gone in the 21st century).
Immediately to the East of Brighouse Station Goods Yards, the Bailiff Bridge Branch joined the Manchester and Leeds Railway. [62]Approximately the same area in the 21st century as shown on the OS map extract above. The line of the old Bailiff Bridge Branch is superimposed on the satellite image. [Google Maps, October 2024]
A little further to the East, in the 21st century, the line passes under the M62 and enters a deep cutting before, at Bradley Wood Junction, the Bradley Wood Branch leaves the line to the South (still present in the 21st century).
Looking West from the M62 in July 2024Looking East from the M62 in July 2024Bradley Wood Junction as shown on the 25″ Ordnance Survey of 1905. [70]Much the same area in the 21st century. [70]
“Beyond [Bradley Wood Junction] the Calder is crossed by a viaduct of two arches of 76 ft. span each. this is succeeded by an embankment, along which the line continues down the valley. [It] again cross[es] the Calder by a viaduct similar to that just referred to.” [1: p472] The line was widened to the South side to create a four-track main line and single span girder bridges were positioned alongside the original structures.
At the first crossing of the River Calder mentioned immediately above, the original two arches of the stone viaduct can be seen beyond the more modern girder bridge in this photograph, (c) Uy Hoang. [Google Streetview, September 2022]The same bridges as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]
In between the two bridges across the River Calder, was Cooper Bridge Station.
Cooper Bridge Station as it appears on the 1905 25″ Ordnance Survey. [34]The Station at Cooper Bridge is long gone in the 2st century, but the bridges remain. The station sat over the road at this location with platform buildings between the rails of the left edge of this image. This photograph is taken from the North on Cooper Bridge Road. [Google Streetview, July 2024]The second of the two crossings of the River Calder mentioned above. This photograph, taken from the Southwest, shows the girder bridge with the stone-arched 2-span bridge beyond, (c) Uy Hoang. [Google Streetview, September 2022]This view from the North East and from under an adjacent footbridge shows the stone-arched 2-span structure, (c) Uy Hoang. [Google Streetview, September 2022]
Rake’s journey along the line seems not to focus so closely on the remaining length of the line. Various features and a number of stations seem to have been missed (particularly Cooper Bridge, Mirfield, Ravensthorpe, Thornhill, Horbury & Ossett). It also seems to suggest that the line goes through Dewsbury Station. Rather than rely on Rake’s commentary about the line, from this point on we will provide our own notes on the route.
At Heaton Lodge Junction, the LNWR Huddersfield & Manchester line joined the Manchester & Leeds line with the LNWR Heaton & Wortley line passing beneath. The Manchester & Leeds line ran on towards Mirfield Station passing the large engine shed before entering the station over a long viaduct which once again crossed the River Calder.
Just to the East of Mirfield Station was Cleckheaton Junction and then Wheatley’s Bridge over the River Calder. A bridge then carries Sand Lane over the railway.
Looking West from Sands Lane Bridge back towards Mirfield. [Google Streetview, May 2023]Looking East from Sands Lane Bridge. [Google Streetview, May 2023]
Soon after this the line encountered Dewsbury Junction which hosted Ravensthorpe (Ravensthorpe and Thornhill) Station.
Dewsbury Junction and Ravensthorpe Station. [39]Looking West from Calder Road towards Mirfield. [Google Streetview, May 2023]The view East from Calder Road showing Ravensthorpe Station with the Manchester & Leeds line heading away to the right of the picture. [Google Streetview, May 2023]
Thornhill Railway Station was a short distance further East just beyond the junction where the Ravensthorpe Branch met the main line at Thornfield Junction.
Thornfield Junction, Goods Yard and Station as shown on the 25″ Ordnance Survey of 1905. [40]Thornhill Station opened with the Manchester & Leeds Railway and only closed on the last day of 1961, a short time before Beeching’s closure of of Dewsbury Central. [37]The same station looking East towards Wakefield, Normanton etc. In the background is the bridge of the ex-Midland branch from Royston to Dewsbury (Savile Town), closed 18/12/50, (c) Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [38]The view West from Station Road in the 21st century, through what was Thornhill Railway Station. {Google Streetview, March 2023]The view East from Station Road in the 21st century. The bridge ahead carries Headfield Road over the railway. [Google Streetview, March 2023]The view West from Headfield Road Bridge towards the site of the erstwhile Thornhill Railway Station and Station Road. [Google Streetview, October 2022]The view East from Headfield Road Bridge. [Google Streetview, October 2022]
East of Thornhill Station were Dewsbury West and Dewsbury East junctions which together with Headfield Junction formed a triangular access to Didsbury Market Place Station. This was a busy location which sat close to Dewsbury Gas Works, Thornhill Carriage and Wagon Works and Thornhill Lees Canal Locks and a canal branch. Just off the North of the map extract below was a further junction giving access to the GNR’s Headfield Junction Branch, before the line crossed the River Calder and entered Dewsbury Market Place Station and Yard and terminated there.
This extract from the 25″ Ordnance Survey of 1905 shows the triangular junction which provided access to Dewsbury Market Place Station and a series of Goods Yards and Sheds. Headfield Road is on the left side of this image. [41]A similar area in the 2st century as it appears on Google Maps satellite imagery. [Google Maps, October 2024]
Dewsbury was very well provided for by both passenger and freight facilities. In its railway heyday the Midland Railway, the London & North Western Railway, the Lancashire & Yorkshire Railway and the Great Northern Railway all had access to the town. A computer drawn map showing the different lines can be found here. [42]
Continuing along the line towards Wakefield and Normanton, the next feature of note is the junction for Combs Colliery’s Mineral Railway at Ingham’s Sidings. Nothing remains of this short branch line.
Ingham’s Siding ran South, crossing the Calder & Hebble Navigation to reach Comb’s Colliery. [43]
Further East the line continues in a straight line East-southeast to cross the River Calder once again. It then passes the Calder Vale and Healey Low Mills at Healey and runs Southeast to Horbury and Ossett Station.
The bridge over the River Calder adjacent to Calder Vale and Healey Low Mills. [Google Streetview, April 2023]The bridge over the River Calder at Calder Vale and Healey Low Mills is in the top-left of this map extract from the 1905 25″ Ordnance Survey. This area was chosen by British Rail in the 1960s for a large marshalling yard. [46]British Railways developed a large marshalling yard in the 1960s at Healey Mills. The yard was opened in 1963 and replaced several smaller yards in the area. It was part of the British Transport Commission’s Modernisation plan, and so was equipped with a hump to enable the efficient shunting and re-ordering of goods wagons. The yard lost its main reason for existence through the 1970s and 1980s when more trains on the British Rail system became block trains where their wagons required less, or more commonly, no shunting. Facilities at the site were progressively run down until it closed completely in 2012. [46][47]Healey Mills Marshalling Yard in April 1982, (c) Martin Addison and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [48]Looking Northwest from Storrs Hill Road Bridge in the 21st century. [Google Streetview, March 2023]Looking Southeast from Storrs Hill Road Bridge in the 21st century through the throat of the old marshalling yard. [Google Streetview, March 2023]Horbury & Ossett Railway Station. [44]The site of Horbury & Ossett Railway Station in the 21st century. [Google Maps, October 2024]Looking Northwest from Bridge Road, A642 towards Storrs Road Bridge. Horbury and Ossett Railway Station goods facilities were on the left. [Google Streetview, July 2024]looking Southeast from Bridge Road. the passenger facilities were on the Southeast side of Bridge Road with the platform sat between the running lines. [Google Streetview, July 2024]
“Horbury and Ossett railway station formerly served the town of Horbury. … The station was opened with the inauguration of the line in 1840, on the west of the Horbury Bridge Road, to the south-west of the town. Later a new, more substantial structure was built just to the east. … British Railways developed a large marshalling yard in the 1960s at Healey Mills immediately to the west of the original station. … [The station] closed in 1970. Almost all that remains is the old subway which ran under the tracks. Ossett is now the largest town in Yorkshire without a railway station. Proposals to open a new one are periodically canvassed, perhaps on part of the Healey Mills site.” [45]
A little further East is Horbury Fork Line Junction where a mineral railway runs South to Harley Bank Colliery and the Horbury & Crigglestone Loop leaves the Manchester to Leeds line.
Horbury Fork Line Junction on the 1905 25″ordnance Survey. The junction sat just to the West of Horbury Tunnel. That tunnel has since been removed. [49]The same location in the 21st century. The tunnel sat to on the East side of the present footbridge which is just to the left of the centre of this image. This image is an extract from the NLS’ ESRI satellite imagery. [49]
These next few photographs show views of the line from a series of three overbridges to the East of Horbury Fork Line Junction.
The view West from Southfield Lane Bridge. [Google Streetview, October 2022]The view East from Southfield Lane Bridge. [Google Streetview, October 2022]The view West from Dudfleet Lane Bridge towards Southfield Lane Bridge. [Google Streetview, October 2022]The view East from Dudfleet Lane Bridge towards Millfield Road Bridge. [Google Streetview, October 2022]The view West from Millfield Road Bridge towards Dudfleet Lane Bridge. [Google Streetview, October 2022]The view East from Millfield Road Bridge. [Google Streetview, October 2022]
The next significant location on the line is Horbury Junction.
Horbury Junction on the 1905 25″ordnance Survey. Horbury Junction Ironworks sat in-between the Manchester and Leeds Railway and the. There was a Wagon Works just off the South edge of this image. The line heading South from Horbury Junction was the L&YR line to Flockton Junction and beyond. [50]The same location in the 21st century as shown on the ESRI satellite imagery provided by the NLS.. [50]
Industrialisation in the immediate area of Horbury Junction began “in the early 1870s with the construction of Millfield Mill, followed by the Horbury Ironworks Co. In 1873, Charles Roberts bought a site for a new factory at Horbury Junction and moved his wagon building business from Ings Road, Wakefield to Horbury Junction. Before that, the area of Horbury Junction was a quiet backwater with a corn mill and a ford across the Calder for farm traffic.” In reality, a beautiful pastoral area of countryside was changed forever with the coming of the Railway, Millfield Mill, the Wagon Works and the Ironworks.” [51]
In the 21st century, just beyond Horbury Junction, the line is crossed by the M1.
In the 21st century, just beyond Horbury Junction (on the left of this extract from Google Maps), the line is crossed by the M1. [Google Maps, October 2024.
Horbury Junction seen, looking Southwest from the M1. [Google Streetview, July 2024]Looking Northeast from the M1. [Google Streetview, August 2024]Green Lane Underpass seen from the North. This underpass sits just to the East of the modern M1. [Google Streetview, October 2008]
Following the line on to the Northeast, it next passes through Thornes.
The railway bridge at the centre of Thornes in 1905. [52]The same location in the 21st century. The now quadruple line is carried by two separate bridges. [52]Thorne Bridge seen from the South in June 2024. [Google Streetview, June 2024]
Northeast of Thornes, the Manchester and Leeds Railway ran at high level into Kirkgate Joint Station in Wakefield.
Thornes Lane BridgeA638, Ings Road BridgeThe bridge carrying the line over Kirkgate. [All three images from Google Streetview April 2023]The Manchester and Leeds Railway enters this extract from the 1905 25″ Ordnance Survey bottom-left, To the North of it id the GNR Ings Road Branch. To the South of it is a Goods Yard with access to Wakefield’s Malthouses and Mark Lane Corn Mill. [53]The same area in the 21st century. The rail lines remain approximately as on the map extract above. Wakefield Kirkgate Station (top-right) is somewhat reduced in size. Much of the built environment is different to that shown on the map above. This image is another extract from the ESRI satellite imagery. [53]
Wikipedia tells us that once it was opened by the Manchester and Leeds Railway in 1840, Kirkgate station was “the only station in Wakefield until Westgate was opened in 1867. The railway station building dates from 1854. … Some demolition work took place in 1972, removing buildings on the island platform and the roof with its original ironwork canopy which covered the whole station. A wall remains as evidence of these buildings. After this, Kirkgate was listed in 1979.” [72]
Kirkgate Station was refurbished in two phases between 2013 and 2015. [72]
East of Kirkgate Joint Station in 1905. The landscape in Primrose Hill is dominated by the railway. The line exiting to the South of this extract is the L&YR Oakenshaw Branch which crosses the River Calder and runs past the station’s Engine Sheds. [54]the same area in the 21st century, much of the railway infrastructure has disappeared and is beginning to be taken over by nature. [54]
Just to the East of Wakefield Kirkgate Station were Park Hill Colliery Sidings.
Much the same area in the 21st century. The Midland’s lines South of Goosehill have gone, the footbridge remains but the large area of sidings to the Northeast of the Junction have also gone. [56]Park Hill Colliery Sidings and the River Calder in 1913. [55]The same location in the 21st century. [55]
And beyond those sidings a further crossing of the River Calder.
The three arched stone viaduct across the River Calder. This photograph is taken from Neil Fox Way and looks Southeast towards the bridge. [Google Streetview, June 2024]
Just a short distance further along the line, at Goosehill, the Manchester and Leeds Railway (by 1905, The Lancashire and Yorkshire Railway) joined the North Midland Railway (by 1905, The Midland Railway)
Goosehill Bridge and Junction witht he Midland Railway entering from the bottom of the extract and the Manchester 7 Leeds entering from the bottom-left. [56]Immediately to the Northeast of the last extract from the 1905 25″ Ordnance Survey, the Midland’s lines can be seen heading Northeast with branches off to the North and West. The branch heading away to the West is the St. John’s Colliery line running to wharves at Stanley Ferry. That to the North runs through the screens and serves St. John’s Colliery itself. [57]The same area in the 21st century. The roadway crossing the railway and heading off the satellite image to the West runs to a large opencast site. [57]Looking Southwest from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]Looking Northeast from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]Looking Southwest from the Newlands Lane Bridge. [Google Streetview, May 2023]Looking Northeast from Newlands Lane Bridge. [Google Streetview, May 2023]
From this point on the traffic from the Manchester and Leeds Railway ran on North Midland (later Midland) Railway metals, via Normanton Railway Station and then passing Silkstone and West Riding Collieries, and on towards Leeds, approaching Leeds from the Southeast. Normanton Station appears on the map extract below.
An smaller scale extract from the 25″ Ordnance Survey of 1905 which shows Normanton and its railway station. St. John’s Colliery and Gooshill Junction are just of the extract on the bottom left. [58]Looking Southwest from Altofts Road Bridge through the site of Normanton Railway Station. [Google Streetview, April 2023]
Rake’s last words on a journey along the railway are these: “Just previous to reaching Wakefield, the railway is carried over a viaduct of 16 arches, and, quitting that station it enters a deep cutting, and crosses the Vale of Calder for the last time, a little to the east of Kirkthorpe. Here was the most important diversion of the Calder, by which the cost of building two bridges was saved. … The line terminated by a junction with the North Midland Railway, a mile to the north of which point was situated the Normanton Station, where the York and North Midland, and by its means, the Leeds and Selby and Hull and Selby Railways united with the former lines. The remainder of the journey to Leeds, 9 miles, was traversed on the North Midland Railway.” [1: p472]
Rake goes on to talk about the gradients of the railway which “were considered somewhat severe. Starting from Manchester, the line ascends to Rochdale, 10 miles, over a series of inclinations averaging about 1 in 155; from Rochdale to the summit level, 6½ miles, the ascent is 1 in 300; the total rise from Manchester being 351 ft. From the summit level plane, which extends for 1 mile 55 chains, to Wakefield, a distance of 30 miles, the line descends for the first six miles on a gradient of 1 in 182, after which it is continued by easy grades of an average inclination of 1 in 350. Below Wakefield a comparatively level course is maintained to the junction with the North Midland Railway, the total fall from the summit being 440 ft. The curves were laid out so as not to be of a less radius than 60 chains. The gauge adopted on the Manchester and Leeds Railway was 4 ft. 9 in., to allow a in. play on each side for the wheels. … The rails were of the single parallel form, in 15 ft. lengths, with 3 ft. bearings, and were set in chairs, to which they were secured by a ball and key, as on the North Midland Railway. The balls, (3/4 in. diameter), were of cast iron, and fitted into a socket formed in one side of the stem of the rail; the key, which was of wrought iron, was 8 in. long (and 5/8 in. wide at one end, from which it tapered to 3/8 in. at the other end). … Stone blocks were used where they could be obtained from the cuttings, and were placed diagonally, but sleepers of kyanised larch were used on the embankments, the ballasting being of burnt and broken stone.” [1: p472-473]
It is interesting to note that the tramway/tramroad practice of using stone blocks as sleepers was in use when this railway was first built!
Rake continues: “The Manchester terminal station was located between Lees Street and St. George’s Road, and was entirely elevated on arches. The passenger shed was covered with a wooden roof, in two spans, and the whole length of the station was 528 ft. The passenger platform was approached by a flight of 45 steps from the booking-office on the ground floor. [1: p473]
Early signals on the Manchester and Leeds.Railway which became part of the Lancashire & Yorkshire Railway network. [64]
“The signals were of the horizontal double disc or spectacle form which, when revolved to the extent of a half circle, caused both discs to be invisible to the driver and indicated all right, the lamp above showing, when illuminated, green; the colour shown by the lamp when both discs were crosswise to the line being red.” [1: p473]
Rolling Stock
“The carriages consisted of three classes, The first class, in three compartments, upholstered, and fitted with sash windows painted blue; second-class, in three compartments, but open at the sides and furnished with wooden sliding shutters painted yellow; and carriages termed ‘mixed’, in which the middle compartment was for first-class, and each of the ends was for second-class passengers. There was also a carriage of novel construction, built according to the plan of the chairman of the company and used at the opening of the line. The under-framing was of the usual construction, but the body was unique. The floor was considerably wider than ordinary, and the sides curved outwards until they joined a semicircular roof, the greater part of which was fitted with wire gauze to give air, but capable of being instantaneously covered with waterproof material, by the action of an inside handle, so that sun and rain could be shaded out at pleasure. The sides were fitted throughout with plate glass, and ranges of seats occupied the floor, having passages on either side. Tents were also contrived in the sides which closed at will by spring action. The effect of the interior was said to resemble the interior of a conservatory! These carriages were in each case mounted on four wheels, with a perforated footboard of iron running the whole length of the body, in substitution for the lower tier of steps in use on other railways at the time.” [1: p473-474]
I have produced Rake’s description of this ‘unusual carriage’ as I have found it impossible to imagine what it looked like from Rake’s word-picture.
At the end of 1840, “an improved form of third-class carriage was constructed, in which each wheel was braked; the brake levers were attached to the axle-boxes and, consequently, when applied by the guard. who sat on the roof, did not bring the body of the carriage down on to the springs, The buffing springs were placed in front of the headstocks, and a flat iron bar attached to the buffer worked in brackets on the sole bar. The doors were fitted with latches on the outside, which were fastened by the guard when the passengers were inside.” [1: p474]
An improved third class carriage. Looking back from a 21st century perspective, these carriages seem to be not much better than the wagons used to carry livestock. This is borne out by Rake’s notes below. It was, however, a significant improvement on the open wagons, having a roof, glass windows and brakes. Contrary to what Rake appears to say below, Wells suggests that these covered third class wagons did have seating. [1: p474][75: p85]
“The windows and the doors being fixed, no passenger could open the door until the guard had released the catch. Roof lamps were not provided in these coaches, which were painted green. … The third-class carriages. or rather, wagons, were provided with four entrances, to correspond with the “pens” into which they were sub-divided by means of a wooden bar down the centre, crossed by another bar intersecting the former at right angles in the middle of its length. There were no seats, and the number of passengers for which standing room could be found was limited solely to the to the bulk Stanhope or ‘Stan’ups’, as they were derisively termed. The contrivance of pens was said to be due to a determination to prevent respectably dressed individuals from availing themselves of the cheaper mode of conveyance, in which there was little to distinguish them, it was complained, ‘from the arrangements for the conveyance of brute beasts which perish’. The company’s servants were strictly enjoined “not to porter for wagon passengers‘!” [1: p474]
Rake’s illustration of an early Manchester and Leeds Railway first class coach. [1: p474]
Further details of Rolling Stock on the Railway can be found in Jeffrey Wells book about the line. [75: p81-85]
Locomotives
Rake tells us that the locomotives were all mounted on 6 wheels and purchased from Sharp, Roberts & Co., Robert Stephenson & Co., and Taylor & Co. They all had 14 in. diameter, 18 in. stroke cylinders and 5 ft. 6 in. diameter driving wheels. Jeffrey Wells provides a more comprehensive, tabulated, list of those early locomotives. [75: p79-80]
A typical 0-4-2 Locomotive of 1839/1840. [76]An early (1834) R. Stephenson & Co. 0-4-2 locomotive of very similar design to those supplied to the Manchester and Leeds Railway 9c0 Public Domain. [77]
The first three 0-4-2s were made by Robert Stephenson & Co., and that company supplied plans and specifications for its locomotives which meant that The Manchester and Leeds Railway could have the same design manufactured by other firms of the Company’s choice. The first 12 locomotives built for the Manchester and Leeds in 1839 were all to Stephenson’s 0-4-2 design. Wells tells us that of these locomotives, the first three (Nos. 1 -3) were called Stanley, Kenyon and Stephenson and were built by R. Stephenson & Co. They were supplied to the Railway in April and May 1839. [75: p79]
The next three locomotives (Nos. 4-6) were supplied by Sharp Bros., Manchester. Lancashire and Junction were supplied in May 1839 and York in July 1839. Nos. 7, 9 and 10, named respectively, Rochdale (16th July), Bradford (6th September) and Hull (7th September)came from Naysmith & Co., Patricroft. Nos. 8, 11, 12 (Leeds, Scarborough and Harrogate) were supplied by Shepherd & Todd by September 1839. [75: p79]
Wells comments that No. 1, ‘Stanley’ “was named after Lord Stanley, Chairman of the House of Commons Committee who supported the Manchester and Leeds Railway Bill in 1836. … Other Stephenson designs followed: 19 engines, numbered 15 to 40, of the 2-2-2 wheel arrangement were delivered between October 1840 and April 1842. These were recommended by Stephenson to work the eastern section of the line, between Sowerby Bridge and Wakefield, thus gradually removing the [Manchester and Leeds Railway’s] reliance on North Midland Railway motive power which had at first prevailed from late in 1840.” [75: p80]
R. Stephenson patented 2-2-2 locomotive No. 123 ‘Harvey Combe’ built 1835, from Simm’s ‘Public Works of Great Britain’, 1838. This locomotive is of a very similar design to those supplied by various manufacturers to the Manchester and Leeds Railway in 1840-1842. These were given the Nos. 15-40 and were supplied by Charles Tayleur & Co., Rothwell & Co., Laird Kitson & Co., Sharp Bros., Naysmith & Co., and W. Fairburn & Co., (c) C. F. Cheffins, Public Domain. [78]
He continues: “Once again several manufacturers were involved in the supply of these locomotives. Goods engines were represented by a further batch of 0-4-2s; 13 were delivered (Nos 33 to 46) between April 1841 and June 1843, the three manufacturers involved being R. Stephenson & Co., Haigh Foundry, Wigan, and William Fairbairn & Co. of Manchester. … Three standard Bury-type 0-4-0s were the last engines to be delivered (Nos 47 to 49) the first two bearing the names West Riding Union and Cleckheaton respectively. All three were completed between November 1845 and January 1846 by the firm of Edward Bury of Liverpool.”
And finally. …
Rake concludes his article, the first to two about the line in The Railway Magazine (I currently only have access to this first article) with two short paragraphs. The first reflects on policing: “There were no police on the railway, the whole of the platelayers being constituted as constables on the completion of the first section of the line; and, we are afterwards told, that ‘the vigilance resulting from the pride these men take, in being thus placed in authority, had been found to supersede the necessity of any more expensive system of surveillance.'” [1: p474]
The second notes that: “The directors [were] very anxious to complete the railway as far as Rochdale, at the earliest possible time, and on the 4th July, 1839, it was opened through that town to Littleborough, a distance of about 14 miles, the event ‘exciting a most extraordinary degree of local interest and wonder’ we are told.” [1: p474]
References
Herbert Rake; The Manchester and Leeds Railway: The Origin of the Lancashire and Yorkshire Railway; in The Railway Magazine, London, December 1905, p468-474
Jeffrey Wells; The Eleven Towns Railway: The Story of the Manchester and Leeds Main Line; Railway & Canal Historical Society, Keighley, West Yorkshire, 2000.
Roger Farnworth 
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