The featured image at the head of this article shows BR No. 54445 with an permanent way train passing Culloden Moor Viaduct travelling towards Aviemore. [54]
The Inverness and Aviemore Direct Railway was built by the Highland Railway to provide a shorter and more direct route between Inverness and Aviemore, carrying its main line traffic to Perth and the south.
Earlier articles about the Highland Railway can be found here, [7] here, [8] here, [9] here, [10] and here. [11]
The original route via Forres and Dava, built by the Inverness & Perth Junction Railway (I&PJR), “ran over wild and remote terrain as far as Aviemore, and then on to Dunkeld. From there trains used the Perth and Dunkeld Railway to Stanley Junction, and from there the Scottish North Eastern Railway to Perth. This was a considerable improvement [over the only previously available route via Aberdeen], although operation of the line over the mountainous route was difficult. The traffic from east of Forres proved to be lighter than anticipated, and at the same time traffic from Inverness and from the Inverness and Ross-shire Railway became increasingly dominant. The deviation to Forres before turning south was now a serious liability.” [1]
It was also clear that the Great North of Scotland Railway (GNSR) was planning its own independent line between Elgin and Inverness and the West Highland Railway was known to be considering a line along the Great Glen connecting from Fort William to Inverness. “The Highland Railway was alarmed at both of these competitive encroachments into what it considered to be its own territory. It anticipated that Parliament would look favourably on them, if it could be shown that the Highland Railway was not taking adequate steps to improve its own line and its service to passengers and goods customers.” [1][2: p44][3: p103-104]
“The solution was a new line of 34 miles running directly south from Inverness, rejoining the existing Perth line at Aviemore. This became the Inverness and Aviemore Direct Railway, informally known as the Carr Bridge line, or later the Carrbridge line. Its authorising Act of Parliament was passed on 28th July 1884.” [1][3: p104][4: p175]
As Acworth noted in 1890, the Highland Railway “could never face a Parliamentary Committee and maintain that the existing facilities to Inverness were sufficient, when it had taken no steps to supply the additional accommodation whose necessity it had itself asserted only a few years before … The construction of the new road will mean to [the Highland Railway], in the first place, a capital expenditure of some hundreds of thousands of pounds; secondly the cost of working some thirty additional miles; thirdly no additional traffic whatever; and lastly, the reduction of the passenger fares by as many pence as the new road will be shorter in miles than the old.” [1][5:p74-75]
“Having received the authorisation, the Highland Railway did nothing to hasten actual construction, no doubt believing that the danger of encroachment had been staved off. In any event, for the Highland Railway this was the most important development of the decade. … The cut-off was 34 1⁄2 miles of new line between Aviemore and Inverness. For six years from obtaining the necessary Act on 28 July 1884, the company managed to stave off any real action, although by 1886 agreements about land acquisition were made with proprietors. Altogether four extensions of time to complete the line were granted: two before and two during construction.” [1][2: p44][3: p103-104]
The Inverness to Aviemore Direct Railway was opened in stages: the first, from Aviemore to Carr Bridge, opened on 8th July 1892 as a branch line operated by a tank engine, and carrying very little traffic. [1][3: p103-104] The line from Carr Bridge to Daviot opened on 19th July 1897.
The route was completed for through running by the opening between Daviot and Millburn Junction, Inverness, on 1st November 1898. [1] Ot should be noted that there is some ambiguity over the dates. [1: Note 1]
In October 1897, it was decided to install double track on the as-yet unopened section between Inverness and Daviot. This involved widening some completed single-track bridges. [1][2: p8]
“The new line incorporated the Highland Railway’s second-highest summit: Slochd at 1,315 feet. The Strathnairn Viaduct near Culloden Moor is Scotland’s longest masonry viaduct at 600 yards in length; there are 29 arches. [1][3: p133-134][4: p197] Major enlargement of the track facilities was also carried out at Millburn Junction in Inverness. The total cost of the line was almost a million pounds.” [1][2: p46]
From the opening of the direct line from Aviemore… “the traffic planners had to cater for two main lines into Inverness from the south. In the summer of 1909, seven scheduled trains ran each day between Perth and Inverness. The night train from Perth left at 12.50 a.m., with sleeping car from Glasgow, and travelled via Carrbridge, arriving at 5.10 a.m. A connecting train left Aviemore for Forres at 4.00 a.m., arriving also at 5.10 a.m. Nairn passengers went on to Inverness and changed trains there. At 5 a.m. another train left Perth, conveying sleeping cars from London and through carriages from southern railways, running via Carrbridge and arriving at Inverness at 8.35 a.m. This ran only from 1 July to 11 August. Fifteen minutes later the ‘normal’ night train from London left Perth, and arrived in Inverness at 9.08 a.m. This train was also noted as conveying Sleeping Carriages Euston to Strathpeffer.” [3: p184-185]
“A Forres connection left Aviemore at 8.25 a.m., arriving at 9.35 a.m. The Mail left Perth at 6.15 a.m. and reached Aviemore at 8.33 a.m. Here it divided, the direct Inverness portion arriving at 10.10 a.m., and the Grantown portion arriving in Inverness at 11.15 a.m. A Saturdays-only train left Perth at 9.25 a.m., reaching Inverness at 1.50 p.m.; its Forres connection left Aviemore at 12.45, arriving 1.56 p.m. A train for Inverness via Forres still left Perth at 11.50 a.m., running non-stop to Newtonmore, which it reached at 1.44 p.m.; Forres was reached at 3.25, and Inverness at 4.15. Only ten minutes later, the old Parliamentary left Perth, stopping at all stations (five on request only) and reaching Inverness via Carrbridge at 4:36 p.m.” [3: p185]
The Route
Inverness Railway Station was covered in the first article in this series. [7]
A single extract from the 6″ Ordnance Survey undertaken at the turn of the 20th century will suffice here. Note the Lochgorm Works at the top of the extract on either side of the loop which allowed East/West movements without trains needing to enter the station. The locomotive facilities centred on the roundhouse which can be seen on the right side of the extract. [12]This 21st century ESRI satellite image, provided by the NLS shows that non-rail uses now sit over the site of the old locomotive shed and turntable. The basic layout of the railway infrastructure remains as does part of the Works. [12]Heading East from Inverness Railway Station, two lines ran in parallel. Somewhat counter-intuitively the lines to Forres and beyond ran on the South side of the lines which will bear away South. [13]Both lines continue to be used in the 21st century, although it is difficult to make out the detail on this extract from the ESRI satellite imagery provided by the NLS. [13]This next extract from the 6″ Ordnance Survey of 1901 shows the more northerly set of lines rising up to bridge the lines to Forres. [14]On this next extract from the ESRI satellite imagery it is slightly easier to make out the two lines. [14]This extract from Google Maps shows the two lines crossing as they both pass under the modern A9. [Google Maps, June 2025]Looking West from the Harbour Road Crossing along the Forres line towards Inverness Railway Station. [Google Streetview, 2022]Looking East along the Forres line from the Harbour Road Crossing. [Google Streetview, 2022]Harbour Road looking North. The Inverness to Aviemore Direct Railway is bridging the road. [Google Streetview, 2022]This time looking South through the bridge. [Google Streetview, 2022]
The Inverness to Aviemore Direct Railway curves round to the Southeast.
Away from the coast line, the railway is in cutting. [18]The modern satellite image illustrates the growth of Inverness. The presence of the A9 is a significant change to the landscape. [18]Looking back round the curve towards Inverness Railway Station from the A96. [Google Streetview, 2023]Looking ahead along the Inverness to Aviemore Direct Railway from the bridge carrying the A96 over the line. [Google Streetview, 2023]For the first part of this journey along the line, each map extract overlaps with the previous extract. That is true for this and two further extracts. After that just discreet locations are featured. [15]The same area in the 21st century. [15]A further length of the line takes it as far as Caulfield Road North. [16]The same length of line in the 21st century. [16]Caulfield Road North is now National Cycle Route No. 7, this view looks Northeast along the cycleway through the bridge carrying the railway. [Google Streetview, 2022]The line continues East, at the turn of the 20th century its route was through open fields. [17]The same location in the 21st century. [17]
The line begins a wide curve round to the South to cross Culloden Moor. The line is initially in cutting, then on embankment and then in cutting on its approach to the site of Culloden Moor Railway Station.
The view Northeast along the railway from the bridge carrying Tower Road. [Google Streetview, 2022]The view Northwest along Culloden Road. The railway is carried over the road on a stone arch bridge. [Google Streetview, 2022]As the line curves around towards the Southeast it bridges a million nor road by means of another stone arch bridge.b[Google Streetview, 2022]By the time that the line passes under the B9006 it has already run through platform faces of the old Culloden Moor Railway Station to the North side of the road. The line is, by this time, almost on a North-South alignment. This view looks back North along the line from the bridge. [Google Streetview, 2022]Turning through 180°, this view looks South through the old station site towards the Strathnairn Viaduct (alternatively, the Nairn Viaduct or the Culloden Viaduct). [Google Streetview, 2022]Culloden Moor Railway Station as it appears on the 6″ Ordnance Survey undertaken at the turn of the 20th century. [19]The location of Culloden Moor Railway Station in the 21st century. [19]The 25″ Ordnance Survey from the turn of the 20th century. The footbridge was removed when it was realised that the road bridge was perfectly adequate for pedestrian access between platforms. The railway workers’ cottage and the Stationmaster’s House are on the West side of the line. [23]
Culloden Moor railway station served the village of Culloden from 1898 to 1965 (1967 for general goods). It was a two platform station just to the north of the Nairn Viaduct. Its location was closed too to the site of the Battle of Culloden. The platforms remain but the station buildings have gone.
The roadbridge at Culloden Moor Railway Station site, seen from what was once the station forecourt. The site to the East of the railway is, in the 21st century, occupied by Iain Cowie Plant Hire and Groundworks Ltd. [Google Streetview, 2008]
Both platforms at the station had a water column, with the water tank on the northbound platform. There was a bitumen depot adjacent to the station and in later years the goods sidings at the station could be seen filled with bitumen tank wagons. The depot closed towards the end of the 20th century. [22]
Another photograph of the station can be seen here. [25] South facing photographs of Culloden Moor Railway Station have the Culloden Viaduct appearing in the distance.
Culloden Viaduct (Nairn or Strathnairn Viaduct) as it is shown on the 6″ Ordnance Survey from the turn of the 20th century. [26]The same viaduct as it appears on the modern ESRI satellite imagery provided by the NLS. [26]Culloden Viaduct looking North-northwest from the minor road at the South side of the river valley. [Google Streetview, 2022]BR steam locomotive 54445 with up permanent way train passing Culloden Moor Viaduct. It should, of course, be noted that No. 54445 was an ex-Caledonian Class 113 4-4-0 locomotive. These locomotives were classed 3P by the LMS. Introduced in 1916, these locomotives worked to a boiler pressure of 175 psi, had 20″ x 26″ cylinders and driving wheels of 6′ 6″ diameter. The locos without their tenders weighed in at 61 tons 5 cwt and produced a tractive effort of 19,833 lbs. [54][55]
The viaduct was designed by Chief Engineer Murdoch Paterson and built by The Highland Railway. Twentynine arches carry the line over the valley of the River Nairn. It opened in 1889 and it remains the longest masonry viaduct in Scotland at 1800ft (549m) long and is a Category A listed building. [27}
South of the viaduct the railway head for a short distance to the Southwest before turning Southeast as it arrives at Daviot Railway Station.
En-route the line crosses a minor road and
Looking Northeast along the next minor road to be bridged by the line. [Google Streetview, 2022]Looking back towards Culloden from a bridge carrying the National Cycle Route No. 7 over the line. [Google Streetview, 2022]Turning through 180° and looking forward along the line towards Daviot Railway Station with the gorse in full bloom. [Google Streetview, 2022]Daviot Railway Station at the turn of the 20th century. The double -track line from Inverness became a single line to the Southeast of Daviot. [28]The same location in the 21st century. [28]
Daviot Railway Station opened on 19th July 1897.Ot was, for a short time the Northern terminus of the line from Aviemore until Culloden Moor Railway Station opened in 1898. Wikipedia tells us that, “on the northbound platform was the station building and to the southwest was the goods yard. There were two signal boxes: one to the north which was built, but never opened. The other signal box was to the south in between the goods sidings. It was relocated slightly to the north in 1952. The station closed on 3rd May 1965. The signal box closed in 1969. Only the platforms remain.” [29]
Ernie’s Railway Archive has an excellent photograph of the station which can be viewed here. [30]
Moy Railway Station was further to the Southeast and is shown here in an extract from the 6″ Ordnance Survey from the turn of the 20th century. [31]A satellite image of the same area in the 21st century. The A9 is the most significant change visible (running diagonally across the bottom third of the image). [31]
Wikipedia tells that Moy Railway Station opened on 19th July 1897. “The station building was situated on the southbound platform. Goods facilities were handled at the northeast. There were two signal boxes: north and east. Despite their names, they were both situated to the west. The station closed to both passengers and goods traffic on 3rd May 1965.” [32] The station building at Moy was of a very similar design to that at Culloden Moor and Daloit.
AmBaile has a monochrome image of the station at Moy. This image can be seen here. [34]
The modern A9 crosses the line of the railway to the East of Moy. The next two images are taken from the A9 road bridge.
Looking back along the railway from the A9 overbridge towards Moy. [Google Streetview, June 2022]Looking forward towards Tomatin from the A9 overbridge. [Google Streetview, June 2022]
Further Southeast we teach Tomatin Railway Station. …
The next station along the line was Tomatin Railway Station. [33]The same area in the 21st century. [33]
AmBaile has a few photographs of Tomatin station. These can be seen here, [35] here, [36] and here. [37]
Findhorn Viaduct is around 500 metres East of Tomatin village. …
The next significant location on the line is the Findhorn Viaduct which is approximately 500 metres East of the village of Tomatin and carries the line over the valley of the River Findhorn. [38]The same area as shown on the ESRI satellite imagery from the NLS. [38]
“The Findhorn Viaduct was designed and built for the Highland Railway between 1894 and 1897 by Murdoch Paterson, their chief engineer, and John Fowler, who was the consulting engineer and who also worked on the design of the Forth Rail Bridge. The viaduct was Fowler’s suggestion in order to create a more direct route; the railway company had originally planned a more circuitous route around the valley, over a mile longer. The steel for the lattice work was supplied by the Butterley Iron Company in Derbyshire, England. The granite for the piers was supplied by Kemnay Quarry in Kemnay, Aberdeenshire, which also supplied materials for the Forth Bridge. … It was opened to traffic on 19 July 1897. The viaduct is a Category B listed building, first listed in 1971, a status which grants it legal protection.” [39]
The highest point on the line between Inverness and Aviemore is at Slochd. The Slochd Summit “is a mountain pass on the A9 road and the Highland Main Line Railway. It is the highest point on the line between Inverness and Aviemore. An old military road and National Cycle Network Route No. 7 also go over the summit, the latter largely following the old A9. … Both the road and the railway have signs marking the spot – the A9 is at a height of 1,328 feet (405 m), while the railway reaches 1,315 feet (401 m). The Slochd Summit is the second highest place on the route from Inverness to Perth – the Pass of Drumochter at 1,500 feet (460 m) is higher and bleaker.” [41]
Close to Slochd the railway crosses the Allt Slochd Music on a high viaduct. [42]The same area in the 21st century. [42]The listed building record for the Allt Slochd Music Viaduct. [43]
A very short distance to the East of Slochd, the old A9 (now National Cycle Route No. 7 crosses the old railway. …
This photograph is taken from the old A9 road bridge and looks back along the railway towards Slochd. The modern A9 flyover sits above both the old road and the railway. [Google Streetview, June 2022]Looking ahead to the Northeast and Carrbridge from the old A9 bridge. [Google Streetview, June 2022]Bird’s eye view of the railway and old and new A9s at the same location. This image was shared on the Carr-bridge Past and Present Facebook Group by James Ross on 11th June 2024. [52]
East of the old A9 the railway curves round from a Northeasterly direction to a Southeasterly one. It runs down the valley of the Bogbain Burn crossing the stream a number of times on its descent. The modern A9 runs a little to the South of the railway. The Bogbain Burn joins the Allt nan Ceatharnuch and flows to the North of the railway before crossing under both the railway and the modern A9. It then flows into the River Dulnan to the West of the A9 and the railway.
The River Dulnan flows under the A9 and the railway and then flows down through Carrbridge. The railway station sits about 1.5 km Southwest of the village close to the river. It remains open in the 21st century.
An historical photograph of the railway bridge over the river can be seen here. [53]
The River Dulnan Railway Bridge, seen from the A9 to the South. [Google Streetview, 2023]Carrbridge Railway Station at the turn of the 20th century. The Dulnan River features in the top-left of the image. [44]The same area in the 21st century. The modern A9 runs parallel to the railway rather than through Carrbridge. [44]
Carrbridge Railway Station was opened on 8th July 1892 when the Highland Railway opened the line from Aviemore. For five years Carrbridge was the terminus of the line from Aviemore.
Northbound services commenced on 8th July 1897 when the line to Daviot was opened, the line through to Inverness opened on 1st November 1898. … The station was built with a passing loop on the otherwise single track railway, a signal box (automatic token-exchange apparatus was used) and several sidings on the north side of the line. The station building is thought to be by the architect William Roberts, dating from 1898. A camping coach was positioned here by the Scottish Region from 1954 to 1965. [46]
Southeast of Carrbridge Railway Station, the line curves through a heavily wooded landscape towards the South. It continues to be closely followed by the modern A9.
This wintery scene was recorded in March 2023 looking Northeast from the A9. The lack of foliage means that the railway can be seen close to the road. The location is the Knock of Kinveachy. The old A9 is still in use beyond the road as the B9153 and then the A95. [Google Streetview, March 2023]
The A9 begins to turn away from the railway to the South of Kinveachy. The A95 passes under the railway as it heads South, along the route of the old A9.. A new skew bridge carries the railway over the road in the 21st century.
This view looks Northeast along the A95 under the railway bridge. [Google Streetview, March 2023]The location of the old railway bridge over the A9, (the A95 in the 21st century). [47]The same location in the 21st century: the new A9 can be seen in the top-left corner of this satellite image. The A95 (the old A9] can be seen to the right of the railway at the top of the image,then passing under the railway before leaving the image bottom-left. [47]
The railway heads due South towards Aviemore, before drifting towards the West … Three small lochans were in the path of the railway. …
Now on the final run down to Aviemore. The old A9 can be seen on the left of this extract from the 6″ Ordnance Survey from the turn of the 20th century. The railway crosses the small Loch nan Carraigean.[48]This modern image shows that by the 21st century the lochans have almost completely disappeared. Just a small pool remains at the location of Loch nan Carraigean. A quarry has been opened up between the railway and what is now the A95. [48]Aviemore Railway Station at the turn of the 20th century. The River is the River Spey. There was very little to Aviemore at the turn of the 20th century – the Station and Hotel and a few private dwellings. [49]This 21st century satellite image of the same area shows a considerable amount of development to the North of the Railway Station. [49]This wider view shows just how significant the development over 125 years has been. The modern A9 can be seen on the left of this image. [49]
In the 21st century the journey between Inverness and Aviemore takes less than 45 minutes. The older main line through Forres was abandoned as part of the cuts which followed the Beeching Report in the mid-1960s. As we noted when looking at the route via Forres and Dava, a preservation railway is active at the southern end of that line and shares Aviemore Railway Station with ScotRail. The line is followed by walkers and cyclists on The Dava Way. [50]
An article about the Gorres/Dava route can be found here. [8]
The featured image at the head of this article (above) is Highland Railway No. 79, ‘Atholl’, a 4-4-0 Clyde Bogie, built Jun 1886. Renumbered 79A in Mar 1917. Only one of this class survived into LMS days No. 14278. It originally carried the name ‘Fife’ and was ‘Hughland Railway No. 82. Renamed ‘Durn’ in 1900, a name it retained until 1916, it was renumbered 82A in March 1917. It continued in service until being withdrawn in April 1930. [30][31]
Trains Illustrated No. 18 which was published in 1976 focussed on The Highland Railway. [1] The introductory article, ‘Highland Retrospect’, was written by Paul Drew. [1: p4-11]
The Highland Railway (HR) Company was based in Inverness. It was formed by merger, absorbing over 249 miles (401 km) of line. It continued to expand, reaching Wick and Thurso in the north and Kyle of Lochalsh in the west, eventually serving the counties of Caithness, Sutherland, Ross & Cromarty, Inverness, Perth, Nairn, Moray and Banff. Southwards, it connected with the Caledonian Railway at Stanley Junction, north of Perth, and eastward with the Great North of Scotland Railway at Boat of Garten, Elgin, Keith and Portessie. [6][7][17: p29]
The direct route to Perth eliminated the need for a change of trains at Aberdeen (and for some time a half mile journey between two railway stations). “It gave a route virtually under one ownership between Inverness and Perth. The greatest benefit lay, however, in the shortening of the journey. Previously the distance by rail from Perth to Inverness had been 198 miles; it now became 144. This represented a saving of about 24 hours in travelling time, and a corresponding reduction in fares.” [17: p27]
Earlier articles about the Highland Railway network can be found here, [15] here, [3] and here. [16] In this article:
we follow the line from Forres via Dava to Perth
We follow the line from Forres via Dava to Perth.
We look at the Highland Railway’s locomotive superintendents and at least some of its locomotives.
The First Direct Line Between Inverness and Perth (via Forres) – the Dava Line
H. A. Vallance tells us that “The proposed new railway through the Central Highlands left the Inverness & Aberdeen Junction Railway at Forres, 24 miles East of Inverness, and turning sharply to the south, rose steeply for several miles to cross the hills separating the valley of the Findhorn from Strathspey. Beyond the summit at Dava, 1,052 ft above sea level, the approximate course of [a] route surveyed … in 1845 was joined, and the line proceeded by way of Grantown and the west bank of the Spey to Kingussie. There followed a long, steep climb up the northern slopes of the Grampians to the head of the Druimuachdar Pass, and a corresponding descent to Blair Atholl and the Pass of Killiecrankie. Crossing the Tay near Dalguise, the line reached Dunkeld, where it made an end-on junction with the Perth & Dunkeld Railway.” [17: p24]
The enabling Act of Parliament was passed in July 1861 and authorised the Inverness & Perth Junction Railway to take control of the Perth & Dunkeld Railway. That amalgamation took place in February 1864.
Work on the line commenced in October 1861. The first 13 miles (Dunkeld-Pitlochry) opened at the beginning of June 1863. The length from Forrest to Aviemore opened in early August of the same year. The last length (Aviemore-Pitlochry) was completed in September, just a month or so later. Vallance notes: “The chief engineering works on the line were the seven-span masonry viaduct over the Divie, near Dunphail, 477 ft long and 105 ft high; the girder bridge across the Tay, near Dalguise, 515 ft long and 67 ft high; and the ten-span masonry viaduct, 54 ft high, over a deep ravine in the Pass of Killiecrankie. Smaller masonry bridges were required to carry the railway over the Bran, north of Dunkeld, and the Garry, at Struan. The latter was remarkable in that its main span crossed not only the river, but also the stone bridge carrying the Rannoch Road over the Garry at the same point. At Blair Atholl the Tilt was crossed by a single-span lattice-girder bridge. … Only two short tunnels were found necessary-one in the Pass of Killiecrankie (128 yd long), and the other north of Dunkeld (350 yd long). South of Dunkeld there was a third tunnel (310 yd long), but this had, of course, been constructed by the Perth & Dunkeld Railway. (These, incidentally, were the only three tunnels on the Highland Railway.)” [17: p25]
“Some time elapsed before all the stations were ready to be opened, a few of the smaller ones being left until communication between Forres and Perth had been established. Thus accommodation was not provided at Dava until 1864, and Killiecrankie and Dalnaspidal until 1865.” [17: p25]
We have already looked at the line from Keith to Inverness. The original station at Forres was not suited to becoming a significant junction station. Valance provides a sketch of the revisions at Forres. …
A sketch of the new Station and railway junction at Forres. A double junction was provided with the line from Inverness to Keith, so that trains could be run in each direction without reversing. To give each train platform accommodation, the new station was triangular in form and built to the south of the existing one. A new line was provided for the trains from east to west, leaving the original route as an auxiliary loop for goods trains and light engines. The old station building became the stationmaster’s residence. [17: p26-27]The junction at Forres as it appeared on the 25″ Ordnance Survey of 1868, published in 1870. The original alignment of the Inverness &Aberdeen Junction Railway runs diagonally across the top of the map extract. The old station was in the top right quadrant. The new triangular junction and accompanying station/platforms is at the centre of the image. [18]The same area in the 21st century as depicted on the ESRI satellite imagery from the NLS. [19]
Before following the route below, you may well enjoy watching a video about The Dava Way. … [28]
South of Forres, the line ran close to the Dallas Dhu Distillery which had its own sidings, before climbing to Dunphail Railway Station.
A short distance Southeast of Dunphail Railway Station, the line crossed the Divide Viaduct (over the river of the same name). The viaduct still stands in the 21st Century and carries the Cava Way footpath.
Some distance further South the line reached Dava Railway Station. … The NLS records of the 35″Ordnance Survey do not cover the line heading South, so we now use the 6″ Ordnance Survey. …
Dava Station, as recorded on the 6″ Ordnance Survey from the turn of the 20th century. [25]The same location in the 21st century, as recorded on the ESRI satellite imagery provided by the NLS. [25]
Wikipedia tells us that, “At 985 feet above sea-level, Dava was the third highest station on the Highland Railway network. The summit that followed south of the station (Dava Summit) reached 1,052 feet. … The station was located in sparsely populated moorland, along a dirt track near the junction of the A939 and A940 (OS Grid Reference NJ008389). The purpose of a station at this location was to provide a passing loop with water columns (15 miles from Forres and 16 miles to the first junction at Boat of Garten), although the station did provide some facilities for the area, such as a post office. … The surrounding area is wild moorland (The Dava Muir).” [26]
Goods services at Dava were first to end; the date of closure was 27th January 1964. A passenger service continued until 18th October 1965, when the station closed completely. The station building, stationmaster’s house, and platforms still remain. The stationmaster’s house is a private residence.
South of Dava the line ran almost due South and continues to provide the formation for the Dava Way [43] which reaches a summit between the locations of Dava Railway Station and Castle Grant Platform.
The 6″ Ordnance Survey shows the old military road and the railway line in close order. [45]Railmaponline.com shows the route of the old railway in green approaching Dava Way Summit. This is also the long distance footpath known as the Dava Way. [42]The route of the old railway runs alongside the A939 over Dava Summit an area of open moorland. In this South facing view, the fenceline beyond the Scots Pine marks the route [Google Streetview, June 2023]The route of the railway and that of the Old Military road sit side-by-side. [44]Further South the line of the old railway is very close to the modern road. [42]Looking Southeast from the A939, The fence line marks the line of the old railway. [Google Streetview, June 2023]
The line snaked back and forth following the contours as it travelled South.
The adjacent map shows two bridges close together and both associated with the Castle Grant Estate. The first we encounter travelling South along the line is a bridge carrying an estate road over the old railway. A picture of that bridge can be seen here. [50]
The adjacent map shows two bridges close together and both associated with the Castle Grant Estate. The first we encounter travelling South along the line is a bridge carrying an estate road over the old railway. A picture of that bridge can be seen here. [50] The second bridge is shown below.The old railway bridged the Old Military Road on its way down towards Grantown-on-Spey. [46]This extract from railmaponline.com shows the same area in the 21st century. [42]The bridge which carried the old railway over the Military Road remains in place carrying the Dava Way over the A939. This is the view looking South along the line of the old Military Road (A939). [Google Streetview, June 2023]The same bridge seen looking North. The building adjacent to the railway combined as a station building and a lodge for the Castle Grant estate. There was a platform on the East side of the line included at the railway’s expense as a private platform for the estate.At Lynmacgregor the railway bridged a minor road connecting the small hamlet to the Old Military Road. [48]
The same location is shown here on railmaponline.com’s satellite imagery. A length of embankment has been removed to allow a better alignment of the access road to Lynmacgregor. [42]
Close to what is now Grantown-on-Spey Caravan Park the railway crossed another minor road by means of a stone arch.
The area to the East of this bridge is now a Caravan Park. [47]The same location in the 21st century. [42]The view of the West face of the stone-arched bridge. [Google Streetview, August 2021]Grantown West Railway Station sat to the Southwest of the village. This was one of two stations serving the town. Grantown East Railway Station on the Great North of Scotland Railway (Strathspey Section) was on the South side of the River Spey at Speybridge. [49]
Photographs of the Station while in use can be found here [52] and here. [53]
This extract from the Ordnance Survey 1 inch to 1 mile 3rd Edition (surveyed between 1866 to 1870; revised: 1906; and published: 1908) shows the relative positions of the town/village and its two stations. [54]
This extract from railmaponline.com’s satellite imagery shows the location of Grantown West Railway Station in the 21st century with the line of the old railway superimposed. The village/town of Grantown is to the Northeast of this location. The station site is now an industrial estate. [42]
Looking South-southwest through the industrial estate which sits on the site of Grantown West Railway Station. [Google Streetview, August 2021]Looking North-northeast through the industrial estate which sits on the site of the old station. [Google Streetview, August 2021]
The Strathspey Steam Railway has an ambition to extend its line to the site of the old station. [55]
South of Grantown-on-Spey West Railway Station the line continued on embankment before crossing a minor road and stream as shown on the map extract below.
This extract from the OS 6″ mapping shows the location of the bridge mentioned above and shown in the photograph below. [56]The structure shown on the map extract above, seen from the East. A single span crosses both the road and the watercourse. [Google Streetview, August 2021]The line continued in a South-southwest direction. Its route is easy to make out on modern satellite imagery. [Google Maps, June 2025]The modern A95 crosses the line of the old railway which can be seen curving round towards the Southwest. [Goole Maps, June 2025]
This extract from the 6″ Ordnance Survey mapping which was surveyed in 1868 and published in 1873 shows the esrtwhile bridge which carried the railway over what was to become the A95. As can be seen above, the closure of the line permitted the road alignment to be considerably improved. [57]
A short distance further Southwest, the old line crossed the River Dulnain close to its confluence with the River Spey as this next extract from the 6″ Survey mapping surveyed between 1867 and 1871 and published in 1873/75 shows. [58]
The line continued on through Broomhill Station before it was met by the Great North of Scotland (Strathspey Section) line which had just bridged the River Spey. [59]
Broomhill Railway Station or Broomhill for Nethy Bridge Railway Station [60: p46] is a reconstructed railway station on the former Highland Railway main line [61] which was originally built to serve the small villages of Nethy Bridge and Dulnain Bridge in Strathspey. It is at present the eastern terminus of the heritage railway, the Strathspey Steam Railway. [55][62]
Boat of Garten railway station was a significant junction on the Highland Railway, and is now the headquarters of the Strathspey Railway. The station served as a link between the Highland Railway’s main line (Perth to Forres) and the Great North of Scotland Railway’s branch to Craigellachie. Today, the Strathspey Railway operates heritage steam trains between Aviemore, Boat of Garten, and Broomhill, using part of the original Highland Railway line.
In the 21st century, Aviemore Railway Station is owned by Network Rail and managed by ScotRail, is on the Highland Main Line, 83 miles 31 chains (134.2 kilometres) from Perth, between Kingussie and Carrbridge, and is also the southern terminus of the Strathspey preserved railway. [68]
The modern main line to the North of Aviemore, the later Highland Railway main line, will be covered in Part 3 of this series of articles.
South of Aviemore, the Highland line continued more than 83 miles South to Perth.
The line follows the River Spey southwards, passing to the East of Loch Alvie, through Kincraig Railway Station and then passing to the West of Loch Insh and through Kingussie Railway Station.
Southwest of Kingussie the railway continues to follow the River Spey. It bridges the Spey southwest of Newtonmore Railway Station and just to the East of Spey (Road) Bridge and then continues climbing alongside first the Spey and then a tributary, the River Truim, towards Dalwhinnie Distillery.
Beyond the confluence of the Spey and the Truim the railway runs Southwest up Glen Truim towards Dalwhinnie Distillery. Just a short distance Northeast of the Dalwhinnie Distillery the Truim splits into two. Google Maps records the name of the two arms being the River Truim. Both arms of the Truim pass under the railway.
It is worth noting before we travel on towards Perth that one of the most significant improvements to the journey to Perth “came with the doubling of sections of line, designed by the engineer Alexander Newlands, beginning with Blair Atholl to Dalnacardoch (8.25 miles (13.28 km)) in 1900, extended to Druimuachdar (8.5 miles (13.7 km)) in 1901 and Dalwhinnie (5.5 miles (8.9 km)) in 1909. [83] In the 1960s, many sections of the line were converted from double track to single track. In 1976, 23 miles (37 km) from Blair Atholl to Dalwhinnie was redoubled. [84][85] In March 2019 Network Rail completed a programme of works to increase capacity on the line and support the introduction of InterCity 125 sets on ScotRail services, with passing loops and platforms extended.” [82][86]
A few kilometres South of Dalwhinnie, the railway crosses a minor road just to the West of its junction with the A9,then crosses a small tributary of the River Truim, before it crosses the River Truim again.
Looking South from the minor road crossing. [Google Streetview, 2024]The bridge over the River Truim. [87]The same location in the 21st century. The unfenced road shown on the map extract is now the A9 trunk road [87]The same bridge, seen from the A9. [Google Streetview, 2023]
Continuing southwards the line crosses the River Truim again. …
The next bridge over the river. [88]The same location in the 21st century. [88]The best view of the bridge from the A9. [Google Streetview, 2024]
The line crosses the watershed and begins the drop down towards Perth.
The next bridge crosses the first of a series of streams which form the headwaters of the River Garry. [89]The same location in the 21st century. [89]The bridge on the map and satellite image above. [Google Streetview, 2024]
Over the next kilometre a number of such streams are crossed and the line passes through the location of Dalnaspidal Railway Station which closed in 1965.
Killiecrankie Railway Station in the years before closure. [110]
To the Southwest of Killiecrankie Railway Station the line passed through the Pass of Killiecrankie. First there was a short tunnel, then a viaduct over a tributary of the Tummel.
The tunnel can be seen to the top-left of this extract from the 6″ Ordnance Survey. The viaduct is towards the centre of the image. [103]The viaduct can easily be seen on this extract from the ESRI Satellite imagery from the NLS. [103]The East tunnel mouth sits immediately above the Northwest end of the viaduct. [111]The Viaduct sits alongside the River Garry. A plaque sits beneath the viaduct which reads: The National Trust for Scotland: Railway Viaduct – This 510′ long-viaduct, which was designed for the Inverness and Perth Junction (The Highland Railway from 1865) by Joseph Mitchell was completed in 2864;at a cost of £5,730. The ten masonry arches are each 35′ span and the extreme height to the parapet wall is 54′. [111]
The railway has followed the River Garry over some distance. The confluence of the River Garry with the River Tummel is just a short distance South of the Pass of Killiecrankie. From that point the railway follows the River Tummel through Pitlochry.
To the Southeast of Pitlochry the main line of the Highland Railway is met by the Aberfeldy branch which has just crossed the River Tummel. The Aberfeldy branch ran along the South side of the River Tay from Aberfeldy to close the confluence of the Tummel and the Tay. It bridged the Tay and soon also bridged the Tummel as shown in the OS extract below.
The River Tummel joins the River Tay a short distance South of Balliinluig Junction and the railway continues down the valley of the Tay, through what was Guay Railway Station and bridging the River Tay a little further South.
Images of Dalguise Railway Station can be seen here, [121] here [122] and here. [123]
Beyond Dalguise, a tunnel opposite Dunkeld House across the Tay, a bridge over the River Braan, a significant embankment and a length of cutting bring the line to a point across the Tay from Inverness. The line continues through the railway station at Birnam which serves Dunkeld and Little Dunkeld.
Opposite Dunkeld House and on the South side of the Tay, the line passes through a short tunnel and over the River Braan. [109]The same location on the 21st century ESRI satellite imagery from the NLS. The bridge is easier to make out than the tunnel to its West.[109]
Historic Environment Scotland describes Inver Viaduct, the bridge over the River Braan, as being a “large single segmental arch, flanked by crenellated refuges [with] large masonry approaches pierced for footpaths, octagonal flanking features.” [124]
Beyond Dunkeld and Birnam Railway Station, the line continues along the South side of the River Tay. Rail and river separate to make room for Murthly Castle. The line, first in tunnel and then skirting the South side of the Murthly estate.
“Murthly Castle has been owned by three families since the original tower house was built in 1450. The Stewarts of Grantully acquired the property in 1615 and the present owner is Thomas Steuart Fothringham, who lives at the property with his family. The castle was developed gradually over a 450-year period, with the latest addition dating from 1893. Consequently, there is a wide range of architectural styles both inside and outside.”[127]
The 6″ Ordnance Survey of 1901 shows the Murthly estate, the River Tay and the railway. The tunnel can be seen bottom-left of this map extract. [128]A similar area in the 21st century. [128]Murthly Village, Station and Asylum in 1901. [129]The same location in the 21st century. The station closed in 1965. [129]Murthly Railway Station close to the turn of the 20th century. [130]Abandoned signal box and level. Rossing at the closed Murthly Railway Station site. [131]The Highland Railway (HR) line met the Caledonian line at Stanley Junction. HR trains covered the remaining miles into Perth on Caledonian metals. [132]The same location in the 21st century. [132]
Stanley railway station was located around half-a-mile Southwest of Stanley Junction Station. It was opened in 1848 by the Scottish Midland Junction Railway which linked Perth and Arbroath. It closed in 1857, when the new station of Stanley Junction was built at the location where the Perth and Dunkeld Railway diverged from the Scottish Midland Junction Railway running between Perth and Arbroath. Stanley Junction Station closed to passengers in 1956 and to goods in 1965. [133][134]
Stanley Junction Railway Station. This image was shared on the Perth & Kinross Archive Facebook Page on 9th November 2022. [135]
Highland Railway trains ran through to Perth on the Caledonian Railway under an arrangement agreed by predecessor companies (the Perth and Dunkeld Railway and the Scottish Midland Junction Railway). The line ran through Stratford and Luncarty stations, before passing through Almond Valley Junction before the final approach to Perth General Railway Station.
Strathord Railway Station. [136]The same location in the 21st century. [136]Luncarty Railway Station and Bridge. [137]The same location in the 21st century. [137]Almond Valley Junction in 1901. Lines from Crieff and Methven met up the valley of the Almond. [138]The branch line’s route is marked by the narrow line of trees curving towards the top-left of this extract from the ESRI satellite imagery from the NLS. [138]The approach to Perth from the North in 1901. [139]The same area in the 21st century. [139]Looking North from the bridge carrying Long Causeway over the railway. Nothing remains of what was once a busy railway scene. [Google Streetview, 2022]Looking South from the same bridge. The bridge in the distance appears on the next map extract and satellite image. [Google Streetview, 2022]The final approach to Perth from the North in 1901. [139]The final bridge over the line before Perth Railway Station appears just below centre in both the map extract above and this satellite image. [139]Looking South into Perth Railway Station from the bridge carrying Glasgow Road over the station approach from the North. [Google Streetview, 2021]Perth Railway Station in 1901, as it appeared on the 6″ Ordnance Survey. [140]Perth Railway Station in the 21st century. [140]
Having travelled to the most southerly point on the Highland Railway’s network and having already noted that a more direct route from Inverness to Perth was to be constructed. We complete this particular article by acknowledging that the rivalry between the Highland Railway and the Great North of Scotland Railway (GNSR) was intense. Various schemes were developed by the GNSR, but none more significant than the GNSR backed abortive scheme of the Strathspey Strathdon & Deeside Junction Railway Co. (SS&DJ) to construct a 30-mile line from Ballater, terminus of the GNSR Deeside branch from Aberdeen, to Nethy Bridge on Speyside, on a GNSR branch from Craigellachie; the GNSR “was then to build its own line from Nethy Bridge directly to Inverness. The terrain was difficult on both sides of Nethy Bridge, especially to the east, where the alignment cut across a northern ridge of the Cairngorms that would have meant a 2000ft summit (compared with Druimuachdar’s 1484ft) or a long tunnel.” [1: p7] It is difficult to determine whether this route was ever a serious proposition, but “one effect of the SS&DJ proposal was to frighten the HR into building the costly Perth-Aviemore cut-off over Slochd so as to cut the Perth-Inverness passenger transit by reducing the distance compared with the route via Forres and Dava.” [1: p7]
However, the end of the 19th century saw the end of the more absurd, wasteful and expensive rivalry between the Highland and the Great North of Scotland Railway.
North and Northwest of Inverness
Drew comments: “True to its purpose of helping in the economic development of the Highlands, the I&AJR (as it was until it became the HR in 1865) started, in the early 1860s, … pushing north from Inverness. Once again local men and women co-operated. By means of working and eventually taking over lengths of line originally built as independent undertakings, the Farther North line of the HR reached Thurso, Britain’s most northerly town and 20 miles from Duncansby Head, in 1874; Penzance had been linked with London some years before, so that the British railway system extended from (near) John o’ Groats to (near) Land’s End in less than 50 years from the opening of the Stockton & Darlington.” [1: p7]
The Farther North Line or the Far North Line
In Drew’s opinion, “The Farther North line is unique in Britain. The distance by rail from Inverness to Wick, its terminus (Thurso being at the end of the branch) is 161 miles, because the line avoids expensive bridges over the sea lochs, serves as many population centres and even isolated estates as possible, and runs inland from Helmsdale roughly in a semicircle through some desolate country to near Wick. The object was partly to serve the population (sometimes by means of lonely roadhead stations) and partly to avoid the cliffs along the coast north of Helmsdale. By bridging the narrower sea lochs and keeping nearer to the coast the distance from Inverness to Wick could have been only a little over 100 miles; but that would have left many places in Ross & Cromarty, Sutherland and Caithness even farther from a railhead than they are. Less than 10 miles of the more direct route along the coast beyond Helmsdale would have been really difficult construction, probably involving some tunnelling under cliffs.” [1: p7]
Drew notes the problems encountered with snow on the Farther North line, particularly the problem of drifting snow on relatively open expanses of moorland and its propensity to collect in narrow railway cuttings. He highlights the resources needed and the logistics involved in clearing lines that were remote from highway links.
He also highlights the sterling efforts of the Highland Railway in maintaining supplies and communication to the Royal Navy in Inverness and at Scapa Flow during the first world war, over a line not built for such traffic flows. “One of the hardest tasks was the working of trains of coal, largely high-quality steam coal for the Fleet from South Wales, to Invergordon and Thurso; well over 200 miles of the journey was over the HR and most of that distance was single track. The HR had of course to borrow engines and wagons from other railways. The difficulties included lack of the running loops needed for such heavy two-way traffic.” [1: p9]
A daily scheduled service ran from Euston to Thurso during both world wars. Officially ‘The Euston to Thurso Naval Special’, this was known colloquially as the Misery Express or more positively, ‘The Jellicoe Express’. “It was named after Admiral Sir John Jellicoe and carried service personnel to and from Naval bases around the country, including Scapa Flow. WW100 Scotland reports that in WW1 it ran 15th February 1917 – 30th April 1919.” [9]
It was estimated to have transported some half a million service personnel during the two wars. (Helmsdale says half a million in each war). It was the longest scheduled rail service ever to run in the UK.
Crewe Station was one of the few scheduled stops on the 717-mile 21h 30m journey. This was a major refreshment stop, where over 300 women volunteers worked around the clock to provide refreshments in a canteen on Platform 6. Helmsdale was another refreshment stop.
From Royal Naval Association: “Although seen as a crucial piece of Naval infrastructure, the train also carried thousands of soldiers and airmen over the years.Travelling on it was usually a nightmare – invariably overcrowded, most passengers were unlikely to get a seat, and only the shortest of them could hope to get any sleep (if they could find an empty wire luggage-rack). In the Great War it left London at 6pm, arriving at Thurso at 3.30pm the following day. The southbound service took an hour longer …”
The Far North/Father North Line will be covered in detail in a future article. The early involvement of the 3rd Duke of Sutherland in the development of the line is covered here. [51]
The Skye Line from Dingwall to Kyle of Lochalsh “was also built to develop rural areas. Whereas the purpose of the Farther North was to help the mainland northerly counties (though the promoters had Orkney traffic via Scrabster in mind), the Skye line was regarded also as a means of helping economically depressed Skye and Lewis and Harris and such others of the Hebrides as sent fish and the products of sheep farming to the south.” [1: p9]
Drew tells us that “the line began as an independent undertaking, the Dingwall & Skye, and was to run for 63 miles across Ross & Cromarty and over the watershed between the Moray Firth and the Atlantic to Kyle of Lochalsh, terminus of the shortest ferry crossing to Skye and a site for berths for seagoing steamers to Lewis and other islands. Construction was delayed by opposition at Strathpeffer, which little spa had to be bypassed by a costly deviation. Consequently the line only reached Strome Ferry, at the head of the sea inlet, Loch Carron, in 1870. This remained the terminus and point of embarkation until 1897, when the Skye line eventually reached the Kyle, which became an admirably designed minor packet port, complete with a hotel.” [1: p9]
Drew explains that the HR absorbed the Dingwall & Skye (D&S) in 1880. “For 10 years from the opening of the railway to Strome Ferry the D&S and later the HR operated the shipping services between Strome Ferry and Skye and the Hebrides. They were eventually taken over by David MacBrayne and [then] … by Caledonian MacBrayne Ltd. … The HR later had high hopes of Strathpeffer; it built a special two-mile branch (now closed) thither from Fodderty Junction and during the season a Strathpeffer Spa express was run non-stop from Aviemore to Dingwall and on to the branch.” [1: p9]
The line to Skye and the Strathpeffer Branch are covered in detail elsewhere. The Strathpeffer Branch is dealt with here. [3] An article about the line to Kyle of Lochalsh will follow in due course.
Locomotives and Rolling Stock
To conclude this article we take a look at the notes Drew provides on the locomotives employed by the HR and further, at its locomotive superintendents: “The Jones Goods, placed in service from 1894, is one of the best-known types of engine of any British railway, famous as the first instance in the UK of the 4-6-0 wheel arrangement. … Experience with the Jones Goods helped their designer David Jones in developing the Castle Class express passenger 4-6-0s, which did not, however, enter service until 1906, after Jones had retired, and details were finalised by his successor Peter Drummond. … Struck by the magnificent work of the Castles on the HR main lines, the French State Railways in 1910 ordered 50 from the North British Locomotive Company. As illustrations show, Jones’s designs, despite the louvred chimneys, were handsome, and most were highly efficient. In view of the many steep gradients it might be asked why Jones did not develop six-coupled engines before. Indeed the HR and its constituents seemed to prefer Alexander Allan single drivers (successful on lines in flat country) long after greater adhesion became necessary.” [1: p11]
“Having developed successful goods and passenger 4-6-0s, the HR went ahead with others. The best was F. G. Smith’s River Class of 1915, which were not allowed to work on the HR after delivery, because of Smith’s failure to consult the civil engineer, and had to be sold to the CR. His successor Cumming was responsible for two fine designs of 4-6-0, the Cumming Goods and the Clans, but there was little opportunity for those engines to show their paces before grouping.” [1: p11]
William Barclay was HR locomotive superintendent from 1855 until 1965. “During Barclay’s incumbency, … various 2-2-2 and 2-4-0 locomotives were built, along with a solitary 0-4-0T. An 0-4-0ST was also inherited from the Findhorn Railway. Many of Barclay’s locomotives would later be rebuilt by Stroudley or Jones – most of the 2-2-2s ended up as 2-4-0s and one became a 2-2-2T, a pair of 2-4-0s became 4-4-0s and the 0-4-0T became an 0-4-2T. Only 4 much rebuilt Barclay locomotives (all 2-4-0s) were still in stock at the time of the Grouping.” [35]
William Stroudley was HR locomotive superintendent from 1865 to 1870. “His main achievement was high standards of maintenance and cleanliness that continued to be achieved long after his departure to the LB&SCR. He did much to rationalise the HR Lochgorm Works at Inverness.” [1: p11]
Stroudley was also responsible for the design of a small HR 0-6-0ST which, with modifications, was to become the well-known Terrier Class A1 of the LB&SCR. The HR 0-6-0STs were the first locomotives to be built at the Highland Railway’s Lochgorm works in Inverness. The design was the only new design of locomotive brought in during William Stroudley’s spell as the company’s locomotive superintendent. Only three of engines were built. [4] All three, built in 1869, 1872 and 1874, “started life with second hand boilers, shortened to suit, with the dome over the firebox. The side tanks had extra capacity in the form of an arched tank placed over the boiler. The cab was typical of Stroudley but there was no coal bunker; it was carried on the right hand side in the space alongside the firebox between the cab and the side tank, both sides having extended lower cab sides meeting the tanks.” [39]
“To the end the three engines showed strong Stroudley features, although they were not entirely identical, the oldest acquiring a larger side tank during rebuilding in 1917 and the rear toolbox was replaced by a small bunker on all three. Typically for HR engines all three were named: No. 56 – Balnain when new, then Dornoch in 1902; No. 57 – Lochgorm; No. 16 – St. Martin’s when new, then Fort George in 1899. … The later names reflect the move of the engines to those branches. Latterly in HR days they were nameless. The LMS correctly placed Nos 56 and 57, by then with duplicate list numbers as 56B and 57A, with similar powered tanks as Nos 16118 and 16119, by which time the former was working the Strathpeffer branch, but the third was numbered 16383 at the end of the other 0-6-0T classes this may have been due to mistaken identity. All three were soon running with LMS numbers, Inverness having applied LMS numbers and livery rather quickly, but they were condemned in 1927-32.” [39]
Until 1869, all locomotives were painted dark green. After that, passenger locomotives were painted yellow ochre , and freight locomotives were painted Scottish green (very dark green). From 1885, all locomotives were painted pea green with red and white trim. From 1903, the green became darker again, and the tenders now bore the inscription “Highland Railway.” [5]
David Jones was Locomotive Superintendent from 1870 to 1896. He “designed several classes of 4-4-0, and was also notable for introducing the 4-6-0 wheel arrangement to the UK. He also produced small numbers of 0-4-4ST, 2-4-0, 2-4-0T and 4-4-0T locomotives. Of 88 engines built to Jones’ design (including 3 built as late as 1917), 74 passed to the LMS in 1923. A small 2-4-0T purchased secondhand from the Duke of Sutherland also made into LMS ownership.” [35]
“Both the Highland Railway and the Glasgow & South Western Railway initially put [4-4-0 locomotives] on the line during 1873, the first in June, the latter in July – however the important distinction was that the former was produced by fitting a bogie to an outside cylinder 2-4-0 locomotive dating from 1858. The need arose from problems encountered on the recently opened (1870) line from Dingwall to Strome Ferry, the long fixed wheelbase of the six-wheelers sent there not taking kindly to the sharp curves. The first convert was No 10, followed by No 7, another 1858 engine, in 1875. The immediate result for the HR was the introduction of a new 4-4-0 type in 1874, the ’60’ class, which however was for main line work, ten being supplied by Dübs, and at the same time the most powerful passenger engines in Britain. For some years the Lechatelier counter pressure brake was fitted, later replaced by vacuum. With these engines came the well known louvred chimney, a feature of David Jones’ Highland engines. Seven more were built by the company at their Lochgorm Works in 1876-88, generally similar apart from boiler dimensions. Eight others, Nos 76-83, dated 1886, were the first products of the Clyde Locomotive Works of Glasgow (soon absorbed by Sharp, Stewart); the first engine of this batch was displayed at the 1886 Edinburgh Exhibition. The type was perpetuated in 1892 when Nos 89-100 were completed, essentially the same class, apart from further boiler enlargement. As main line engines all of these 4-4-0s were named, but confusion arises from numerous changes of names. Several lasted into LMS days, but only one of the Clyde built and six of the 1892 engines were allocated LMS numbers.” [10: p5]
“A smaller wheeled version of these classes for the Strome Ferry line, hence its popular title ‘Skye Bogie’, was only slowly multiplied, one engine in 1882, followed by eight in 1892-1901, the last four appearing after Peter Drummond had succeeded Jones in 1896. With the completion of No 48 in 1901 the use of the “Crewe” pattern of front end frames and cylinders on new building ceased. Unlike the ’60’ class these engines were not named. All passed into LMS stock but one was not given a new number. However one of them was a combination, identified as a ‘Skye Bogie’ because of its smaller coupled wheels, the frames originating from No 70, the 1882 engine, other components being derived from No 67 of the ’60’ class, the assemblage being completed in February 1923 and identified as No 67 Cromartie. Useful in their later days on branch lines it was 1930 before the last was condemned.” [10: p5]
“Despite introducing a large six-coupled goods in 1894 Jones retained the 4-4-0 wheel arrangement for the next express locomotives. Again the new class, ‘119’ or ‘Lochs’, were some of the most powerful passenger engines in the land. Most of the established features of Inverness engines were retained, the louvred chimney, the Stroudley cab but the frames and cylinders were conventional, not of the “Crewe” type. An early form of piston valves were used, not successfully for they were soon replaced by balanced slide valves. All were named after ‘Lochs’ in the Highland area. There were few changes in HR days although No. 130 ran with a feed water heater. Even after displacement as the premier main line engines by Drummond’s 4-6-0 ‘Castle’ class in 1900, the ‘Lochs’ remained almost confined to the HR main line right up to the Grouping. When further engines were urgently required during World War I the need was partly met by obtaining in 1917 three more of the class from North British in Glasgow, time and expenses being saved by using existing patterns and drawings.” [10: p5]
The ‘Lochs’ were Jones’ final design for the Highland Railway. 15 were originally built by Dubs & Co. in July-September 1896. [10: p16] With the 3 built in 1917, this meant that a total of 18 members of this class were built.
“Drummond brought about a complete transformation of Highland engine power, such that it seemed that his brother Dugald, and Eastleigh Works of the London & South Western Railway had taken over, for many of Peter Drummond’s classes corresponded to L&SWR designs. The first of two Drummond 4-4-0 classes appeared in 1898 and were slightly smaller than the ‘Loch’ class, being intended for services from Inverness to Aberdeen and Wick. The eight initial engines were supplied by Dübs in 1898, followed by a further nine built at Inverness in 1899-1901. Three more came from Glasgow in 1906, having tenders with a little more water capacity. Six-wheeled tenders had been supplied with the class but at times a few engines ran with eight-wheeled tenders from other classes. There was an important change from the previous Inverness adherence to Allan’s straight link valve gear to Stephenson link motion. Another change was the introduction of steam reversing gear, although the initial eight had lever reverse until modified. Nos 2 and 13-7 were dual braked and Nos 2 and 7 later ran with Smith’s feed water heaters. Named after Scottish mountains these engines were inevitably known as the ‘Ben’ class. The first engine arrived at Inverness with the name Ben Nevis to the embarrassment of the HR for that mountain is far away in rival North British Railway territory so a hurried change was made to Ben-y-Gloe.” [10: p5]
Highland Railway ‘Ben’ Class Locomotive No. 1, ‘Ben-y-Gloe’ was originally named ‘Ben Nevis’ but hastily changed to be named after a mountain in Highland Railway territory. There were actually two separate ‘Ben’ classes, usually referred to as the ‘Small Bens’ and the ‘Large Bens’: Highland Railway C and U classes. The designer was Peter Drummond, the builders were: Dübs & Co. (8 Small); HR Lochgorm Works (9 Small); and North British Locomotive Co. (3 Small, 6 Large). Serial numbers were: Dübs: 3686–3692 (Small); NBL: 17398–17400 (Small); 18269–18272 (Large); 18803–18804 (Large). Build dates were: 1898–1906 (Small); and 1908–1909 (Large). In total 20 small and 6 large ‘Bens’ were produced. [33]
Rowledge continues: “A further six 4-4-0s engines, intended for Inverness and Wick trains, were provided by North British in 1908-9, using the frames, etc., of the ‘Ben’ class but carrying a larger boiler, becoming the ‘New Ben’ class, using more mountain names. All had steam reversers and three, Nos 60, 61 and 63, were dual braked. Smith’s feed water heaters were fitted in 1914-5, feed water initially being heated by exhaust steam in a heat exchanger placed alongside the smokebox on the right hand side and then further heated by another set of tubes inside the smokebox. The four 1908 engines started with the same size 3,185 gallon tenders as the last three ‘Bens’, but two, Nos 61 and 63 soon received 3,200 gallon double bogie tenders taken from 0-6-0 tender engines, while the final pair had even larger 3,600 gallon bogie tenders.” [10: p5]
“Despite wartime conditions a new design appeared in 1916 after Cumming had replaced Drummond as Locomotive Superintendent, larger and heavier than any previous HR 4-4-0 class. Nos 73 and 74 were the first two-cylinder engines of this wheel arrangement in Britain to have outside cylinders and valve gear. Apart from the rejected ‘River’ class 4-6-0 engines this pair were the first on the HR to have superheaters, Drummond not having taken to this development while at Inverness. Both were built for the ‘Far North’ line but they also saw use between Inverness and Perth.” [10: p5]
From the late 1920s ‘Snaigow‘ and ‘Durn‘ were found mostly working from Aviemore Shed on goods or piloting work, having been replaced on the Far North line by Drummond ‘Castle’ 4-6-0s which were in turn displaced by new LMS ‘Crabs’ and Caledonian ‘Rivers’ sent to the Highland Railway. The arrival of Stanier ‘Black Fives’ sealed their fate and both were withdrawn in the mid-1930s. [10: p25]
“The LMS inherited 78 4-4-0s from the HR – this is the official figure contained in a document at the Public Record Office, Kew – but two others were still extant and are usually included in the initial LMS total. Only 61 were allotted new LMS numbers, the rest being written off during 1923. Despite early withdrawal of pre-1896 examples several of them, Nos 14271/2/5-9/82-5, appeared in the LMS red livery with large numerals on the tender.” [10: p5-7]
“The Highland [4-4-0] engines lasted rather better than those of the G&SWR, twelve passing into British Railways stock.” [10: p7] The last of these was ‘Small Ben’ No. 54398 ‘Ben Alder‘ which was scrapped in the second half of 1952.
Having followed the various 4-4-0 classes employed by the Highland Railway we return to look at David Jones’ other locomotive designs. As we noted above, he “was also notable for introducing the 4-6-0 wheel arrangement to the UK. He also produced small numbers of 0-4-4ST, 2-4-0, 2-4-0T and 4-4-0T locomotives. Of 88 engines built to Jones’ design (including 3 built as late as 1917), 74 passed to the LMS in 1923. A small 2-4-0T purchased secondhand from the Duke of Sutherland also made into LMS ownership.” [35]
David Jones Goods class “was notable as the first class with a 4-6-0 wheel arrangement in the British Isles. Fifteen were built, and one has survived to preservation.” [36]
Jones Goods locomotive, HR No. 103 survived into preservation. It is seen here at the Riverside Museum (replacing the preceding Glasgow Museum of Transport), Partick, Glasgow. [36][37]
Fifteen ‘Jones Goods’ locomotives “were built by Sharp, Stewart and Company and delivered between September and November 1894, numbered 103 to 117. At the time, these were the most powerful main line engines in the country. Originally intended principally as freight engines, they were often called upon for passenger duties during the wide fluctuations of traffic which occurred on the Highland Railway, particularly during the summer season.” [36]
“Although the type was a notable success for Jones, an accident while testing one of the locomotives caused one of his legs to be severely scalded. Although he recovered, he was permanently affected and by the end of December 1896 had retired due to ill-health.” [36]
Peter Drummond was Locomotive Superintendent of the HR from 1896 to 1912. Under Peter Drummond, new 0-4-4T, 0-6-0T, 0-6-4T, 0-6-0, 4-4-0 and 4-6-0 designs emerged. All 72 of his locomotives passed to the LMS. [35] Among those 72 locomotives were the class ’18’ 0-6-0s – these were the only class of 0-6-0 employed by the HR. The class was introduced on the network in 1900. [38: p9]
“Originally intended to be 15 in number the initial order was for only six when placed in 1899, Dübs supplying Nos 134-9. They were followed by Nos 18-21 in 1902, also from Dübs, and finally Nos 36 and 55 (the latter renumbered 37 in 1921) in 1907 from North British. The class replaced an assortment of small and old 2-4-0 locomotives. The 1902 engines had Drummond water tube fireboxes, but otherwise the “Barneys” (just how the class became so named is lost in the mists of the past) were quite conventional. The first six had double bogie tenders, the rest six wheeled, the former being exchanged with six wheeled tenders from the 4-4-0 ‘Ben’ class (LI No 117) in 1902-13.” [38: p9]
“Most of the ’18’ class, as far as is known, were used on goods trains to east and north of Inverness rather than the main line to Perth. Despite not having steam heating pipes there was some use on passenger trains, especially excursions. In LMS ownership the class was numbered 17693-17704. In 1938 Nos – 17693-5/7, 17703 were moved to the Glasgow area to assist with extra traffic to the Glasgow Exhibition, when more engines with vacuum brakes were needed, working from Dawsholm, – Motherwell and Hamilton. One No 17694, was even seen on an excursion train at Edinburgh which also crossed the Forth Bridge to Burntisland. Although returned to Inverness later that year five were again used in Glasgow during 1939, but not for long. A longer stay in that area began at the end of 1946 when the eight survivors moved to Corkerhill, some later being transferred to Ayrshire sheds. Seven passed into British Railways stock, the last being withdrawn in 1952.” [38: p9]
Generally, the HR had little use for shunting tank engines, but “In 1903/04 the Highland Railway built three powerful 0-6-0 tank engines at its Lochgorm works in Inverness. Numbered 22, 23 and 24 they were used for shunting duties. The boilers and wheels were taken from older locomotives that had been scrapped and this led to the engines being referred to as ‘Scrap Tanks‘.” [40] These outside cylinder engines were, “quite unremarkable except that the boilers were recovered from obsolete 2-4-0 locomotives together with re-usable wheels and other parts. The result was a class with rather larger wheels than usual for shunters. Normally there were two working at Inverness with the other at Perth. Once the boilers were no longer listed as a standard type their survival was limited and they were condemned in 1930-2.” [39: p9]
Frederick George Smith was Locomotive Superintendent from 1912 to 1915, his “brief tenure was cut short by a dispute over his sole design, the ‘River’ Class 4-6-0. Six locomotives were built, but they were (wrongly) considered to be too heavy for the Highland Railway, and were sold to the Caledonian Railway without being used.” [35]
Christopher Cumming was Locomotive Superintendent from 1915 to 1922. He designed one class of 4-4-0 and two types of 4-6-0, totalling 18 locomotives, which all passed to the LMS. [35]
The Future
One feature of Drew’s article, written at the end of 1975, was the palpable concern expressed over the security of rail services in the remote areas of Scotland and particularly from the Farther North Line and the Kyle of Lochalsh line. With hindsight, we can say that (although justified in the mid-1970s, with the bias of the time towards road transport) what was feared has not come to pass. [1: p8] Passenger rail services on both these lines (and on the West Highland line) continue, although we should note that Scotland’s Railway receives some of the highest public subsidy anywhere in the UK: two thirds of the costs come from the Scottish Government; and on average, tickets are 20% lower than the rest of the UK. [2]
References
Brian Stephenson (ed.); The Highland Railway; Trains Illustrated No. 18, Ian Allan, Shepperton, London, 1976.
J. W. P. Rowledge; The 4-4-0 Locomotives of the Glasgow & South Western and Highland Railways; in Brian Stephenson (ed.) Locomotives Illustrated No 117, January-February 1998, Ian Allan, Berkhamsted, Herts, 1997.
J. W. P. Rowledge; Scottish 0-6-0 and 2-6-0 Classes of the LMS; in Brian Stephenson (ed.), Locomotives Illustrated No 133, September-October 2000, Ian Allan, Berkhamsted, Herts, 2000.
J. W. P. Rowledge; LMS Scottish Goods Tank Locomotives; in Brian Stephenson (ed.), Locomotives Illustrated No 154, July – September 2004, Ian Allan, Berkhamsted, Herts, 2004.
Mike Bridge, ed.; TRACKatlas of Mainland Britain: A Comprehensive Geographic Atlas Showing the Rail Network of Great Britain (3rd ed.); Platform 5 Publishing Ltd., Sheffield, 2017, p94.
John Thomas & David Turnock; A Regional History of the Railways of Great Britain. Volume 15 North of Scotland; David St John Thomas, Newton Abbott, 1989, p236.
Highland doubling; in The Railway Magazine Issue No. 902, June 1976, p277.
Highland doubling starts; in The Railway Magazine Issue No. 905, September 1976, p476.
In January 1950, G. Charles published a short (2 page) article about the Duke of Sutherland’s railway interests. [1]
It was only the nationalisation of the British railways which brought to an end the Duke of Sutherland’s hobby of owning and running his own train with running powers over LMS lines.
Charles noted in 1950, that the Duke of Sutherland was the only individual owner of a private railway carriage in the UK. He notes that wealthy men in the USA owned private carriages until the 1930s.
We perhaps ought to remind ourselves that the royal family had access to a number of sets of rolling stock on different railway company lines. A tradition which remained in place once the UK railways were nationalised.
We should perhaps also note that the Duke of Sutherland was not alone in owning his own locomotive which ventured onto the main line railways of the UK. The story of the diminutive ‘Gazelle’ includes its first ownership by a wealthy businessman who took it out onto the main line. Its story can be found here. [2]
Since Charles article of 1950, we have become used to private owners being able to run stock (locomotives, carriages and wagons) on lines which belong to the nation in some guise or other. Indeed, the whole railway network began to operate in this way with privatisation in the 1990s.
Charles continues to tell the story of the Duke of Sutherland’s railway involvement. … “The railway through Sutherland, from Golspie to Helmsdale (17.25 miles), was projected by the third Duke, and built at his own expense, after a local undertaking, the Sutherland Railway, had succeeded only in completing its line from Bonar Bridge to Golspie, 6 miles short of Brora, the intended terminus. The line was authorised on 20th June 1870, but construction already had been begun, and the railway was completed on 19th June 1871. A private station was provided, 2 miles north of Golspie, to serve Dunrobin Castle, the seat of the Duke. The railway from Golspie to Helmsdale was worked by the Highland Railway, but it was not until 28th July 1884, that the Duke sold his undertaking to that company, of which he was already a director. He was also a director of the London & North Western Railway.” [1: p9] Some notes about the Sutherland Railway are included below.
“To enable his railway to be opened before the connection with the Sutherland Railway, at Golspie, was completed, the Duke had purchased a locomotive and some coaches. After the Highland Railway took over the working of the line, the engine was used to haul the Duke’s private saloon between Inverness and Dunrobin, but south of Inverness, the saloon was attached to main-line trains. These arrangements were continued after the railways north of Inverness were amalgamated with the Highland Railway, and persisted after the grouping, in 1923.” [1: p9]
“The locomotive was a small 2-4-0 tank engine, built by Kitson & Company Leeds, and named Dunrobin. It had outside cylinders 10 in. diameter x 18 in. stroke, and coupled wheels 4 ft. diameter. The weight in working order was 21 tons.” [1: p9]
The first ‘Dunrobin‘ was a small 2-4-0 tank engine, built by Kitson & Company, Leeds. It was used to pull the two daily passenger trains on the line. When the Duke of Sutherland’s Railway reached Golspie in June 1871, the railway operations were transferred to the Highland Railway and the locomotive was used exclusively for the Duke of Sutherland’s private train. [4: p35-36] Dunrobin was sold to the Highland Railway in 1895. It was rebuilt in 1896 with a larger boiler and cylinders. The Highland Railway numbered it 118 and named it Gordon Castle for use on the Fochabers branch. Later it was renamed Invergordon and used as a shunter in that town, where it survived until just after the Grouping. [14]
“The original Dunrobin was acquired by the Highland Railway, and rebuilt at the Atlas Works, with a larger boiler, and new cylinders. It was numbered 118, named Gordon Castle, and put to work on the branch from Orbliston Junction to Fochabers. Some years later, it was renamed Invergordon, and used for shunting at Invergordon Harbour. During the first world war, it was loaned to the Great North of Scotland Railway, and was scrapped in 1923. The second Dunrobin performed shunting duties at Invergordon, and at Rosyth, during the [second world] war.” [1: p9]
The Duke of Sutherland’s locomotive Dunrobin designed by David Jones and built in 1892. [1: p18]
The second Dunrobin survived into preservation. Along with the four-wheel saloon it was sold to Captain Howey and initially preserved as static exhibits at New Romney on the Romney, Hythe and Dymchurch Railway in Kent.
Dunrobin and its carriage at New Romney. [19]
Following Howey’s death in 1963, the locomotive and carriage were sold to Harold Foster, who had them transported to Canada. Foster was declared bankrupt in 1965, [15] and the locomotive and carriage were bought for $15,000 by the Government of British Columbia. Dunrobin was then overhauled at the British Columbia Hydro workshops, to enable it to take part in the Canadian railway centennial celebrations in 1966. [20] Dunrobin and its carriage (58A) became exhibits at Fort Steele heritage village, where Dunrobin was steamed occasionally. It was last steamed at Fort Steele in 2005. [16]
This image is embedded from the Beamish Museum website. It shows Dunrobin and 58A being tested on 27th June 1966, on the BC Hydro sidings at New Westminster, British Colombia. This photo is one of an extensive set (plus a scrapbook) recording Dunrobin’s life in British Columbia. [20][21]
In 2010, both were declared surplus to requirements [15] and in January 2011, Beamish Museum announced that it had purchased both the locomotive and carriage which arrived back in the UK in May 2011. Dunrobin was taken to Bridgnorth on the Severn Valley Railway, where restoration work was undertaken. [17] Progress on restoration was slow as the condition of the locomotive was worse than had been anticipated. By 2020 work had made good progress but was halted by the pandemic. In 2021, Beamish Museum, received a grant of £150,000 to allow work to be completed. At that time, the Museum was anticipating that the project would be completed within 2 or 3 years. [20]
Heritage Railway Magazine No. 181 contains a feature article on Dunrobin which can be found here. [18] At present Beamish Museum is still expecting Dunrobin to be in steam at the Museum in 2025. [22]
The Two Carriages
“In 1899, a large saloon was built for the Duke at Wolverton Carriage Works, London & North Western Railway. It was designed by Mr. C. A. Park, Carriage & Wagon Superintendent, L.N.W.R., who used it as the prototype for the royal train built in 1903 for King Edward VII and Queen Alexandra, an example of railway coachbuilding, decoration, and furnishing unequalled during the [first half of the 20th century]. This train was used subsequently by King George V and Queen Mary, and George VI and Queen Elizabeth, until 1941. King Edward VIII never used it, as he preferred the late Lord Stamp’s “President’s Car,” which also [was] used by the Princess Elizabeth and Princess Margaret.” [1: p9-10]
“After the death of the third Duke, in 1892, his son decided to have a more powerful engine, and David Jones, Locomotive Superintendent, Highland Railway, designed a 0-4-4 side tank engine, with 13 in. x 18 in. inside cylinders, and a boiler carrying a working pressure of 120 lb. per sq. in. The diameter of the coupled wheels was 4 ft. 6 in., and of the trailing wheels 2 ft. 6 in. This engine was built at the Atlas Works, Glasgow, in 1895. Like its predecessor, it was named Dunrobin, and was painted dark green, with black bands, and yellow lining. A seat with leather cushions, extending the full width of the cab, was provided over the coal bunker for passengers riding on the footplate. The front weather board was autographed by several illustrious travellers, who inspected the engine while they were guests of the Duke.” [1: p9][14]
The large saloon in the paint shop at Wolverton in June 1949. [1: p19]
“In February, 1949, the Duke of Sutherland advertised his saloon for sale, for conversion into a bungalow; but a Lincolnshire firm of coachbuilders recognised the vehicle from its description, and purchased it. The new owner, the Lincolnshire Trailer Company, Scunthorpe, intend[ed] to preserve the saloon as an example of the finest British coach work in existence. It … also acquired the Duke’s locomotive and smaller saloon, Arrangements [were] made with Capt. J. E. P. Howey, Chairman of the Romney, Hythe & Dymchurch Railway, for the engine and the saloons to be exhibited at New Romney.” [1: p10]
“The large saloon [was] 57 ft. long over headstocks, and 61 ft. over the buffers. The width [was] 8 ft. 6 in., and height from rail level to the top of the roof 12 ft. 7 in., and to the side cornices 10 ft. 9.5 in. The saloon [was] carried on four-wheel bogies with a wheelbase of 8 ft., and spaced at 39 ft. centres. It [was] fitted with the vacuum and Westinghouse brakes. …. The saloon [was] divided into a large lounge (13 ft. 10 in. long, and extending over the full width of the vehicle), a smoking room (7 ft. long) three single berth sleeping compartments, a pantry, and a luggage and attendant’s compartment. Two of the sleeping berths [had] separate toilets, and a third toilet adjoin[ed] the smoking room. The lounge [was] furnished with two movable settees, a round table, and four dining chairs; and the smoking room [had] four fixed armchair seats, convertible into two beds, and two folding tables. The vestibules at each end of the saloon [had] end observation windows, but no gangways to connect with other vehicles on the train. Complete privacy for the occupants [was] thus assured.” [1: p10]
The smoking compartment of the Duke of Sutherland’s large Saloon. [1: p19]
“Stone’s system of electric lighting [was] installed, and there [were] electric bells to the attendant’s compartment, and electric fans for ventilation in hot weather. The fittings of the pantry include[ed] an oil cooker, a sink and a dresser. Steam heating apparatus, and a self-contained high-pressure hot-water system, [were] provided for warming the vehicle. … The interior decorations of the saloons and berths [were] of Spanish mahogany, white enamelled, and picked out in gold leaf, with solid silver lighting fittings. The ceilings [were] in figured lincrusta, finished in white and gold leaf. The couches and easy chairs [were] upholstered in green figured tapestry, with loose chintz covers, and the pelmets and curtains [were] of green silk and chintz to match. Turkey carpets [were] laid in the lounge and the smoking room, but elsewhere, Wilton pile carpets, underlaid with thick grey felt, [were] used. The external finishings of the saloon [were] dark Sutherland green, on the lower panels, and white, picked out with gold leaf, on the upper panels. The roof and the tyres [were] painted white.” [1: p10]
The bogie saloon is now part of the National Railway Museum’s collection. As of January 2011 it was under the care of the Scottish Railway Preservation Society at the Bo’ness and Kinneil Railway. [14] It remains on display in Museum Hall No. 2 in the Museum of Scottish Railways at the Bo’ness and Kinneil Railway. Further details can be found here. [23]
This photograph of the bogie saloon (57A) is embedded here from the Museum of Scottish Railways website. Please click on the image to go to their website. [23]
“The smaller saloon [ran] on four wheels, and [was] 25 ft. long and 8 ft. 6 in. wide. It [was] divided into a saloon, 14 ft. 3 in, long, with side and end windows, and a brake van, 10 ft. long. The saloon [was] furnished with six armchairs and a table, and there [were] three fixed seats in the brake van. The interior decorations [were] of mahogany and maple, and the external finish resemble[d] that of the larger saloon. When the Duke was travelling by special train, north of Inverness, the large saloon was steadied by having the smaller vehicle attached behind it.” [1: p10]
The Duke of Sutherland’s small four-wheel saloon, used for local journeys, and for steadying the large saloon. [1: p18]
The smaller saloon is now at Beamish Museum. It travelled there in 2011 and underwent limited refurbishment to allow it to be placed in service at the Museum. In 2018 it saw its first use at the Museum. [20]
This photograph of coach 58A is embedded her from Heritage Railways Magazine’s website from 2018. Please click on the image to be taken to the report on their website. [24] Should image-link fail, please click here. [25]
The Sutherland Railway and the 3rd Duke of Sutherland
“The Sutherland Railway had opened in 1868, terminating at Golspie. The Duke continued the line to Helmsdale from his own resources. It opened from a Dunrobin Castle station to West Helmsdale in 1870, and for some months the Duke had it operated as a private railway. In 1871 the line was completed from Golspie to Helmsdale, and operated as a part of the Highland Railway. … It was absorbed into the Highland Railway in 1884 and continues in use today as part of the Far North Line.” [3]
Various interests in Inverness and in Sutherland sought to extend railways to the North of Inverness. The first step in this was the Inverness and Ross-shire Railway which opened as far as a Bonar Bridge station on 1st October 1864. [4: p30]
“Next came the Sutherland Railway which obtained Parliamentary powers to build a line from Bonar Bridge to Brora in 1865. [5] This was assisted by the commercial drive and financial resources of The Duke of Sutherland.” [3]
The Sutherland Railway ran out of money when it reached Golspie. It was “unable to continue to Brora as authorised. By now the Inverness and Ross-shire Railway had been absorbed into the Inverness and Aberdeen Junction Railway, and it was only by the negotiating pressure of the Duke of Sutherland that the line reached Golspie. The Duke of Sutherland had a seat at Dunrobin Castle, which would have been on the Brora line, but was now not railway connected. … The Duke of Sutherland decided to build a line himself, and this became the Duke of Sutherland’s Railway. It obtained its authorising act of Parliament, the Duke of Sutherland’s Railway Act 1870 … on 20th June 1870. [4: p33-36] The act authorised a 17-mile line along the coast from Golspie to Helmsdale, on the borders of Caithness, taking over the Golspie to Brora powers of the Sutherland Railway.” [3][5]
“Engineering difficulties at both ends of the line delayed the completion of the line throughout, but the section from Dunrobin to a point just short of Helmsdale was finished by the autumn of 1870. The Duke decided that the railway should be opened forthwith, and a temporary station, known as West Helmsdale, was built at Gartymore. An engine and some coaches were purchased for working the line, but since there was as yet no physical connection with the Sutherland Railway at Golspie, the stock had to be placed on wagons and hauled along the road by a traction engine.” [3][4: p33-36]
“The opening ceremony was performed on 17th September 1870 by Princess Christian of Schleswig-Holstein. … From the date of the opening ceremony, the railway was privately operated, but after a Board of Trade inspection it was opened to the public on 1st November 1870.” [3][7]
“After the public opening, a service of two trains a day in each direction was run. On 19th June 1871 the works were completed and the railway was opened throughout, and the Highland Railway took over the working. [4: p33-36] The temporary terminus at Dunrobin became a private station serving the castle, at which trains called by request to pick up or set down passengers. In 1902 the buildings were reconstructed to the designs of the estate architect.” [3]
On 28th July 1884 the Duke of Sutherland’s Railway was absorbed into the Highland Railway. [3][4: p40]
It is worth noting that the Duke of Sutherland made a significant loss in undertaking all this work. He later commented in 1870 that it might have been possible to have turned a small profit if he had chosen to undertake the work as a narrow gauge line. …
“The Duke of Sutherland said he wished he had known more of the Festiniog Railway six years ago. ‘I have expended’, said His Grace, ‘about £200,000 in promoting and making railways in the North. Had these lines been constructed on the narrow gauge, and had they in consequence cost only two-thirds of the sum that has been expended on them, I should have obtained a direct return on this large sum which I have laid out for the benefit of my estates and of the people in those remote districts. As it is I shall suffer considerable loss.” [8]
The expenditure in the 1860s of £200,000 is the equivalent of close to £31,077,000 in 2025! [9] It is astounding that the Duke’s holdings meant that expenditure of that sum of money did not bring about bankruptcy. “The pound had an average inflation rate of 3.11% per year between 1860 and 2025, producing a cumulative price increase of 15,438.46%! … A pound today only buys 0.644% of what it could buy back then.” [9]
George Granville William Sutherland-Leveson-Gower, 3rd Duke of Sutherland (1828-1882) had interests around the country but of particular interest to me is his involvement with developments in East Shropshire which became the Lilleshall Company. He also held shares in other industrial ventures, including coal and ironstone mines.
The 3rd Duke of Sutherland inherited significant wealth and estates, including those in West Midlands, which included the estate of Lilleshall. He was also known for his interest in industrial projects, like the Shelton Iron & Steel Co. where he was a principal shareholder. The Duke’s involvement with the Lilleshall estate and his other industrial interests demonstrate a broader pattern of wealth accumulation and investment within his family. The family’s influence extended beyond the specific “Lilleshall” company to include other industrial and land ownership ventures, particularly within the West Midlands region. [10][11][12]
In 1892, the 3rd Duke of Sutherland’s obituary included these words: “…The late Duke was keenly devoted to science as employed for the promotion of the prosperity and material comfort of the tenants on his vast estates. He did more than, perhaps, any other man in the world to utilise cultivation by steam, and at one period he used all the resources and talent of the firm of John Fowler and Co., of Leeds, in this direction. He constructed at his own expense a railway in Sutherlandshire. It is said that an admiring navvy, seeing him start from Dunrobin Station one day, exclaimed to his mate, ‘There, that’s what I calls a real Dook. Why? There he is a driving of his own engine on his own railroad and burning of his own blessed coals!’ One who knew him well has said of him: ‘He was ever ready to assist in the development of ingenious ideas in machinery, mechanical appliances, and the like’...” [12][13]
References
G. Charles; The Duke of Sutherland’s Saloons and Locomotives; in The Railway Magazine, January 1950, Volume 96, No. 585, Transport (1910) Ltd., Westminster, London, p9-10.
Tony Streeter; Dunrobin: Overlooked, outcast and unwanted – until now!; in Steam Railway No. 384; Bauer Media, Peterborough, (7 January – 3 February 2011), p7–8.
Robin Jones; Steam comes home… twice; in Heritage Railway No. 151; Mortons Media Ltd., Horncastle, p24–25.
Will Marsh; Steam Locomotive Notes; in Severn Valley Railway News. No. 220; Winter 2022, p18.
There was a 19th century proposal for a public railway to Dunvegan and Portree which never came to fruition. A later proposal was the Hebridean Light Railway which was promulgated by the Hebridean Light Railway Company. It intended to operate on the Scottish islands of Skye and Lewis. [8] The Skye line was to have connected the port of Isleornsay (for ferries from Mallaig on the Scottish mainland) and the port of Uig on the north-west coast of the island, from where ferries would have sailed to Stornoway on Lewis. Another line was then proposed to link Stornoway to Carloway, the second settlement of Lewis. Branch lines were also proposed to Breasclete [9] and Dunvegan. [10]
The line was proposed in 1898, but was never completed. Records of the proposals are held in the National Archives at Kew. [11]
Although these schemes never came to fruition, at least six industrial railways have existed on Skye and adjacent islands at one time or another. These include:
TheLoch Cuithir to LealtDiatomite Railway – Details of this line can be found here. [5]
The Talisker Distillery Tramway – This short 23″-gauge tramway opened in 1900 and closed in 1948. Details can be found here. [6]
The Skye Marble Railway – Soon after the turn of the 20th century a line was opened between the Kichrist Quarries in Strath Suardal and Broadford Pier/Quay. Different sources say that this was initially either and aerial ropeway or a horse-worked tramway. Whatever form the initial arrangements took, by the end of the first decade of the 20th century, it was operating as a steam-hauled 3ft-gauge railway which for a short while (certainly no more than 4 years) employed a Hunslet 0-4-0ST, originally built in 1892 and previously used on the construction of the County Donegal Railway and various other contractors projects. This line is covered in more detail in the article which can be found here. [7]
The Raasay Iron Ore Mines and Their Railway – the railway operated from 1913 to 1919. [1][2]
More can be discovered about Raasay’s railway here. [12]
The Quartzite Quarry at Ord (opened in 1945) was equipped with a 3ft-gauge railway along which wagons were pushed by hand to a loading embankment. A short article can be found here. [13]
Storr Lochs Hydroelectric Power Station (opened in 1952) which included a standard gauge electric cable railway which still routinely carries spares and supplies down a 1 in 2 gradient. Another short article can be found here. [14]
Other railways on Skye or on adjacent islands? One source commented that Skye had thirteen different railways/tramways open at one time or another. I have only been able, so far, to identify the ones listed here. Should others be aware of more historic rail sites on Skye, I would be interested to hear. Maybe that source intended their list to include the abortive schemes mentioned at the head of this article? One particular proposal, which never came to fruition, has imaginatively been taken as the basis for the story of the fictitious Highland Light Railway Company. [15]
Storr Lochs hydro-electric power station was commissioned in 1952. It was built by the North of Scotland Hydro-Electric Board, and used water from Lochs Leathan and Fada, to provide the first general supply of electricity to the island. The power station has a total output of 2.40 MW. Because the location of the turbine house was not easily accessible, it was (and continues to be) served by a standard-gauge electric funicular railway. [1]
The location of Storr Lochs Hydroelectric Power Station in the Northeast of the Isle of Skye. [1]
The funicular is the only working railway on the Isle of Skye. It is below the spectacular stacks and landslips of The Storr on the Trotternish Peninsula, a few kilometres north of Portree.
The cable railway was built early in construction of the power scheme, and used to carry materials and equipment to the shores of Loch Bearreraig. In the concrete foundation of the railway over 600 rough steps were built. The first pipeline was constructed for the 1952 opening, and the second pipeline, running parallel added in 1956. [7] The maximum gradient on the railway is 1 in 2. [9]
Photographs of the construction of the scheme can be found here. [10]
Other pictures of this site can be seen here. [11]
There was a short tramway in the quartzite quarry close to Ord which was operational in the mid-20th century. …
The small village of Ord sits on the Northwest side of the Sleat Peninsula. [1]The small building shown on this map near to Coille a’ Chuaraidh is the approximate location of the quarry. [6]A road from the village runs Southeast across the Sleat Peninsula. The quartzite quarry was on the North side of the road at Coille a’ Chuaraidh. [1]
J.G. Stein & Co. of Bonnybridge commenced quarrying at Ord, Sleat Peninsula, Isle of Skye in 1944 and this continued until 1960. Silica was extracted from the quartzite ore and used as a heat resistant substance in industrial furnaces, fire bricks, cements, boilers etc. Only the explosives store and a storage building, now used as a bothy, survive. [1]
Ore was removed from the quarry in trucks that ran on a very short rail track to the road where it was loaded onto lorries and taken to the pier at Armadale. The ore was then loaded into a waiting puffer (coastal trading boat). [1]
The high cost of transport away from Skye meant that the quarry was uneconomic and it closed in 1960. [2]
The tramway/railway was very short – only 110 metres in length. [4]
The tramway was operated by manpower, no mechanical propulsion was employed. Rolling stock consisted of a number of wooden-framed tipper wagons, allegedly used on the Skye Marble Railway. [3]
This image is a postcard view of the Skye Marble Quarry.At the centre of the image is one of the tipper wagons used at Kilchrist and which may well have been bought for use at Ord Quarry. [5]
Until the 1970s, there were a number of these wagons gradually deteriorating on the beach at Ord, although there is no longer any sign of them. [4]
The featured image for this article is the only photograph I have been able to find of ‘Skylark’, the locomotive which for a matter of only a few years operated on the Skye Marble Railway. Further notes about the locomotive can be found in this article.This information board across the road from Kilchrist Church, features Skylark at the head of a train of wagons. [5]
Some sources say that in 1904, an aerial ropeway was constructed to transport marble to Broadford Pier from Kilchrist Quarries (alternatively known as Kilbride Quarries or Strath Suardal). The quarries were used to excavate marble. [1][2] Other sources talk of the line being worked first by horses. [14] There was an incline between the upper and lower Quarries at Kilchrist which appears to have been rope-worked. It is most likely, given the length of line from Kilchrist to the quay at Broadford and the relatively shallow gradients, that the line from the marble works down to Broadford was worked by horses, but it is entirely possible that an aerial ropeway was employed. Nothing remains of the line beyond the formation which now carries a footpath once South of Broadford, and, as will be seen below, some rails in the surface of the pier at Broadford.
The main length of the line was converted to a tramway/railway in 1910. It was, in total, over 6 km in length. [4] Some sources quote 3.5km [viz. 2] and probably take that length from the length of the footpath which follows the route of the old railway. The Skye Marble Railway was a 3 ft (914 mm) narrow gauge [5] line which only operated from circa. 1910 to 1912/1913. [6][7]
The Northern half of the Skye Marble Railway as shown on railmaponline.com’s satellite imagery. [8]The Southern half of the Skye Marble Railway as shown on railmaponline.com’s satellite imagery. [8]
It seems appropriate at this point to take a break from our journey along the line to find out as much as possible about the locomotive which was used on the Skye Marble Railway for a short time in the early 20th century. The website of the Industrial Railway Society (IRS) has some more information about this locomotive which the Skye Marble Company knew as ‘Skylark’. … The engine was first known as ‘Bruckless’, the notes which follow come from the IRS archives and were pulled together by D. Cole in 1965, in part from work undertaken by Dr. Iain D. O. Frew: “Delivered to T.S. Dixon in May 1892 through the agency of Josiah Buggins as ‘Bruckless’ for the Donegal-Killybegs contract of the County Donegal Railways, it was sold in 1894 after the completion of the contract and later worked for the Preston Corporation Waterworks Department on the construction of the Spade Mill No.1 Reservoir at Longridge. There it was named ‘Skylark’. Subsequently, in 1907, it went … to the Skye Marble Company and was used firstly by a contractor in building the Company’s railway from Torrin to Broadford, and then, from 1909, to work the railway itself. In 1913, following the failure of the quarries, the line was lifted and the locomotive sold to W.N. Jackson, a Glasgow metal merchant. He in turn sold it to J. Mackay, contractor for the Roundwood Reservoir in County Wicklow. This contract passed to H. & J. Martin Ltd. in 1915, and after its completion in 1925 the locomotive was scrapped.” [15]
D. Cole undertook further research into Hunslett’s records and was able to ascertain that “from July 1897 – the date from which the earliest detailed Hunslet spares records have survived – to March 1905 spares were sent to the Newcastle & Gateshead Waterworks. Delivery was sometimes to Otterburn, and the name of the locomotive was frequently quoted as ‘Bruckless’. No name was quoted by Preston Corporation when ordering spares between March 1907 and March 1910.” [15]
Cole was also able to confirm that:
from November 1910, spares were sent to W.R. Herring with the locomotives name quoted as ‘Dilworth’; [15]
in January 1911 and May 1911, spares were sent to Skye Marble Ltd. but no name was quoted; [15]
in August 1913, spares were ordered for the locomotive named ‘Skylark’ by W.H. Jackson, Glasgow, but sent to Mr. Easter, Skye Marble Cottages, Broadford, Isle of Skye; [15]
from May 1914 to May 1916, spares were sent to John Mackay, Dublin Waterworks, Roundwood, Co. Wicklow; [15] and
the last spares of all were sent out in January 1921 to H. & J. Martin Ltd., Roundwood Reservoir. – K.P.P. [15]
We now continue the journey along the old railway route. …
This view looking South towards the village of Broadford shows the footpath below the road (to the left beyond the dwarf wall) which probably follows the line of the old railway. [Google Streetview, December 2021]
The alignment of the railway which I have proposed here is supported by Railscot. On their page about the railway the alignment is shown adjacent to the shore rather on the higher ground to the West. [7]
The yellow-brick abutment on the Northside of the river is original, the modern footbridge sits on that abutment but is on a different alignment to the old railway. There is no remaining abutment on the South side of the river, so a new smaller abutment was constructed to support the footbridge. A comparison is made and pictures are provided, on this site. [5] The photographs towards the bottom of that webpage give an idea of the alignment of the old railway bridge. Which crossed from the North abutment to a point on the South bank of the River Broadford marked by the young tree in the image below.
The modern footbridge sits on one of the abutments of the old railway bridge beyond the river in this picture. The old railway bridge spanned the river on a line between the North abutment and the young tree, in leaf, at the centre of this image which looks North from the A87. [Google Streetview, May 2022]
From the South bank of the river and running South the line shown on railmaponline.com’s satellite imagery seems to be realistic, following, as it does, a curved route to the East of the location pictured above. …
Crossing the modern A87, the old railway ran Southeast crossing the modern Glen Road (which did not exist at the time the railway was operating) close to Broadford (Church of Scotland) Church and then curved round to the East of Strath Suardal Way (which also did not exist when the railway was working). [8]
The next two images show the formation of the old railway on a low embankment on the East side of Strath Suardal Way.
This photograph was taken at the roundabout looking South-southwest along Strath Suardal Way. The low embankment runs behind the street lighting. [Google Streetview, December 2021]Further along Strath Suardal Way and looking Southwest, the low embankment is again visible blue beyond the street lighting columns. [Google Streetview, December 2021]Towards the end of Strath Suardal Way the line of the old railway turned away to the Southwest. [8]The old Railway’s route runs through the evergreen trees on the left side of this West-southwest facing photograph. [Google Streetview, December 2021]The line then ran over open moorland to the East of the road to Elgol (the modern B8083). [8]Initially the route of the old railway and the modern B8083 converge as they head South-southwest. [8]The footpath access to the line of the old railway can be seen just as the old railway route and the B8083 begin to diverge. [8]The footpath access to the line of the old railway as seen from the B8083. Just beyond the second gate the footpath turns to the right and follows the old railway formation. The first length of the footpath runs through a protected plantation of young trees. [Google Streetview, December 2021]
The four photographs immediately below show the first few hundred metres of the footpath along the old railway – as far as the plantation boundary fence which can be seen beyond the two low gateposts in the fourth photograph.
When marble was discovered near Kilchrist in Strath Suardal on the slopes of Ben Suardal about 3 miles (5 kilometres) Southwest of Broadford, a large factory was built near the quarry for cutting and polishing the quarried blocks. The Marble was formed by the heating of limestone by igneous intrusions in the Tertiary Era. It appears that small scale workings were active as early as the 18th century, developing throughout the 19th century. [14]
“On level ground by the South side of the Broadford to Torrin road are the remains of an industrial complex belonging to the old marble quarries. The remains consist of a ruinous concrete shed/warehouse 60m long, a railway platform, traces of the railway line and sidings, and four brick-built circular bases 2.4m in diameter.” [17]
From adjacent to the lower quarry, with its own branch, spoil heaps and concrete bases, [22] the line continued South but as a rope-worked incline.
Looking South up the incline towards the upper quarry. [My photograph, 5th May 2025]
The view South up the incline to the upper quarry. This image is embedded from here. [19]. Clicking on the image takes you directly to the original image which is one of a series of photographs of the route of the old railway can be found here. [5]
In a rocky cleft immediately to the East of the track to Boreraig, are the remains of two former dynamite stores, one within the other. The older, larger building with walls of rubble construction, envelopes a smaller concrete blockhouse. Close to these are the remains of the ot for the winding wheel for the rope-worked incline.
Also located at the upper quarry (but of which I did not get photographs) are two machinery stands:
2m square with 11 bolts protruding
6.5m by 5.2m with 4 stanchions protruding.
The Demise of the Line
The operation was not a commercial success. The railway line was abandoned by 1914 when the operating company became bankrupt. The line was offered for sale as part of the liquidation of the business. The sale comprised a 9½-in, 4-wheeled locomotive, 500 tons of 35 pounds (16 kg) and 56 pounds (25 kg) flat-bottomed rail and 9,000 6-foot creosoted sleepers. [4][20]
Extracting the marble proved difficult and expensive and quarrying finally ended here in 1939. [21]
An article in the magazine Railway Bylines, in the September 2002 edition written by Orson Carter prompted a look at the railway system in Dereham Norfolk. [1]
These three extracts from the 25″ Ordnance Survey of 1905, published in 1906, show the railway running North to South through Dereham. Southbound trains on the Wymondham & Wells Branch ran between the town’s Malthouses, crossed Norwich Street and entered the Railway Station. Goods facilities were close alongside the passenger station with the Goods Shed east of the main running lines. Further sidings sat to the West of the line before a triangular junction (including Motive Power Depot and turntable) gave access to lines running Southeast to Wymondham and Norwich and West to King’s Lynn. [2]
Carter’s article primarily reflected on the changes experienced in Dereham as the 1950s and 1960s developed. The line through Dereham remained open as a goods only line into the later part of the 20th century. This made it a prime candidate for preservation. The Mid-Norfolk Railway was formed in 1974 as preservation efforts began. The line re-opened in the mid-1990s. The MNR owns and operates most of the former Wymondham-Fakenham branch line of the Norfolk Railway! [3]
These three extracts from Google Maps show a similar length of the line as that covered by the extracts from the 25″ 1905 Ordnance Survey above. [Google Maps, February 2024]
Carter’s article gives only a limited account of the railway history of East Dereham’s rail network: ” In railway terms the small town of East Dereham in Norfolk belied its size as until the early 1950s it was, in effect, a three-way railway junction which enjoyed a status lofty enough to warrant a ‘Class 1’ grade station master. The ‘main line’ though the term is comparative – was used by trains between Norwich and Wymondham and Wells-next-the-Sea; there was also a branch from East Dereham to Kings Lynn, and until September 1952 the trains on the semi-circular route to/from Norwich via Wroxham and County School also started and terminated at East Dereham. But if one looked in the public timetables for this apparently important junction station, one would not have found an East Dereham the station was invariably listed simply as Dereham.” [1: p522]
Dereham Station was built by The Norfolk Railway. “The Norfolk Railway was an early railway company that controlled a network of 94 miles around Norwich, England. It was formed in 1845 by the amalgamation of the Yarmouth and Norwich Railway opened in 1844, and the Norwich and Brandon Railway, not yet opened. These lines were built out of frustration that the Eastern Counties Railway line that was expected to connect Norwich to London failed to be completed. The Norfolk Railway also leased the Lowestoft Railway and Harbour Company, and built a branch to Dereham and Fakenham, opened in 1846 and 1849 respectively.” [5]
The Mid-Norfolk Railway dates the opening of the station to 1847: “Three years later an agreement was made to allow the Lynn & Dereham Railway to start to use the Norfolk Railway’s station, meaning that they could close their own terminus in the town. In 1857, the line northwards to Well-next-the-Sea was completed – with all the lines becoming part of the Great Eastern Railway in 1862. The station grew and evolved over the decades, with the Great Eastern Railway expanding the original Norfolk Railway ‘Tudoresque’ buildings as traffic grew, and the platforms being raised and extended to accommodate longer and more modern trains. Eventually, the station boasted a licensed buffet and four platforms with extensive canopies. Platform 1 is on the up line, with platforms 2 and 3 being set back to back (making one long platform face) and platform 4 being a short bay originally connected only to the King’s Lynn line.” [6]
The uncertainty over the date of opening of Dereham Station is resolved by Wikipedia quoting D. I. Gordon: A branch from Wymondham to Dereham “opened from Wymondham to Dereham on 7th December 1846 for goods trains and on 15th February 1847 for passengers. [7] … During construction, the Norfolk Railway sought an Act of Parliament to extend the Dereham line to Wells and Blakeney. … The Wells and Blakeney extensions were not built, and the new work was confined to building to Fakenham only. The construction contract [for the Fakenham line] was let to Peto in the Spring of 1847.” [5]
Soon, “The Eastern Counties Railway (ECR) … engaged in talks and … agreement for acquisition of the Norfolk Railway was finalised on 2nd May 1848, and the ECR took over the entire Norfolk Railway system, rolling stock included, on 8th May 1848. It sacked the Norfolk Railway staff and substituted its own. [7] Gordon says that the ECR ‘took the Norfolk on lease, so saving it from financial ‘perdition’.” [7: p164][5]
The Lynn and Dereham Railway also obtained an Act of Parliament to build a line to Dereham in 1845. It did not open its station (Lynn Hill) until 11th September 1848. [8: p41] [13] very close to The Norfolk Railway and formed a junction with it. This station was closed in 1850, when trains were extended to The Norfolk’s Railway station.
The King’s Lynn line was originally operated by the Lynn & Dereham Railway but, in 1848, the ECR leased The Norfolk Railway and absorbed the line to King’s Lynn.
In 1857, the line between Dereham and Wells opened. The Railways in this area became part of the Great Eastern Railway (GER) in 1862.
“In addition to the passenger facilities, Dereham had extensive goods facilities. Three goods sheds were provided (the surviving shed, one north of Norwich Road and another on the Lynn line), a large cattle yard, a coal yard, sidings for the town’s maltings trade, the Hobbies’ works, gas works and, during the Second World War, additional War Department sidings were provided on a new site to the east of the line. A triangle was provided for the Lynn line, allowing some trains (including the Royal Train) to avoid having to reverse in the station and a locomotive depot was built inside this triangle – where the town swimming pool now stands. This complex site was controlled by four signal boxes and stables were provided to house the horses used to operate delivery carts and shunt the yards.” [6]
“With an 1841 population of 3,837, Dereham already had several brewers and maltsters, two iron foundries and various small industries geared to the needs and produce of what was described as the ‘Garden of Norfolk’. But by 1855 it had grown to nearly 4,500 and had added a steam saw-mill, two further foundries, and a greatly expanded interest in the making of agricultural implements. In that year White recorded how the town trade had ‘considerably increased’ since the opening of the railways, and described the extensive granaries which had been built near the station and through which extremely large quantities of corn were despatched by rail. East Dereham in fact well illustrated the power of the nineteenth century railways to develop a small town when not too near a major centre and when conditions, in this instance the high fertility of the local soil, were right.” [7]
Derehamhistory.co.uk tells us that, “Along with the railways came the electric telegraph. The Norfolk Railway was a pioneer in the use of this instrument in railway operating and its spare capacity was made available to the public. It provided a nationwide accurate time check, replacing the often erratic local time with ‘Railway Time’. It gave the latest Stock Exchange prices and racing results in advance of the arrival of the newspapers.” [10]
“In the early 1880s, the railway line between Dereham and Wymondham was expanded to a double-tracked line, which was completed shortly after 1882. Yakham, Thuxton, Hardingham, and Kimberley Park all had new platforms constructed on the new up line, while the down line platforms underwent alterations, including the addition of new canopies. In 1886, an avoiding double track line was constructed to the south of the Dereham station. This allowed the Wymondham to King’s Lynn line to be used as a cross-country route. The avoiding line was utilised by freight, excursion, and diverted main-line trains.” [11]
Diesels were introduced in the mid-1950s but rapidly increasing road transport competition meant that rain services in rural Norfolk became increasingly uneconomic. “In 1963, Richard Beeching recommended that the line from Dereham to Fakenham and Wells be closed and, in 1964, the last passenger train ran over this section. He also recommended that the railway from Norwich to Dereham and then to King’s Lynn be retained for express trains and freight. However, in 1968, the connection to King’s Lynn was cut, as part of the formation was wanted for improvements to the A47, and the remaining passenger services between Dereham and Norwich ended in 1969. Concerns had been [raised] in Parliament about the local roads being inadequate for local business needs, specifically the large maltings at Great Ryburgh, so tracks through the station remained in regular use as a goods-only line until the 1980s.” [6]
Sadly the main station building at Dereham suffered a significant fire in 1988. The interior and roof were lost. The station master’s house survived in a near derelict condition. After the line was purchased by the Mid-Norfolk Railway it was carefully restored and it re-opened to passengers in 1997. [6]
The Mid-Norfolk Railway also reports that “two of the station’s signal boxes have been replaced. The original Dereham Central site is occupied by the former Stratford Southern box, which controls the station site and the line southwards. Dereham North is occupied by the former Laundry Lane box from Lowestoft, and controls the level crossing and line northwards. The original Dereham North box also survives, as holiday accommodation near Melton Constable. With the original locomotive depot site being lost, [their] new maintenance shed has been built in the former goods yard.” [6]
The surviving goods shed, stables and one of the station’s original LNER yard cranes feature in future plans for a heritage attraction at Dereham Station.
The Mid-Norfolk Railway Preservation Trust also plans to restore another section of track. It intends to bring back into use another mile and a half of the line from North Elmham, near Dereham, up to the former County School station. The Trust will restore the station to an operational standard and make it the line’s northern terminal. “County School once served a nearby boarding school set up in the 19th century, which later became a naval training school and a Dr Barnardo’s home until its closure in 1953.” [12]
Currently, The Mid-Norfolk Railway, at 17.5 miles, is already one of the UK’s longest heritage railways. Once the latest extension is completed, it would be the third longest. [12]
County School Station on the Mid-Norfolk Railway. [12]
References
Orson Carter; Dereham – a Time of Transition; in Railway Bylines, Volume 7, Issue 10; Irwell Press, Clophill, Bedfordshire, September 2022, p522-527.
There is an excellent book by Laurence & Pamela Draper, which they self-published in 1990, entitled “The Raasay Iron Mine: Where Enemies Became Friends.” I picked up a copy second-hand from an online sales site. That book covers the operation on Raasay in some detail. This article looks at the railways involved.
An extract from the Ordnance Survey 1″ Mapping of 1930 (Sheet 25) shows the line of the railway running North-northeast from the pier at Suisnish to Mine No. 1. A dotted line represents the line to Mine No. 2. [8]
Raasay Iron Mine
L. & P. Draper tell us that “Just before the First World War the Scottish coal and iron-ore mining, and iron-smelting, firm of William Baird and Company opened up an iron-ore mine on the Island of Raasay in the Inner Hebrides. … In association with the mine, Baird’s built several kilometres of narrow-gauge railway, a crusher, five calcining kilns, a huge ore hopper and a reinforced concrete pier. Many aspects of the installation, such as this pier, diesel-electric power generation and the provision of powerful external electric lighting, were very advanced for their time.” [1: pV][3: p146]
The BBC tells us that “William Baird and Co. Ltd … owned the Raasay estate and initiated the mine’s operations. The mine was developed just before the war and was crucial in providing iron ore for the British war effort, with the ore being transported to Ravenscraig for smelting.” [2]
Because most of the local men had been called up, Baird’s arranged for German Prisoners of War to work the installation from 1916 onwards. In permitting this, the British Government probably “contravened the Hague Convention which specifically banned the employment of Prisoners of War on munitions production; in 1920 the British Government attempted to destroy all relevant records, and was largely, but not entirely, successful. To enable prisoners to be used, the project was effectively nationalised (although that word was not actually used), with Baird’s operating it as agents for the Government; this was a standard system of management in the First World War. … Prisoners and local people worked in harmony together as colleagues, but relationships between Baird’s and the Ministry of Munitions were at times hostile. At the end of 1917 the local men, who were badly paid compared with men doing similar work elsewhere, went on strike, and there were allegations in Parliament that German Prisoners of War were being used as strike breakers, with a result that Winston Churchill himself made statements in response; these allegations were at best only half truths.” [1: pV][3: p146]
This map was reproduced in an article written by the Drapers for Der Anschnitt in 1999. It shows Baird’s initial plans for a railway were altered to move the kilns away from Suishnish House (modern spelling Suishnish). [1: p2]]3: p150]
A probable total of almost 200,000 tons of raw iron ore was produced over the life of the mines, which in the first instance ran until six months after the end of the First World War. “Everything was maintained in full working order, [but] almost the only further iron to be yielded, in the Second World War, came out as scrap from the dismantled installation itself.” [1: pV][3: p146]
L. & P. Draper tell us that, “After hostilities ceased on 11th November 1918 there was a rapid fall in demand for iron, and on 21st December 1918 the Government stated that it wished to terminate its agreement with Baird’s, asking: … do you want the prisoners after about the end of January 1919? … Baird’s said that it did, for a while, if the Ministry could take the output; otherwise the prisoners were not needed. … The Ministry was anxious that the whole installation should be shut down by 31st March 1919.” [1: p30]
It appears that there was probably no resolution between Baird’s and the government over ownership of remaining stocks of iron ore at the mine when it closed but L. & P. Draper note that in the years after the war, whenever a full load of coal was delivered to Raasay, the steamers involved left Raasay with a full hold of iron ore. [1: p31-32]
“Soon after the war ended there was unrest on the island, partly because the fisheries had failed and partly because many of the veterans returned expecting that their interpretation of promises which had been made to them, that they would be re-located on more fertile ground, would be honoured. Following the example of many other Hebridean islanders since the latter years of the nineteenth century, they forcibly took over the south end of the island and some men served terms of imprisonment as a consequence. However, Baird’s sold the estate to the Scottish Board of Agriculture during the 1921-22 post-war crisis and many islanders were re-settled on land which they had coveted.” [3: p155-156]
“ln the mid nineteen thirties, twenty years after its heyday, the installation was still in good working order as Baird’s had placed the works on a care and maintenance basis and employed a full-time 3-to-5 man crew … who kept the machinery in perfect working order. They painted the ironwork, including the large expanse of the end of the calcined-ore hopper, with red Iead, and ran the installation once each week. lt was capable of being started at relatively short notice at a time of national emergency. However, this was not to be, probably because of the cost of winning the relatively low grade ore, and after the onset of the Second World War the only iron to come from the site was the installation itself as scrap. lt is not clear whether the formal abandonment on 15th May 1941 was the beginning of dismantling, or just the date on which the plan was drawn. … Three, if not all, of the kilns were taken to Lingdale, in Cleveland, Yorkshire where three were re-erected . They continued in intermittent production until about 1962. lt is not known which ones were rebuilt, but it seems likely that they were Nos 3, 4 and 5 which had been unused on Raasay.” [3: p156]
Raasay Iron Ore Mines Railways
“No 1 Mine was connected to the pier at Suishnish by a virtually straight railway. A short steeply-inclined spur to the outcrop site left the main line at the entrance to No 1 Mine; No 2 Mine was connected by a spur from the main line. The railway led directly from the mines to the top of the crusher, on the hill overlooking the pier. Just below the crusher stood the kilns. An inclined railway connected the area just above the crusher down to the pier; this is also the route by which the coal was taken from the pier up to the crusher. Coal and iron ore were mixed in the crusher and taken by conveyor belt to charge the kilns. Below the kilns, more belts took the calcined ore to a hopper, from whence it was ultimately loaded onto ships at the seaward end of the pier.” [1: p33][3: p151]
Prior to the construction of the 4 ft. 6 in. railway the first output from the iron ore mine was transported by horse and cart down the narrow lane through Inverarish. [5: p78] But before the completion of the facilities near East Suishnish Pier, the incline was already bringing iron ore down from Mine No. 1 and the Outcrop Site.
We focus first on the railway infrastructure at the southern end of the line where the processing plant and pier were sited. The drawing below shows the layout of the site.
Two enlarged details from the image immediately above, show parts of the rail infrastructure on the site.
This first enlargement shows the steeply inclined line which ran down the side of the crusher to the pier. [3: p151][British Geological Survey: BGS C 2183]This second enlarged extract shows the rail line running out onto the reinforced concrete pier. A short train of open wagons appears to be sitting on the rail line. [3: p151][British Geological Survey: BGS C 2183]
A third and a fourth extract, this time from photographs provided by the Munro Daughters for L. & P. Draper’s book, show the incline in use while the calcined-ore storage hopper was being constructed. …
Perhaps it is worth noting here that the wagons used on the network were known as ‘hutches’. They were 5ft long overall, the body being 4ft long x 3ft wide and 2ft in height. Wheels were 1ft in diameter (1ft 2in over the flanges) and the axles were centred 1ft 6in apart. The overall height was 3ft 7in above rail height. [1: p65]
The hutches “were assembled from kits in the top of the crusher. They were pushed by hand initially, and were stiff until they were greased. … 4 wheels and 2 axles weighed 1 hundredweight 1 quarter 14 pounds (70kg). 200 sets were ordered on 28.4.13 and a further 100 on 5.6.14, so the mine must have had at least 300 hutches.” [1: p66]
“The Pier Haulage Road was in 3 sections. The lower one, at a gradient of about 1 in 4.5, extended for 67 metres, the middle one at about 1 in 10 for 25 metres, and the upper one at about 1 in 4 for 83 metres. At the bottom of this incline the track was diverted around a huge L-shaped concrete block designed to catch runaways. … The hauler house … was used solely for haulage on the incline above the pier.” [1: p63]
The railway was, apart from the lower section, the Pier Haulage Road, largely double track. It was multi-level in the vicinity of the processing plant and the incline to the Outcrop Site was single track. Rails were 30lbs/yard, spiked into sleepers. Where there was traffic across the rails an inverted U-shaped bridging rail was used. [1: p65]
The track plan of the rails around the processing plant provided by the Drapers shows a complex arrangement with some very tight radius curves. It is not surprising that the ‘hutches’ needed to have a short wheelbase.
Track layout in the vicinity of the Crusher House. [1: p66-67]The same building, the Hauler House, seen from further North on the second incline. The mountains of Skye sit beyond the Sound of Raasay. [My photograph, 7th May 2025]
L. & P. Draper tell us that the extensive system of narrow gauge lines were 2ft 3in gauge. The main line “extended in a straight line … from the pier root up an incline, the ‘Pier Haulage Road’, to a level ore storage area above the crusher and on to the No 1 Mine entrance at a distance of 2.6 kilometres. … At a distance of 1.4 kilometres from the pier a straight spur, 0.9 kilometre in length, left the main line … to No 2 Mine. … The junction layout is shown [below].” [1: p63]
The incline climbs to the North. [My photograph, 7th May 2025]This telephoto shot shows the incline continuing to the North and shortens the distance to the mountain in the distance, which is Dunn Cana (Caan). [My photograph, 7th May 2025]Looking back towards Skye from within the shallow cutting in the previous pictures. [My photograph, 7th May 2025]Further North and looking North, the incline remains relatively clear of vegetation. [My photograph, 7th May 2025]Railmaponline.com shows the line continuing North. [10]Continuing North. [My photograph, 7th May 2025]And again, further North and looking North. Dun Caan has dropped below the horizon as we continue the climb. [My photograph, 7th May 2025]Railmaponline.com shows the location of the junction between the lines toMine No.1 to the North and Mine No. 2 to the Northwest. Just to the South of the junction, the remains of the Hauler House for the line to Mine No. 2 can be seen. [10]Approaching the location of the junction from the South: the remains of the Hauler House sit close to the centre of the image. [My photograph, 7th May 2025]The railway junction between the line to/from Mine No. 2 and the main line which ran between the pier and Mine No. 1. [1: p40]Looking Southeast along the line of the railway built to serve Mine No. 2. The line passed under that serving Mine No. 1. The bridge was between the camera and the Hauler House. [My photograph, 7th May 2025]
Heading North from the junction, the route of line to Mine No. 1 now runs through a protected area where deciduous native trees have been planted among sparce examples of older trees.
The route of the incline is a waymarked path. For the most part it is a relatively easy walk. A section of the line crosses what is now a plantation protected from deer to allow newly planted native trees to mature. [My photograph, 7th May 2025]The route of the old railway continues North through the plantation. [My photograph, 7th May 2025]Railmaponline.com’s satellite imagery shows the line serving Mine No. 1 continuing North-northeast on the same alignment as the line South of the junction. The planted area can be made out at the bottom of this image. It is also possible to make out the line of the stream valley that the line had to cross. It runs diagonally from the bottom-centre of the image to the left side of the picture. [10]The line continued North towards the location of the viaduct. [My photograph, 7th May 2025]The remains of the viaduct come into view as the land begins to drop away. [My photograph, 7th May 2025]The Southern abutment of the three span viaduct which carried the line to Mine No. 1 over the valley of a tributary of the Inverarish Burn.A view North from the top of the Southern side of the valley. The two tall concrete columns remain in place but the bridge deck is long gone. Note the steep, stepped path on the North side of the valley. [My photograph, 7th May 2025]The Northern abutment of the viaduct remains in place but it has lost the westernmost pilaster. [My photograph, 7th May 2025]
Apart from minor cuttings and embankments to maintain the design gradient on the incline and the structures immediately around the junction, there were only two significant structures. Both were viaducts: that on the main line carried it over a ravine formed by a tributary of Inverarish Burn, that on the line to Mine No. 2 carried it over Inverarish Burn and Fearns Road. The Drapers tell us that these viaducts were “of iron girders with a decking of timbers measuring 12in x 6in in section. They had iron railings on each side, and the one to No. 2 Mine had steel-plate sides to prevent ore accidentally falling onto the road below.” [1: p65]
This photograph of the viaduct carrying the line to Mine No. 1 appears in L&P Draper’s book courtesy of John MacLeod. [1: p64]
North of the viaduct on the line serving Mine No. 1, the railway continued in a North-northwest direction towards the mine, continuing to climb towards the mine buildings.
At the northern end of the railway incline, the line from the pier extended into the mine entrance of No. 1 Mine. It first passed under the road to Fearns before also passing under a separate incline which connected the facilities at the mine entrance to the surface workings where the iron bearing strata was exposed at ground level – the outcrop site. L. & P. Draper produced the drawing below which is based on the historic Ordnance Survey mapping.
Mine No. 1 and the Outcrop Site. [1: p46]This extract from the railmaponline.com satellite imagery shows the full length of the single track incline notes above. [10]
The arrangement of the two rail lines is illustrated in the photograph below. …
Having covered the full length of the main line to Mine No. 1, we turn to the branch line serving Mine No. 2.
We did not walk the route of the line which served Mine No. 2: the first part of. its route is shown on this extract from railmaponline.com’s satellite imagery. The purple line on this map extract stops short of Fearns Road and Inverarish Burn. The line continued North-northwest across the road and the burn on a three span viaduct. The abutment of the viaduct remains but the bridge decking was removed for scrap some decades back. The viaduct was of the same design as that on the line to Mine No. 1 with additional steel panels attached to the deck parapets over Fearns Road to prevent accidental spillage onto people using the road. [10]This extract from railmaponline.com’s satellite imagery extends the lilac line across the valley of the Inverarish Burn to a terminus at the location of Mine No. 2. Fearns Road is shown running across the image with the Burn at its North. The Valley was crossed by a three-span viaduct to a very similar design to the viaduct on the line to Mine No. 1. Its location is marked by the three parallel lilac line. [10]
Only the abutments and piers of the viaduct carrying the line serving Mine No. 2 remain. The four images below show this remains.
Mine No. 2 only saw very limited use and closed relatively quickly after it opened. L. & P. Draper are of the opinion that, “because of severefaulting there was virtually no production from No 2 Mine, which must have been an expensive white elephant considering the cost of constructing the high viaduct, hauler house and other mine-head buildings. However, it was not entirely unused, as Baird’s built a sawmill by No 2 Mine, and all timbers used in the mine, for pit props, railway sleepers, power poles and other purposes were sawn there and transported by rail.” [3: p153]
Calcination is a process which involves a controlled burn of crushed ore mixed with imported coal. It is specifically designed to draw off water and unwanted minerals from the iron ore but without heating it to a temperature which would result in the production of metallic iron.
Alexander Nicolson; Handbook to the Isle of Skye andAdjacent Islands; Archibald Sinclair, Celtic Press, Glasgow, 1936.
The featured image above shows Highland Railway No. 29 at Fort George Railway Station in Ardersier in charge of a train of four wheel coaches. Staff at the station seem to be included in the photograph. The locomotive was built in October 1863 as a 2-2-2 and originally called ‘Highlander’. She was rebuilt as a 2-4-0 in August 1871 and renamed ‘Forres’. She was withdrawn in 1898 which means that the annotation under the photograph is a little inaccurate. The locomotive is seen in the image above in its latter guise, so the image was probably produced between 1872 and 1898. The picture was shared on The Highlanders’ Museum Fort George Facebook Page on 23rd February 2014. [12]
The Disused Stations Website has full details and photographs of Fort George Railway Station, here. [1]
AmBaile also has a number of photographs which can be found here. [2]
The full length of the Fort George Branch is shown on the extract from the 25″Ordnance Survey from the turn of the 20th century below. …
The Fort George Branch of the Highland Railway at the turn of the 20th century. Gollanfield Junction Station and the Highland Railway’s main line between Inverness and Forres appears in the bottom right of the map extract. [3]Fort George Railway Station in Ardersier was built in the 1890s and named after the first station on the Inverness-Nairn line, called Fort George Station, which had been built to serve the Fort to the North. The station on the Inverness-Nairn line was then renamed Gollanfield Junction Station. The station at Ardersier opened 1on 1st July 1899. It closed to passengers and goods on 5th April 1943. [4][5]The same area in the 21st century as recorded on the ESRI satellite imagery from the NLS. [4]These two images show bungalows on the station site in the 21st century. [Google Streetview, August 2021]Looking Northwest along the line or the old railway towards the terminus. [Google Streetview, August 2021]
Just to the South of the station throat the line bridged the junction of two roads. These became the B9006 and the B9092.
The railway bridged the junction of two roads a short distance South of the railway station throat. [6]The same area in the 21st century. The trees mark the line of the old railway. [6]The location of the railway bridge, seen from the Southeast. The B9006 was an old military road. [Google Streetview, August 2021]The location of the railway bridge, seen from the Northeast. The trees are on the line of the old railway embankment. [Google Streetview, August 2021]The same location seen from the Northwest. [Google Streetview, August 2021]
The line ran across open fields with no more structures than a few culverts to carry water from drainage ditches, until it curved to the East into Gollanfield Junction Railway Station.
Gollanfield Junction Station as it appeared on the 25″ Ordnance Survey of 1904, published in 1905. It was opened in 1855 by the Inverness and Nairn Railway and initially named Fort George after the military base nearby. In July 1899, the Highland Railway opened the direct branch to Fort George (sited in the village of Ardersier). With the opening of the branch, the station was renamed Gollanfield Junction. Passenger services on the branch were withdrawn in 1943 and it closed to all traffic in August 1958. The following year, the station was renamed Gollanfield by British Railways. [7][8]The same location in the 21st century. Goods traffic at the station ceased in May 1964 and it was closed to passenger traffic on 3rd May 1965. Most of the buildings were subsequently demolished after closure, but the station house remains standing and is used as a private residence. [8][9]
It is interesting that this short branch was deemed worthwhile as an investment. It brought the railhead only a short distance closer to Fortrose George.
Vallance tells us that, “The original line from Inverness to Nairn had provided a station to serve the military post of Fort George. This was only Fort George in name, as the depot itself was some 3½ miles to the north, at the end of a sandy tongue of land jutting out into the Moray Firth. It was felt that the fort should be made more accessible by rail, and powers were granted on 4th July 1890 for the construction of a branch, 1½ miles long, from the existing Fort George station to the village of Ardersier, which lies some two miles south of the depot proper. The terminus of the new line was to be called Fort George. … The surrounding country is level and sandy, and no difficulties were experienced in the construction of the line, which was opened for traffic on 1st July 1899. The junction station was renamed Gollanfield Junction, from the farm of the same name in the neighbourhood.” [10: p46]
David Ross has little to add to this apart from a few fleeting references, primarily to Fort George rather than its railway station, other than to note the construction of the branch line. [11: p95]
Roger Farnworth 
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