Category Archives: North Midlands Railways and Tramways

North Midland Railway Artwork …. plus … Shady Dealings Before the Formation of the Midland Railway

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The featured image for this article is a lithograph created by Samuel Russell of the North Midland Railway Station in Chesterfield. [1][17] For the short note about the shady dealings preceding the formation of the Midland Railway, please see the last paragraphs before the References at the bottom of this article.

The BBC reported on 11th October 2026 that lost artwork of former stations on the North Midland Railway had gone on display at the recently-restored Grade II* listed Wingfield Station.

The artwork was commissioned by Francis Thompson and graced the boardroom of North Midland Railway in Derby, the artworks were removed during a 19th Century refurbishment and stored for more than a century at Derby Loco Works.

When the loco works closed and were cleared in the early 2000s to become Derby College’s Roundhouse Campus, the artworks passed to the Midland Railway Society at the Silk Mill in Derby.

I guess that means that they were not actually lost!  Rather that they were not on public display.

The Midland Railway Society has now refurbished the lithographs and loaned the collection to Wingfield Railway Station. The original metal etchings from 1841 have now been placed on display at Wingfield, the sole survivor from the original 16 stations on the North Midland Railway.

The railway was engineered by George Stephenson and opened in 1840. It linked Derby to Leeds via a main line which followed river valleys. “Along its route, a series of ornate and unique station buildings were designed by architect Francis Thompson – from a palatial 1,000ft frontage with a piazza and fountains at Derby, to a miniature Italianate design at Belper, to Jacobite-style buildings at Ambergate and Chesterfield.” [1]

Thompson commissioned artist Samuel Russell to produce the lithographs. Volunteers who have restored Wingfield Railway Station were delighted that after their restoration they had been offered on loan to the station at Wingfield.

Derby

“One lithograph showcases Derby’s original station, which stood before the gothic building replaced in the 1980s by the current Derby Midland station.” [1]

Derby’s first railway station was said to be the biggest in the world when it opened! [1]

“When it opened in 1840, … Derby was the biggest station in the world. … It was quoted as being the grandest railway station in the world, … it was quite early on in the history of the railways, none of the big London stations had been built at that stage as we know them today.” [1]

Derby Railway Station and the Midland Hotel at the turn of the 20th century. This extract comes from the 25″. Ordnance Survey of 1899, published in 1900. [15]

Derby Railway Station in the 21st century. [Google Maps, October 2026]

When the original buildings on the North Midland Railway were built, railway stations were ‘statement’ buildings and were often the highest quality buildings that the new railway companies could afford. They were designed “to impress their passengers as well as their shareholders with the quality of their product.” [1]

They contrast with many of today’s railway stations which are utilitarian in nature, “in those days they were built as signatures and statements.” [1]

However, this practice was not universally well-received as this short paragraph from one critic suggests: “we cannot but deplore the growing evil of expending large sums of money on railway appendages. Instead of cottage buildings, which, for the traffic of most of the intermediate stopping places on this line, would have been amply sufficient, we find the railway literally ornamented with so many beautiful villas, any one of which would grace the sloping lawn of some domain by nature highly favoured.” [2][3]

Belper

Belper’s railway station echoed the design of the railway’s terminus in Derby. [28]

The first station at Belper is shown in the engraving above. It was built south of the Derby Road bridge. The local Strutt family (owners of the cotton mills) opposed routing it closer to the town centre out of fear it would disrupt water supplies and views. The result was an expensive deep cutting running North-South through the town.

In the 1870s, the Goods Station in Belper sat to the South of the town just beyond the Derby Road Bridge. This was the site of the 1840-built station shown in the lithograph above. [19]
The site of the first railway station in the 21st century. [Google Maps, October 2026]
Another Samuel Russell lithograph. This shows the cutting in Belper, © Public Domain and sourced from the National Trust, Ironbridge Gorge. [13]

The original station was moved to its current town-centre site off King Street because the old location was too inconvenient. As we have already seen, the original site became a goods-only station.

The site of the later station, opened in 1878. This extract is taken from the 25″ Ordnance Survey of 1878, published in 1880. [18]
The same location in the 21st century. [Google Maps, October 2026]
View of New Street Bridge etc. in Belper, Looking South, another lithograph by Samuel Russell, 1840, © Public Domain and sourced from the National Trust, Ironbridge Gorge. [11]

In the 1960s, Belper Station was slated for closure but plans were halted because local MP and Deputy Prime Minister George Brown refused to close a station in his constituency. By 1973, however, the original King Street station buildings were removed, making way for commercial development (such as a supermarket). The old goods station finally closed down in 1979. [20] The station was refurbished in 2005 and adopted by local community groups in 2012. [21]

The site of Belper Railway Station as it appears on the 25″ Ordnance Survey of 1877/1878, published in 1890. [18]

Derwent Viaduct

On the approach to the next station – Ambergate – a viaduct carried the North Midland Railway over the River Derwent and the Matlock road.

This is Samuel Russell’s lithograph of the viaduct, seen from the North with the Matlock road on the left. [54]

The River Derwent Viaduct at Ambergate. This extract comes from the 1877/1878 25″ Ordnance Survey published in 1880. [25]
The same viaduct in the 21st century: the original viaduct is the most easterly of the two at this location. [Google Maps, October 2026]

Ambergate

Ambergate Railway Station Building which opened in 1840. This is another of Samuel Russell’s lithographs, © Public Domain. [22]

Ambergate Railway Station and associated line in 1878. This extract comes from the 1877/1878 25″ Ordnance Survey published in 1880. The original line is shown passing through a tunnel adjacent to a gravel pit. The original station was roughly at the location where the West to East curve joins the old railway line in the top-right of this map extract. [25]
The same area in the 21st century. [Google Maps, October 2026]

From Belper, the North Midland Railway ran along the Derwent Valley, along a stretch called Broadholme with four bridges across the river; it continued through Longlands Tunnel, across the River Derwent and Derby Road with a five-arch viaduct. It then entered Hag Wood Tunnel as it turned towards the Amber Valley. The station building was just north of this tunnel.

In 1849, the branch from Ambergate to Rowsley was built by the proposed Manchester, Buxton, Matlock and Midland Junction Railway, with a west to north connection between the lines at the original Ambergate Junction. When a south to west connection was made, for trains from Derby to Rowsley, the station building was rebuilt in 1863 adjacent to the new Ambergate South junction. The original bridge was also widened at its northern end to accommodate the new junction. [24]

In 1867, the Rowsley line had reached New Mills, which meant that the Midland Railway could operate from London to Manchester and Liverpool.

In 1875, Ambergate to Pye Bridge Line was opened from Crich Junction, near Bullbridge, which ran through Butterley to Pye Bridge, near Ironville on the Erewash Valley Line. Much of its business was coal traffic from Nottinghamshire to Manchester and Liverpool, avoiding Derby. [24]

In 1876, a loop was built passing the west side of Hag Wood Tunnel, as a diversion from the original line to a third platform, which allowed for Derby to Sheffield stopping trains. The station was completely rebuilt, with the old building remaining in use as a plans store. This third and final station was a triangular one, making it one of the four triangular stations in the UK, (c) Chevin and licensed for reuse under a Creative Commons Licence (CC BY-SA 3.0). [23][24]

The curved platform at Ambergate Railway Station in 2005, (c) R. Howarth and licensed for reuse under a Creative Commons Licence (CC BY-SA 3.0). [24]

All that is left now is one platform on a single track to Matlock; the original main Derby to Sheffield line passes to the east through Hag Wood (Toadmoor) Tunnel and onwards to Clay Cross and Chesterfield. The original listing of Ambergate station for closure under the Beeching Axe led to its mention in the song “Slow Train” by Flanders and Swann. [24]

The Cromford Canal

A short distance from Ambergate, towards Chesterfield, the next difficulty for the North Midland Railway was the intersection with the Cromford Canal, where the line intersected with the Bullbridge Aqueduct, before it carried on through a station at Wingfield to Stretton.

The canal aqueduct carrying the Cromford Canal over the North Midland Railway, another lithograph by Samuel Russell, © Public Domain. [14]
The location of the Bullbridge Aqueduct on the Cromford Canal as shown on the 25″ Ordnance Survey around the end of the 19th century. [26]
The same location in the 21st century. [Google Maps, October 2026]

The Aqueduct was approximately 150 feet long, 9 feet wide, and 6 feet deep in its iron trough section. The canal went out of use in the 20th century and the aqueduct was ultimately demolished in 1968 to accommodate road improvements. [27]

Wingfield

Wingfield’s railway station, wrongly attributed by the BBC article to Belper. [1]

Wingfield Station building was designed in the Grecian style by the architect Francis Edward Thompson and is a remarkable survivor from the very earliest days of the railways.

The station is important as it is: the last surviving North Midland Railway station building; the best surviving work of its architect; and it is the oldest surviving completely original railway station building in the World. The building is simple and symmetric but constructed to the highest quality from hand-carved local Ashover stone beneath pitched roofs made from Welsh slate. The building has large overhanging eaves and concealed, recessed guttering to maintain simplicity of form. [29]

“After opening in 1840, the station remained unaltered throughout its operational life and, after closure in 1967, was let as commercial premises by British Rail until being sold into private ownership in 1977. Over the next 5 decades, the station became neglected and derelict, but crucially was also never altered in any way, meaning all its original features survived. After local campaigning, the listing status of the station was upgraded from Grade 2 to Grade 2 Star in 2015, and compulsory purchase legal action was completed in 2019 by Amber Valley Borough Council. The Council then transferred legal ownership to Derbyshire Historic Buildings Trust, who undertook the restoration of the building and site, which was completed at the end of 2023. The station has been restored as close as possible to its original 1840 opening condition and appearance.” [29]

In September 2024, two local benefactors leased the whole station site and opened as a heritage centre, tearoom, local community amenity, event space and private hire venue. The operation is branded “Wingfield Station 1947” and a limited company Midland Heritage Partners has now been formed as the legal entity to operate the site as a not-for-profit community business. [29]

Chesterfield

Each station, like the Jacobite design at Chesterfield, was a unique design. Chesterfield’s first station building was swept away in works to construct a direct line to Sheffield, which was opened in 1870. Today’s main-line railway station stands roughly on the same site. [1][17]

Chesterfield Railway Station at the end of the 19th century – the 25″ Ordnance Survey of 1897/1898 and published in 1898. The station building was built in 1870 to the North of the original station building. The 1840 station was built roughly 200 yards South of the modern Chesterfield Railway Station. Today’s station carpark and the isolated ‘North Midland House’ sit approximately where Thompson’s original station once stood. [16]

Chesterfield Railway Station in the 21st century. Today’s station carpark and the isolated ‘North Midland House’ (just off to the left of this satellite image) sit approximately where Thompson’s original station once stood. The railway was realigned to suit the needs of the 1870s. [Google Maps, October 2026][17]

The modern station approach at Chesterfield, seen from the Northwest. North Midland House is marked by the grey flag towards the right side of the image. The modern station buildings are beyond the tree and the brown sign to the left side of the photograph. The first station building was positioned close to the centre of this image beyond the red car. [Google Streetview, July 2026]

Eckington

Eckington Railway Station as built in 1840 – another lithograph attributed to Samuel Russell, (c) Public Domain. [30]

The original station of 1840, shown above, was reconstructed in 1874 and then renamed Eckington and Renishaw in 1886. It closed to passenger traffic on 1st October 1951.

The location of Eckington Railway Station is marked by the blue flag on the adjacent map extract. [35]

Ecklington Railway Station as it appears on the 25″ Ordnance Survey undertaken between 1874 and 1885, published in 1897. [36]

The location of Ecklington Railway Station in the 21st century. [Google Maps, October 2026]

Beighton

Beighton station existed on three sites at different times – the first station, built and opened with the line in 1840, was apparently little more than a halt and appears not to have been included in the series of lithographs produced by Samuel Russell.

The first station was located 1 1⁄4 miles (2.0 km) south of Woodhouse Mill, approximately halfway between what is, in the 21st century, Beighton Junction and the overbridge, which still carries passenger trains east–west between Sheffield and Worksop. The location proved to be too far from the village of Beighton, and the station/halt was closed in January 1843. [32]

The approximate location of the later two stations is shown on this CAD drawing. The original station sat on the purple line to the East of the location marked, (c) Chevin and licensed for reuse as ‘Public Domain’. [32]

The blue flag in this image shows the location of the later two stations, the black dot marks the location of the original station. [32]

The original location of Beighton Station/Halt as it appears on the earliest Ordnance Survey that we have access to – the 25″ survey of 1875-1890, published in 1892. [34]

The same location in the 21st century. [Google Maps, October 2026]

“In 1849, the Manchester, Sheffield and Lincolnshire Railway (MS&LR) completed its Sheffield to Worksop line, which included a branch from just east of Woodhouse to join the North Midland line at what became known as Beighton Junction. They built Beighton’s second station at a site on their line only, close to, but not on, the junction. … This second station closed temporarily from 1852 to 1854, then continued in use until 1892.” [32]

“In 1892, the MS&LR opened its “Derbyshire Lines” route near Beighton. This would eventually become part of the Great Central Main Line. On 1stNovember 1893, the MS&LR closed Beighton’s second station, and opened its third and final station at a site 132 yards (121 m) north west of the second site, immediately north of the Rotherham Road level crossing.” [32][33: p33]

Masborough

We have already noted that the route followed the river valleys from Derby to Leeds, with minimal gradients and large radii curves. It therefore bypassed Sheffield, but met the Sheffield and Rotherham Railway at Masbrough (Masborough).

Masborough Station was the main railway station for Rotherham between 1840 and 1987! Another of Russell’s lithographs, © Public Domain and sourced from the National Trust, Ironbridge Gorge. [12]
Masborough Railway Station at the beginning of the 20th century. This extract is taken from the 1901/1902 25″ Ordnance Survey, published in 1905. [22]

The site of Masborough Railway Station in the 21st century. [Google Maps, October 2026]

Masborough Railway Station opened with the North Midland Railway in 1840, as Masbrough. It initially feature only two platforms. The Midland Railway enlarged and rebuilt the station late in the 19th century or early in the 20th century. The new station featured four platforms, a large sandstone building on Platform Four, iron and glass canopies, a fully enclosed footbridge, and wooden waiting rooms. Through the years it saw a number of name changes: Masbrough (1840); Masbrough & Rotherham (1896); Rotherham Masborough (1908); Rotherham (1969); Rotherham Masborough (in the period before closure).

Closure occurred (1987–1988) after the newly renovated Rotherham Central reopened in 1987. Most of the station buildings were demolished in the 1990s. The brick-built station building was converted into an Indian restaurant (historically known as The Orient Express), and while the platforms and through-lines remain active for freight and express trains, it is no longer a public stop.

The remaining station building at Masborough Station. This is nothing like the original 1940s structure. It was built when the Midland Railway considerably enlarged the station. [Google Streetview, August 2022]

Swinton (for Doncaster)

Old Town Station was Swinton’s first passenger station. It opened with the North Midland Railway in 1840 and stood on the same site as the 21st century Interchange. It was built in a classical style by the North Midland Railway. Goods facilities occupied what, in the 21st century, is the station car park.

Swinton, South Yorkshire’s Railway Station built in 1840. This is another lithograph made by Samuel Russell, (c) Public Domain. [37]

Swinton railway Station as it appears on the 25″ Ordnance Survey of 1890, published: 1892. [38]

Swinton Railway Station in the 21st century. [Google Maps, October 2026]

Swinton Railway Station in the 21st century. [Google Streetview, August 2024]

Darfield

The original Darfield Station at Cat Hill Tunnel, both of which were swept aside when the line was improved. The photograph comes from the Glynn Waite Collection, © Public Domain. [41]

Two extracts from the 25″ Ordnance Survey of 1890, published in 1892, show the original Darfield Station and, to the North, Cat Hill Tunnel which were constructed under George Stephenson’s supervision. Further North still was Millhouses Bridge. [42]

George Stephenson’s station and the nearby Cat Hill Tunnel were swept away in the improvements to the railway line at the turn of the 20th century. By 1901, a new station had been built closer to Mill Houses Bridge. As part of the works an additional bridge across Doncaster Road was built alongside the original. This meant that four lines ran North from the new Darfield Station.

A postcard view of Darfield Railway Station, © Public Domain. [40]

This next map extract comes from the 25″ Ordnance Survey of 1904, published in 1906. It shows the enlarged railway station sited closer to the bridge over Doncaster Road. The tunnel through Cat Hill has been replaced by a deep cutting. [43]

The station has significantly improved facilities, extended platforms and a goods yard.

As will be evident on the satellite image below, none of this infrastructure remains! The line closed permanently to passengers in June 1963, and completely in 1988, due to colliery closures and mining subsidence.

Wkipedia says that, “In 1901, … the new station had typical Midland Railway timber panelled buildings. The new goods lines passed to the east. These had access to three major collieries Grimethorpe, Dearne Valley and Houghton Main – and connected to the GCR and L&Y lines.” [44][45]

The location of the second Darfield Station as it appears on modern satellite imagery. [Google Maps, October 2026]

This photograph taken by Ben Brooksbank shows the North end of the station site close to Mill Houses Bridges in 1992, (c) Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [46]

Barnsley

Samuel Russell completed a lithograph of what was at the time Barnsley Railway Station. It sat close to Cudworth, 2.5 miles from Barnsley. As a result other railways found ways into Barnsley and took the majority of trade as a result. The station was renamed Barnsley for Cudworth in 1854, and later shortened simply to Cudworth in 1870. For decades, the station remained an important junction. It was extended in 1885 for the Hull and Barnsley Railway. In the 1860s/1870s, the Midland Railway built a branch line from Cudworth South Junction into Barnsley, opening Regent Street / Barnsley Court House railway station to give the town a direct Midland connection.

Samuel Russell’s lithograph of Barnsley Station. [47]

Cudworth Railway Station – the original Barnsley Railway Station – as it appears on the 25″ Ordnance Survey of 1890, printed in 1893. [48]

The station site in the 21st century. Little of substance remains – a brick building which is shown below. [Google Maps, October 2026]

The remaining brick structure at Cudworth Railway Station in October 2022, (c) Jim Lucas. [Google Maps, October 2026]

Oakenshaw

There was a station between Barnsley and Oakenshaw – Royston and Notton – but this did not open with the line in 1840 and so was not included in the lithographs produced by Samuel Russell. Oakenshaw did feature and its lithograph appears below.

Oakenshaw (for Wakefield) Railway Station which opened with the North Midland Railway in 1840 and closed in 1861. [39]

Oakenshaw Railway Station was located about two miles south-east of Wakefield. Originally built to serve Wakefield by omnibus, it had suitably ornate buildings, but was closed by the Midland Railway in 1870 when the station at Sandal and Walton was opened instead. [49]

The remains of the old Oakenshaw Railway Station as shown on the 25″ Ordnance Survey of 1890, published in 1893. [50]
The same location in the 21st century. [Google Maps, October 2026]

Kirkthorpe Junction

Samuel Russell created a lithograph showing a train on the North Midland Railway at this location. I have not been able to locate a copy of the lithograph online. The lithograph should be included in those on display at Wingfield Railway Station.. [55]

Normanton

I have not been able to locate a lithograph by Samuel Russell of Normanton Railway Station. So here is the next best thing! … Arthur Fitzwilliam Tait created a lithograph in 1845, just five years after the Station opened.

This is the lithograph. It is hand-coloured, printed by Day & Son and is 260 x 355 mm. (10 1/4 x 14 in) in size. It is from ‘Views on the Manchester and Leeds Railway, Drawn from Nature and on Stone by A.F. Tait’. Tait emigrated to America, in 1850, where he became well-known as a wildlife painter, was widely published by Currier & Ives, and was elected a member of the National Academy of Design in New York. [51]

The station was built by George Stephenson as a junction between the Manchester and Leeds, the North Midland, and the York and North Midland railways, making it at one time the most important station in the North of England, such was its role in the transport network serving regional industries. 

Normanton Railway Station in 1890, 50 years after it first opened in 1840. [52]

The original station was opened by the North Midland Railway (NMR) on 30th June 1840 (this was one day before nearby Castleford Railway Station which opened on 1st July 1840) on their main line towards Leeds, creating an interchange station between the North Midland Railway (NMR), the York and North Midland Railway (Y&NMR) and the Manchester and Leeds Railway (M&LR) – establishing the three company junction that is noted above. [53]

Wikipedia goes on to say that “The station lost many of its services in the aftermath of the Beeching Report, with both express and local trains on the NMR main line ceasing to call in 1968 and trains to York ending in 1970, leaving only Hallam Line trains to serve the station. The NMR was closed completely in 1988 south of the former Goose Hill Junction (where it diverged from the M&L line to Wakefield) although part of the route further south remains open to serve a glassworks at Monk Bretton, near Barnsley. This has led to much of the railway infrastructure becoming redundant and being removed – the main buildings have been demolished, the sidings and goods lines lifted, the bay platforms filled in and the main island shortened considerably. The old Station Hotel still stands, but it has been converted into residential apartments.” [53]

Woodlesford

Although Woodlesford Railway Station was one of the original stations on the North Midland Railway, there is no record of Samuel Russell creating a lithograph of the station. Woodlesford appears not to be included in his surviving collection.

Woodlesford Railway Station on the North Midland Railway. [56]
Woodlesford Railway Station as shown on the 25″ Ordnance Survey of 1891, published in 1893. [57]
Woodlesford Railway Station in the 21st century. [Google Maps, October 2026]

Leeds

The northern terminus of the North Midland Railway was in Leeds. Situated at Hunslet Lane in Leeds (now the site of Crown Point Retail Park, which opened in 1989). It was designed by Francis Thompson, featuring an iron four-span roof, five track lines, and 300-yard-long platforms. [58]

Three of the lines were used for stabling carriages not in use under the central span, and each outer span had one line with a platform. Turntables were provided at each end and the offices on the western side were fronted by an arcade with an arch surmounted with the arms of Leeds, Sheffield and Derby. It was shared by the Manchester and Leeds Railway, which ran on the NMR tracks from just north of Normanton since Parliament had refused to sanction two lines running side by side. [58]

The station was replaced by the Midland Railway in 1846 by Leeds Wellington railway station[3] and became a goods depot which closed in 1972. [58]

The 1840-built North Midland Railway Station in Leeds which was closed by 1846 becoming the Hunslett Goods Yard – few records seem to have survived. [31]

It is possible that Samuel Russell created a lithograph of the original Leeds Railway Station. I have not been able to locate a copy of the lithograph online. If it exists, the lithograph should be included in those on display at Wingfield Railway Station.. [55]

The same station in use as Hunslet Lane Goods Station under Midland Railway control. [59]

Wikipedia provides this map of the North Midland Railway’s line, © Public Domain. [2]

Not all of the stations shown on the route map were opened with the line. The original intermediate stations were Belper, Amber Gate, Wingfield, Chesterfield, Eckington, Beighton, Masbrough, Swinton, Darfield, Barnsley, Oakenshaw, Normanton and Woodlesford. All were designed by Francis Thompson. [2]

Stephenson’s practice when building the line had the advantage that industrial customers would in most cases, “be transporting their goods downhill from the mines and quarries to the railhead. It should be said, however, that the North Midland was among the first of the new breed of railway conceived as a means of improved passenger travel between the great cities, particularly London, rather than, like the Midland Counties and earlier lines, an adjunct to coal mines and quarries. Indeed, the rise in the coal trade, which was to become so important to the railways, had barely begun and, even a few years later, directors of the Midland Railway were questioning whether the revenue made it a worthwhile market to pursue.” [2]

Stephenson followed his usual practice of following river valleys as far as possible. The people of Sheffield engaged Joseph Locke to argue for them (his belief was that lines should pass through towns, proceeding along hills, if necessary, with bridges, embankments and cuttings. Stephenson and Locke “represented two opposing schools of thought at the time and, in this case, Stephenson had his way.” [2]

By 1870, economics were different, what was once very costly in terms both of construction and operation had become economically feasible. The Midland Railway opened a diversion through Dronfield and Sheffield, which became known to railwaymen as the “New Road”, as opposed to the “Old Road”. [2]

But, the terrain traversed by the old road was more difficult than for the other two railways which served Derby, “requiring 200 bridges and seven tunnels, and an aqueduct for the railway to pass underneath the Cromford Canal. By that time, Stephenson, who was wishing to concentrate in exploiting the coal around Ashby-de-la-Zouch, delegated the responsibility for almost the entire work of its design and construction to his engineer Frederick Swanwick.” [2]

Wikipedia tells us that, “The major bridges were at Oakenshaw, over the Barnsley Canal, and the Calder and Chevet Viaducts. In addition there were massive stone retaining walls for the cutting through Belper and the embankment north of Ambergate. Although the general radius of curves was one mile (1.6 km), gradients were as steep as 1 in 264 and practically the whole length was embanked or in cuttings, when not proceeding through a tunnel. The number of men employed [on the construction] was 8,600, with eighteen pumping engines providing drainage. It was tough work and a number of people died, particularly in the boring of the Clay Cross Tunnel.” [2]

The line was completed to Masbrough on 11th May 1840, [5] and to Leeds on 1st July 1840. [6]

There is a shady story to tell about the life of the North Midland Railway and the behaviour of shareholders, including, principally George Hudson in the years before the Midland Railway was formed by the amalgamation of other companies.

George Hudson and ‘Shady’ Manoeuvring at Board Level

From their inception, there was intense competition between the Birmingham and Derby Junction Railway and the Midland Counties Railway for traffic into London. … Though this did not directly affect the North Midland, it had financial problems of its own. With so many earthworks it had been extremely expensive to build, and its station and other buildings were arguably extravagant. Moreover, by the time it opened, the country had entered an economic depression. In the first two years, dividends were as low as 3.5%, compared with 10% for the London and Birmingham Railway. Economies were put in place but in 1842 the dividend was a mere 1% and shareholders of the North Midland Railway called for a Committee of Enquiry. [2][4]

George Hudson was one of these shareholders, and after a tour of the complete network, he insisted on drastic measures. Against the wishes of the Derby directors, Hudson and others from Lancashire & Yorkshire insisted on halving expenditure. At a meeting on 16th November 1842 in Leeds, Hudson’s group had their way. “On 30th November 1842 at a meeting in Derby, John Walbanke Childers MP, Mr. Pickersgill, Hatton Stansfield, T. B. Pease, F. Carbutt, and Mr. Hall retired from their positions as directors, and W. L. Newton (chairman), A. Titley (deputy-chairman), Mr. Laycock, Mr. Lee, Mr Cox and J. Holdsworth remained. Six of the Committee of Inquiry, P. W. Brancker, J. T. Alston, George Hudson, George Wilson, John Waddingham and William Murgatroyd, forced their way onto the board.” [2][7]

The new directors forced through a number of measures: the closure of Beighton, Killamarsh and Kilnhurst stations from 1st January 1843; boys, instead of men, would work points at junctions; services were reduced, fares raised and a number of carriages were sold. [2]

But things got considerably worse: a quarter of the footplate staff were sacked. The remainder (43 enginemen, stokers and turners) protested over the lower wages, and were sacked as well, on Christmas Eve 1842, without pay in lieu of notice. Hudson “employed in their place, enginemen he described as ‘skilled replacements’ who included in their number a platelayer, a fireman, a stonemason, two had been sacked for drunkenness and one who had been sacked for overturning a train of wagons. [2]

Unsurprisingly, “the result was chaos, with trains running late or erratically, and the remainder of the workforce demoralised. Finally a luggage train, with an elderly driver of only three weeks experience, collided with the rear of a stationary train at Cudworth in fog on 12th January 1843. [8] The inquest sent the … driver, Edward Jenkins, to the York Assizes for trial and criticised the cutbacks. … There was wide publicity about the trial of the driver for manslaughter. The jury at the York Assizes acquitted Jenkins and censured the directors. Meanwhile, the Board of Trade was also extremely critical and the directors made somewhat grudging improvements to working practices.” [2]

“Meanwhile, the situation between the Birmingham & Derby and the Midland Counties was becoming steadily worse. Hudson’s first approach was to the Midland Counties in 1843. He then negotiated a secret amalgamation with the Birmingham and Derby which would remove all the Midland Counties’ trade and, in August, returned to the latter with an ultimatum. Finally, on 22nd September 1843, at a meeting in Derby [a] triple merger was agreed.” [9]

The Midland Railway Consolidation Bill was placed before Parliament, and was passed as the Midland Railway Consolidation Act 1844 (7 & 8 Vict. c. xviii), and from May of that year the Midland Railway came into being. [2][10: p308]

References

  1. Isaac Ashe; Long-lost artworks of former stations go on display; BBC local News, Derbyshire, 11th October 2926; via https://www.bbc.co.uk/news/articles/c6y93q5gp000o?app-referrer=deep-link, accessed on 12th October 2026.
  2. https://en.wikipedia.org/wiki/North_Midland_Railway, accessed on 12th October 2026.
  3. Francis Whishaw; The Railways of Great Britain and Ireland practically described and illustrated (2nd ed.); John Wesley, London, 1842; (1840 1st ed., Simpkin, Marshall & Co.); via . http://archive.org/stream/railwaysgreatbr00whisgoog#page/n0/mode/1up (requires login details to access).
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  8. Fatal Railway Accident; Yorkshire Gazette. England. 14th January 1843; via British Newspaper Archive, https://www.britishnewspaperarchive.com/image-viewer?issue=BL%2F0000266%2F18430114&page=8; (requires login details to access).
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The Burton and Ashby Light Railway – Part 2

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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. [3] The power plant sat alongside the tram depot. [1: p56]

The first article about the line covered the length from Burton, through Newhall and Sawdlincote to Castle Gresley. It can be found here. [4]

Glendenning notes that the construction cost for the whole network was £150,000. [1: p57] He says that it served a population of about 100,000 inhabitants in the towns and villages through which it passed.

This second article about the line completes the journey, covering the length from Sawdlincote to Ashby-de-la-Zouch.

The route of the line(s) is shown in black on the map extract below.

The Burton and Ashby Light Railway. [2]

We start this second part of the journey at the tram depot which sat in Swadlincote on the North side of the Swadlincote and Woodville Branch of the Midland Railway and to the East of the Burton and Ashby Light Railway

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). [3]
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. [13]
A similar view in the 21st century. [Google Streetview, August 2022]
The tram depot sat to the East of the Burton and Ashby Light Railway and on the North side of the Swadlincote and Woodville Branch of the Midland Railway, just off the top-right of this extract from the 1920 25″ Ordnance Survey. As can be seen here, the branch into the tram depot left the mainline at high level adjacent to the North abutment of the bridge over the standard-gauge line. The Burton and Ashby Light Railway is shown 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.  [5]
This extract from the 21st century Google Maps satellite imagery shows much the same area as the map extract above. The light railway ran down the full length of Midland Road as far as its junction with the High Street in Sawdlincote. [Google Maps, October 2024]
A tram sits on the South side of Market Place and is about to set off for Burton (turning left and running beyond the Town Hall which is at the left rear of the photograph), or Ashby (bearing to the right off the right side of the photograph), (c) Public Domain. [14]
A very similar view looking from West Street East into Market Place in the 21st century. [Google Streetview, May 2017]

At Swadlincote Market Place a branch left the main line to Ashby-de-la-Zouch. That branch ran South from Swadlincote to serve Castle Gresley. We followed that branch in the first article about the Burton and Ashby Light Railway.

In this article we follow the route of the line from Swadlincote to Ashby-de-la-Zouch which heads East from the Market Place.

A tram leaves the High Street, entering Swadlincote Market Place and heading towards Midland Road, © Public Domain. [28]

Glendenning describes this length of the journey:

“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.

There are numerous stacks arranged in the form of a lofty cone, of the long tapering branches of timber with untrimmed bark, which are used for making the big rectangular crates for the conveyance of heavy earthenware.

The clay for the pipes and pots is obtained on the surface, but the fire clay for furnace bricks has to be reached from a depth, by sinking shafts equipped with hoisting machinery.

Imperceptibly, Swadlincote grows into Woodville, where the large pipe works are situated, with their groups of ever-smoking furnaces and yards stacked with great heaps of pipes for sewerage and drainage purposes. But the broken pottery is even more aggressive than the sound ware. Every ‘grotto’, or ‘rockery’, is made of it; every garden path is edged with it, or with fused fire bricks. The mounds of refuse adjacent to the works are continually extending their borders and spreading over the country.” [1: p55]

The road East of Swadlincote Market Place is High Street. As can be seen from the closely cropped extract from the 1920 25″ Ordnance Survey, the line was dual-tracked in the vicinity of the Market Place. Midland Road runs down to the Market Place on the East side of the Town Hall. Trams for Ashby left to the bottom-right of the map extract. [5]

Trams ran East along High Street and turned Southeast and the road became Hill Street. The area to the East of the town centre was heavily industrialised. Different industrial concerns were linked by a network of tramways which were generally below the level of the public road and passed under it, as necessary, by means of bridges and tunnels as the map extract below illustrates.

Another estract from the Ordnance Survey revised sheets of the 1920s. This sheet was surveyed/revised on the basis of what was present on the ground in 1921. [15]

These two extracts from Google Maps satellite imagery cover the same length of the Light Railway as shown on the extract from the 1921 25″ Ordnance Survey above. The Southeastern length of what was Hill Street is now the A514 which bypasses the centre of the town. [Google Maps, October 2024]

A view East along High Street, Swadlincote from the Market Place. This image was shared on the photographs New and Old of Swadlincote & Burton on Trent Facebook Group by Darren Jones on 8th July 2024. [17]
A similar view down High Street in the 2st century. [Google Streetview, August 2022]
Facing Southeast along High Street, Swadlincote in the 21st century. [Google Streetview, August 2022]
A tram climbs Hill Street towards the Centre of Sawdlincote circa. 1910. This image was shared on the Swadlincote Area Railways, Tramways and Industrial History Facebook Group by Ian Siddalls on 24th February 2019. [33]
From Hill Street the line of the old Light Railway runs along a short length of Sir Herbert Wragg Way . Ignoring the junction with the A514, the old line continued to curve gently to the East to follow the modern A514. [Google Streetview, March 2023]
Facing East along the A514, the land either side of the modern road has been landscaped and shows little sign of its industrial heritage. [Google Streetview, March 2023]
This next extract from the 1921 25″ Ordnance Survey shows the Light Railway running East along Swadlincote Road. The Midland Railway Woodville Brach Line can be seen entering the extract from the South. [15]
Further to the East the Light Railway crossed the Woodville Goods Branch of the Midland Railway and ran through the centre of Woodville. [15]
The same location in the 21st century. The goods depot is long-gone as are both the road overbridges close to the junction. [18]
A tram on its way to Swadlincote passing New Inn, Woodville in the early part of the 20th century. This image was shared on the photographs New and Old of Swadlincote & Burton on Trent Facebook Group by Keith Townsley on 10th January 2023. [19]
A similar view looking Northeast on High Street, Woodville, A511 in the 21stcentury. New Inn is on the left of the photo. [Google Streetview, July 2023]
Woodville High Street on the 1921 25″ Ordnance Survey. [15]
A similar area in the 21st century. [Google Maps, October 2024]
Tram No. 13 on High Street Woodville on its test run in 1906. This image, which looks Southeast, was shared on the photographs New and Old of Swadlincote & Burton on Trent Facebook Group by Keith Townsley on 3rd May 2021. [16]
A similar vantage point in the 21st century. [Google Streetview, July 2023]
Further Southeast on Woodville High Street. [15]
A similar area in the 21st century. [Google Maps, October 2024]
Further to the Southeast once again. Trams followed the bend in the highway from High Street into Ashby Road. [15]
Approximately the same length of road in the 21st century. [Google Maps, October 2024]
High Street, Woodville bears left and becomes Ashby Road. [Google Streetview, July 2023]
This next extract from the 1921 25″ Ordnance Survey takes us to the East edge of the particular map sheet. [15]
Heading away from the camera circa 1911 Is Tram No. 7 en-route from Ashby to Burton on what is now the A511. In a minute or two, the tram would be running Northwest along High Street, Woodville. [34]
The same location in the 21st century, looking West towards Woodville. [Google Streetview, July 2023]

The next three extracts for the 1920 25″ Ordnance Survey follow the line across the next map sheet.

The Burton and Ashby Light Railway to the East of Woodville. [20]
The Burton and Ashby Light Railway further to the East. At Boundary the line/road run Southeast towards Ashby. [20]
Further to the Southeast, the bottom of this extract is also the bottom of the particular map sheet of the 25″ Ordnance Survey of 1920. [20]

Glendenning continues:

“After passing Swadlincote and Woodville, – the top of a hill is reached, 569 ft. above the sea level. Cornfields and meadows abound on either side, and there is also the magnificent landscape of Charnwood Forest. Then comes the hamlet of Boundary, so called, as it is a boundary of shires, parishes, and manors. Close by is the notable village of Smisby, set amongst fine park-like scenery.

It can still boast of its tournament field, which Sir Walter Scott made allusion to in “Ivanhoe.” The situation is very exposed at Boundary; severe storms rage there periodically, and the inhabitants say that anyone who can live winter and summer at Boundary could live anywhere. After entering Leicestershire, the new line makes a quick descent into Ashby-de-la-Zouch. The old town has the refined air of a fashionable inland watering-place, though its medicinal saline baths are not more than a century old. The fourteenth-century castle was wrecked during the seventeenth-century civil wars; but even the portions that remain are magnificent, alike in size, strength and beauty of architecture.” [1: p55-56]

On its way down to Ashby-de-la-Zouch the road and light railway traverse another full 1921 25″ OS Sheet with little worthy of note. [21] The next image shows the line as it appears on the 25″ Ordnance Survey, much closer to Ashby-de-la-Zouch. [22]

The Burton and Ashby Light Railway approached Ashby-de-la-Zouch from the Northwest. The railway shown to the right of this map extract is the Midland Railway Ashby to Breedon Line. The light railway slips off the bottom of this OS Map sheet and appears again in the extreme bottom right of this extract. [22]
Looking East down Burton Road in Ashby-de-la-Zouch, (c) Public Domain. [25]
A similar view looking East on Burton Road in the 21st century. [Google Streetview, March 2023]
The Burton and Ashby Light Railway crosses the Ashby and Breedon Line (level-crossing) and then turns sharply to the South on Derby Road, Ashby-de-la-Zouch. [22]
The junction of Burton Road and Derby Road in Ashby-de-la-Zouch. The green line is the route of the Burton and Ashby Light Railway. The red line the route of the Ashby and Breedon Line. [Google Maps, October 2024]
A tram travelling down Burton Road in 1913 towards the junction with Derby Road, © Public Domain. [29]
Looking West up Burton Road from approximately the same position as the camera which took the image above. [Google Streetview, March 2023]
Burton Road runs left to right across this extract from photograph EPW01157 (c) Historic England, 1926. The line runnign top to bottom of the image is the Ashby and Breedon Line. Burton Road School is to the right of the railway line. The level-crossing gate can easily be seen, but it is difficult to make out the rails of the Light Railway in Burton Road. [26]
This aerial image looks East along Burton Road. It is an extract from Britain from Above photograph EPW015158 (c) Historic England, 1926. The level-crossing gates are much clearer. Two of the electricity supply poles for the Burton and Ashby Light Railway can be made out easily. The tracks of the Light Railway are more difficult to pick out in the road surface, although there is a hint of them in the centre of the road. [27]
This extract from EPW015158 shows the junction of Derby Road and Burton Road with the Light Railway’s route highlighted in green. Britain from Above photograph EPW015158 (c) Historic England, 1926. [27]
New Burton Road and the Burton and Ashby Light Railway transgress onto this OS Map sheet in the top left of this extract before crossing the Midland Railway Ashby and Breedon Line just off the top of the sheet (see that last map extract above). The Light Railway turned from Burton Road into Derby Road and ran South into the centre of Ashby. This can be seen to the right of this image. At the centre of the image, the standard-gauge line crossed Kilwardby Street[23]
This aerial image is also an extract from EPW015158 (c) Historic England (1926). Derby Road enters from the left, Market Street from the top, Kilwardby Street from the bottom and Bath Street from the right. The supply poles can be made out on the route along Derby Road and through the junction onto Bath Street. [27]
This second extract from EPW015157 (c) Historic England (1926) shows the same road junction, this time seen from the South with the tram lines and supply poles running from top to bottom of the image. [26]
A view looking South down Bath Street with a tram close to the Monument. This photograph was taken circa 1914 and is retained in the Derby City Council Archives (Picture the Past), (c) Public Domain. [31]
Approximately the same view in the 21st century. [Google Streetview, April 2023]
The final length of the light railway appears in this extract from the 1920 25″ Ordnance Survey. The line terminated on the station forecourt at Ashby Station. [23]
This final aerial image is a view across Ashby Railway Station from the Southwest and is an extract from Britain from Above image No, EPWW015162 (c) Historic England. The Railway Station is in the bottom-right of the photograph. The Royal Hotel is centre-top. The Light Railway terminus was in the forecourt of the standard-gauge railway station. [30]
Tramcar No. 13 standing in Station Road, Ashby in front to the Royal Hotel, a little to the North of the terminus at Ashby-de-la-Zouch Midland Railway station. The photograph was probably taken on 8th June 1906 on a testing and inspection run prior to opening the line, judging by the crowd of interested onlookers. A number of contemporary photographs exist of car No. 13 in various locations on the tramway on this occasion, two of which by Burton photographer J.S.Simnett are shown below, these being at Winshill and Newhall respectively. The postcard was published by George Brown of Ashby-de-la-Zouch.[8]
Tramcar No .13 at Winshill. [12]
Tramcar No. 13 at Newhall. [9]
The front of the Royal Hotel in the 21st century. [Google Streetview, March 2023]
This image shows trams from the Burton and Ashby Light Railway on the station forecourt in Ashby-de-la-Zouch. It is held in the Burton Library Archive, (c) Public Domain. [32]
The Light Railway terminus at Ashby-de-la-Zouch Railway Station. This image was shared on the Rail Thing – Burton and Ashby Light Railway Facebook Group by Roger Larke on 29th June 2019. [24]

The Depot and Powerplant at Swadlincote

Glendenning tells us that:

“The power station and car shed have been built at Swadlincote, which is about midway between Burton and Ashby. These premises are designed to give every facility for convenient and economical working, with ample margins for any extensions that may be necessary in future. The shed has six lines of rails, and underneath there are pits about 4 ft. deep, like a railway engine shed, so that the motor machinery on the cars may be easily got at for the purpose of examination and repairs. Adjacent to the car shed is the spacious and well-equipped power station. Here we find that not only is steam out of date for light locomotive purpose, on a short track, but it is also being superseded as a prime-mover for the generation of electricity; at any rate, in comparatively small and isolated stations, where a varying and not very heavy load has to be dealt with.” [1: p56]

Perhaps for an audience unfamiliar with the use of electricity as a power-source for a railway, Glendenning spends quite a few words explaining the reason for the choice of diesel engines to create electricity for the network. Not initially the most obvious choice in a coal-mining area. He goes on to say that:

“There are two three-cylinder vertical engines of 240 18.1lp each with a huge fly-wheel weighing about nine tons, coupled direct to two cylinders, each capable of giving an output of 150 kilowatts.” [1: p57]

The Depot was “built with accommodation for 24 trams, 8 tracks x 3 deep but only 20 trams were owned.” [6]

Following closure of the system, “the tram sheds were used to accommodate Thomson’s Fair from 1935 into the 1940s and then for munitions during the Second World War.” [7]

Rolling Stock

Glendenning reports that the new line was to be operated by open-topped cars “with all the latest possible improvements, …  Built at the Brush Electrical Company’s Works, Loughborough.” [1:p57]

Glendenning goes on to describe the tramcars:

“They bear the Midland Railway Company’s coat-of-arms, and are designed to carry 57 passengers each, 22 inside and 35 outside. They are mounted on Brush rigid wheel base trucks, with steel tyred wheels, provided with Hudson-Bowring-lifeguards, and magnetic track brakes. The electrical equipments, powerful motors, etc., were furnished by the British Westinghouse Electric Manufac- turing Company, of Trafford Park, Man- chester. Accommodation has been provided for the carrying of a limited number of parcels on the platforms of the cars, while, at a later stage, it is intended to carry booked parcels. Workmen’s cars, with special fares, will be run as soon after the formal opening of the line as possible.” [1: p57]

Electric Tramcar No. 2. [1: p56]

The LMS Society notes that: “The cars were in Crimson Lake and a white livery with ornate gold panelled lining and Midland crest. It was in this condition that the cars came into LMS ownership but all the cars were repainted in a simpler livery at Derby Works. The original white had weathered to a light cream and the later cream mellowed in a short life to a yellow. Although the method of tramsport to Derby Works is not certain the LMS owned bogie tramcar wagons and with an open top tramcar the bodies would almost certainly come within the loading gauge. The trolley pole, seats and wire screens were easily removed and so it is more than likely visits to works were by rail journey.” [6]

There was also a horse-drawn trolley tower/maintenance platform which can be seen in the photograph of the tram depot above.

The Service Provided

Glendenning notes that the frequency of service “between Ashby, Swadlincote and Burton [is] every half hour. … Between Woodville, Swadlincote, Newhall and Gresley, every 15 mins. … Ordinary service commences at 8 am. … Passengers between Ashby and Gresley change at Swadlincote Market Place or Woodhouse Road.” [1: p57]

This photograph was taken on West Street, Swadlincote. It is probably a picture of one of the Sunday School outings. The image was shared on the Photographs New and Old of Swadlincote and Burton on Trent Facebook Group by Keith Townley on 19th June 2021. [11]

The LMS Society goes on to tell us that:

“Special services were often run, Sunday School Outings and other Club Outings, and even a Railway Club on 8th July, 1909 hired three trams for a return trip from Burton to Ashby. Special services to feed passengers to excursions from Burton Station before normal services, and upon their return after the last train, were another feature.

Three Aspect Colour light signalling was installed on the reserved country stretch between Stanhope Bretby and Sunnyside, Newhall where the line traversed the brow of a hill and the west passing loop was out-of-sight from both sides. The lights were operated by a trolley wheel contact on a solenoid, a system devised and installed by a firm, Bracknell, Munro and Rogers.” [6]

The safety record of the Light Railway “was marred by only one serious accident. No. 19 ran away and overturned at the foot of Bearwood Hill in 1915 but there were few injuries.” [6] Another source says that there was an accident in 1919 which resulted in the death of two people. [10]

The 1919 accident at the bottom of Bearwood Hill which resulted in the death of two people. [10]

The line was completed in 1906 and was assumed locally and by Glendenning to have a bright future. It was, in fact, short-lived:

“The Burton and Ashby Light Railway Company had a fleet of 20 tramcars and these operated until early in 1927. … With the increasing use of the motor bus, competition for passengers was intense and the tramway services were reduced to rush hours only. With costly maintenance required on the now 20 year-old trackwork, the tramways were beset with problems and finally the doors were closed on 19th February 1927.

Rail passenger services were still running through Castle Gresley, Swadlincote, Woodville and Ashby and motor buses took over the tram services.

The major undertaking ‘Midland Red’ or the Birmingham and Midland Motor Omnibus Co. Ltd., to quote its full title, in which the LMS had a controlling interest, took over the main services. Other local operators, Victoria Motorways, Regent buses, Brooks Blue buses ran alongside the trams for a period.” [6]

2026 is the 120th anniversary of the opening of the line. Graham Nutt shared a YouTube video with me in early July 2026. … https://www.youtube.com/watch?v=tpEtiyTisH8. [35]

References

  1. Seymour Glendenning; The Burton and Ashby Light Railway; in The Railway Magazine, London, July 1906, p53-57.
  2. https://en.m.wikipedia.org/wiki/Burton_and_Ashby_Light_Railway, accessed on 12th October 2024.
  3. https://www.midlandrailwaystudycentre.org.uk/twochainplans/small/RFB00809sm.pdf, accessed on 16th October 2024
  4. https://rogerfarnworth.com/2024/10/19/the-burton-and-ashby-light-railway-part-1/
  5. https://maps.nls.uk/view/114591362, accessed on 17th October 2024.
  6. https://lmssociety.org.uk/topics/tramways.shtml, accessed on 18th October 2024.
  7. https://www.southderbyshire.gov.uk/our-services/things-to-do-and-places-to-visit/arts-and-culture/heritage-trails/midway-heritage-trail, accessed on 18th October 2024.
  8. https://www.tramwayinfo.com/Tramframe.htm?https://www.tramwayinfo.com/trampostcards/Postc200.htm, accessed on 18th October 2024.
  9. https://www.dfhs.org.uk/filestore/2019_June_137.pdf, accessed on 17th October 2024.
  10. https://www.derbytelegraph.co.uk/burton/man-who-job-righting-tram-2345427, accessed on 19th October 2024.
  11. https://www.facebook.com/share/p/2R6vHdibthqy15xd, accessed on 18th October 2024.
  12. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Kevin Hallam on 19th February 2023, https://www.facebook.com/groups/1074190616309168/search/?q=tram, accessed on 18th October 2024.
  13. https://gsq-blog.gsq.org.au/travel-on-my-mind/swadlincote-tram_ed/, accessed on 17th October 2024.
  14. https://www.southderbyshire.gov.uk/assets/attach/5004/Swadlincote-Heritage-Trail-Town-Centre-leaflet-FINAL2.pdf, accessed on 19th October 2024.
  15. https://maps.nls.uk/view/114591365, accessed on 19th October 2024.
  16. https://www.facebook.com/photo/?fbid=286971863140713&set=gm.3943789782373007, accessed on 19th October 2024.
  17. https://www.facebook.com/photo/?fbid=7921013811278470&set=p.7921013811278470, accessed on 19th October 2024.
  18. https://maps.nls.uk/geo/explore/#zoom=18.0&lat=52.76966&lon=-1.53509&layers=168&b=ESRIWorld&o=100, accessed on 19th October 2024.
  19. https://www.facebook.com/photo/?fbid=712114870626408&set=pcb.5768333646585269, accessed on 19th October 2024.
  20. https://maps.nls.uk/view/114591374, accessed on 20th October 2024.
  21. https://maps.nls.uk/view/114592296, accessed on 20th October 2024.
  22. https://maps.nls.uk/view/114592356, accessed on 20th October 2024.
  23. https://maps.nls.uk/view/114592383, accessed on 20th October 2024.
  24. https://www.facebook.com/photo/?fbid=1341193816054846&set=pcb.2997610126945848, accessed on 20th October 2024.
  25. https://freepages.rootsweb.com/~brett/genealogy/photos/eng/dby/scarratt/fwscarratt0099.jpg, accessed on 20th October 2024.
  26. https://www.britainfromabove.org.uk/image/EPW015157, accessed on 20th October 2024.
  27. https://www.britainfromabove.org.uk/image/EPW015158, accessed on 20th October 2024.
  28. https://uk.pinterest.com/stephen_baldwin/burton-ashby-light-railway, accessed on 20th October 2024.
  29. https://www.pinterest.com/pin/469359592409742050, (the original image appears to have come from the National Railway Museum but the link is broken), accessed on 20th October 2024.
  30. https://www.britainfromabove.org.uk/image/EPW015162, accessed on 21st October 2024.
  31. https://picturethepast.org.uk, accessed on 21st October 2024.
  32. http://www.burton-on-trent.org.uk/page/2?p=hkwnwgtg, accessed on 21st October 2024.
  33. https://www.facebook.com/photo?fbid=10213834165548649&set=pcb.2048907168550697, accessed on 21st October 2024.
  34. https://www.facebook.com/photo/?fbid=10221709102377148&set=gm.5146941508747232&idorvanity=356398021134962, accessed on 21st October 2024.
  35. https://www.youtube.com/watch?v=tpEtiyTisH8, accessed on 8th July 2026.

The Burton and Ashby Light Railway – Part 1

4 Replies

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]

Two photographs which look along lengths of the Light Railway which run remote from local highways. The image above illustrates some severe gradients close to Bretby and is taken looking towards what eventually became the A511. The one below shows a cattle grid and fencing to the East of Bretby Road looking towards Newhall. Both © S. Glendenning,  1906. [1: p55]

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 Burton and Ashby Light Railway. [2]
The Light Railway alongside the road to the East of Burton – 569 ft. above sea level, © S. Glendenning. [1: p56]

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]

The bridge over the Midland Railway at Swadlincote with light railway construction close to completion, © S. Glendenning. The tram depot and the generating house can be see on the right side of this image[1: p54]

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.

Electric Tram on Trent Bridge, © Public Domain. [10]
Electric Tram on Trent Bridge, © Public Domain. [10]
Electric Tram on Trent Bridge, © Public Domain. [10]
Electric Tram on Trent Bridge, © Public Domain. [10]
Electric Tram on Trent Bridge, © Public Domain.[10]
The view West across Trent Bridge towards the centre of Burton-on-Trent during roadworks in 2018. These historic tram tracks were used by the trams of both the Corporation and the Burton and Ashby Light Railway. [8]
The Lilac line shows the Burton Corporation Tramway route with the vivid green line marking the route of the Burton and Ashby Light Railway after it turned South along High Bank Road. [7]
A similar area in the 21st century – Bearwood Hill Road and High Bank Road Junction. [Google Earth, October 2024]
High Bank Road turns to the East and rises to meet Ashby Road (A5110. [12]
Ashby Road (A511). Both these map extract come form the 1920 revision of the 25″ Ordnance Survey. [12]
Approximately the same area as is covered by the two 1920 25″ OS map map extracts above. [Google Maps, October 2024]
Trams ran up/down the centre of High Bank Road. This photograph looks East towards the point where High Bank Road meets the present A511, Ashby Road. The A511 is just to the right of this image behind the hedging. [Google Streetview, July 2023]
Looking East along the A511, Ashby Road. [Google Streetview, August 2023]
The Burton and Ashby Light Railway appears to run down the centreline of Ashby Road. 1920 25″ Ordnance Survey. [13]
A distance further along Ashby Road the Light Railway crossed the Midland Railway Colliery Branch which, in 1920, only ran a little further Northeast of the road bridge and served a coal wharf just Northeast of the bridge. The Midland Railway Branch served Bretby Brick & Stoneware Works which sat to the Southwest of this location and, further to the South, Bretby Colliery. [13]
A similar area in the 21st century. The green line shows the route of the Light Railway.
Looking Southeast on Ashby Road/Burton Road (A511). The parapets of the Midland Railway Branch Line Bridge can still be seen. [Google Streetview, August 2023]
The view Southwest towards Bretby Colliery along the line of the abandoned Midland Railway Bretby Colliery Branch from the A511 road bridge in 2021, © Ian Calderwood and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [16]
Looking Northwest along what was eventually to become the A511. The Stanhope Arms is on the left of the photograph. [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 what was to become the A511 close to Bretby Colliery. This image was shared on the Newhall, Stanton & BretbyYesteryears Facebook Group by Keith Townsley on 5th December 2020, (c) Public Domain. [24]
A tram turns onto the Ashby Road, later the A50 and later still, the A511 from the dedicated length of the line leading to Sunnyside. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain. [24]
A tram close to Bretby Colliery. It appears to be turning South off what was to become the A511. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 5th August 2020, (c) Public Domain. [24]
A slight diversion from the route of the Burton and Ashby Light Railway allows us to see Bretby Colliery as it appeared in 1899. It sat alongside Newhall Park Road. The line on the West side of this image is the Midland Railway Branch which further to the North we have seen passing under the route of the light Railway. See the map extract above this one. [14]
Pre-contact plans for the construction of the Midland Railway Bretby Colliery Branch Line. The Burton and Ashby Light Railway crossed this line at the bottom right of the plan. [15]

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

  1. Seymour Glendenning; The Burton and Ashby Light Railway; in The Railway Magazine, London, July 1906, p53-57.
  2. https://en.m.wikipedia.org/wiki/Burton_and_Ashby_Light_Railway, accessed on 12th October 2024.
  3. https://en.m.wikipedia.org/wiki/Burton_upon_Trent_Corporation_Tramways, accessed on 12th October 2024.
  4. https://maps.nls.uk/view/115473366, accessed on 12th October 2024.
  5. https://maps.nls.uk/view/115473402, accessed on 12th October 2024.
  6. https://maps.nls.uk/view/114591101, accessed on 12th October 2024.
  7. https://maps.nls.uk/view/114591071, accessed on 12th October 2024.
  8. https://www.derbytelegraph.co.uk/burton/tram-tracks-removed-burton-bridge, accessed on 13th October 2024.
  9. https://www.mediastorehouse.com/mary-evans-prints-online/tram-burton-trent-staffordshire-14196889.html, accessed on 13th October 2024.
  10. http://www.burton-on-trent.org.uk/category/surviving/trentbridge/trentbridge5, accessed on 13th October 2024.
  11. https://www.britainfromabove.org.uk/image/EPW019724, accessed on 13th October 2024.
  12. https://maps.nls.uk/view/114591101, accessed on 16th October 2024.
  13. https://maps.nls.uk/view/114591110, accessed on 16th October 2024.
  14. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=52.77838&lon=-1.59835&layers=168&b=ESRIWorld&o=100, accessed on 16th October 2024.
  15. https://www.midlandrailwaystudycentre.org.uk/twochainplans/small/RFB00809sm.pdf, accessed on 16th October 2024.
  16. https://maps.nls.uk/view/114591323, accessed on 16th October 2024.
  17. https://lmssociety.org.uk/topics/tramways.shtml, accessed on 17th October 2024.
  18. https://www.dfhs.org.uk/filestore/2019_June_137.pdf, accessed on 17th October 2024.
  19. https://gsq-blog.gsq.org.au/travel-on-my-mind/swadlincote-tram_ed/, accessed on 17th October 2024.
  20. https://maps.nls.uk/view/114591362, accessed on 17th October 2024.
  21. https://maps.nls.uk/view/114591365, accessed on 17th October 2024.
  22. https://maps.nls.uk/view/114591395, accessed on 17th October 2024.
  23. http://www.burton-on-trent.org.uk/category/amenities/railway/railway5, accessed on 17th October 2024.
  24. https://www.facebook.com/groups/1074190616309168/search/?q=tram, accessed on 18th October 2024.
  25. https://www.facebook.com/groups/1074190616309168/permalink/1629307357464155, accessed on 19th October 2024.
  26. https://www.facebook.com/groups/1074190616309168/permalink/1749624235432466, accessed on 19th October 2024.
  27. https://www.facebook.com/groups/1074190616309168/permalink/1200997590295136, accessed on 19th October 2024
  28. https://www.facebook.com/photo/?fbid=270915844746315&set=gm.3880045305414122, accessed on 19th October 2024.
  29. https://www.search.staffspasttrack.org.uk/search.aspx?&PageIndex=4&SearchType=2&ThemeID=475, accessed on 20th October 2024.