Originally known as ‘The Cranberry and Small Fry Line’, the Edaville Railroad is a 2ft-gauge narrow gauge line in Massachusetts. [1: p555]
It featured in a short article in the August 1952 issue of The Railway Magazine. This is the next article in a series looking at lines featured in early issues of The Railway Magazine.
Writing in 1952, Edwards comments: “Although never exceptionally numerous, lines of this type assisted materially in the development of many areas. As early as 1877, a 2-ft. gauge line, eight miles long, was inaugurated to link the Massachusetts towns of Bedford and Billerica, but the track and plant were removed to the State of Maine two years later, and used for the Sandy River Railroad. This line proved of great service to many previously isolated communities; its development was rapid, and extensions and branches soon brought its mileage up to 120. Other similar projects followed, mostly in Maine, and a sixty-year period of success resulted. In recent years, however, the usefulness of such small lines has declined. The present economic situation has proved an adverse factor … and nearly all of them have been closed.” [1: p555]
He continues: “Nevertheless, one small American line – the Edaville Railroad, of South Carver, Massachusetts seems to have a long and useful life ahead of it. Not only is it a commercially paying proposition, but it performs a special function each Christmas, bringing delight to thousands of children (and their parents).” [1: p555]
The truth is that the line’s history has proven to be much more chequered than Edwards seemed to envisage in the early 1950s. But that is getting ahead of ourselves. There is plenty of space in the rest of this article to look at the later history of the line.
Returning to Edwards article, he says that the line “owes its existence to a plan of … Ellis D. Atwood, who was developing an area of bog as a cranberry plantation. … [By 1952], the Atwood plantations form[ed] the largest privately-owned cranberry plant in the world. A railway enthusiast himself, Mr. Atwood saw in a small-gauge railroad, not only a fulfilment of a life-long ambition to possess his own system, but the very necessary provision of transport for his workpeople and the materials used in his organisation. For instance, 10,000 cu. yd. of sand are used to preserve the bogs during winter, and the narrow-gauge railway solved this problem in a way that probably no other transport could have met, in view of the soft nature of the terrain. Then, of course, the line is fully occupied at harvest time conveying both the fruit and the pickers at a very low cost to its owners. The coaches are also used by the pickers as shelters during the inclement weather often experienced at harvest time; for this they are sited at convenient spots along the line during working hours.” [1: p555]
Edwards says that “In 1939, the 2-ft. gauge Bridgton & Saco River Railroad in Maine almost the last of the [2-ft.] narrow-gauge systems in the United States decided to dispose of its track and rolling stock. This was Atwood’s great opportunity. He bought the plant and rolling stock, and with the purchase of other equipment acquired by collectors from similar small lines passing out of business, the Edaville Railroad (so named by taking its founders initials) was commenced. This search for equipment, and systematic planning and correct siting, took some six years, but in 1946, the railway, complete with facilities for overhauling and repair of rolling stock, stations, auxiliary tracks, and points systems, came into full operation. The stock was four locomotives, eight coaches, six observation cars of the typical American pattern, a parlour car, and numerous trucks for everyday haulage work.” [1: p555-556]
“Thus it was as a utility-hobby that the Edaville Railroad grew. Originally there was no thought of catering for the public, but quite without any prompting from the owners, public interest was aroused.” [1: p556]
Edaville is located South of Boston, Massachusetts. [Google Maps, January 2026]Magnifying the satellite imagery, Edaville can be seen to be South of the road between Taunton and Plymouth. [Google Maps, January 2026]The Edaville Railroad site is South of Atwood Reservoir, near South Carver. [Google Maps, January 2026]Openstreetmap she’s the location of Edaville. The lake to the North of the site is the Atwood Reservoir. [7]
Wikipedia provides additional detail: “Atwood purchased two locomotives and most of the passenger and freight cars when the Bridgton and Saco River Railroad was dismantled in 1941. After World War II, he acquired two former Monson Railroad locomotives and some surviving cars from the defunct Sandy River and Rangeley Lakes Railroad in Maine. This equipment ran on 2 ft (610 mm) narrow gauge tracks, as opposed to the more common 3 ft (914 mm) narrow gauge in the western United States. Atwood purchased the equipment for use on his 1,800-acre (730 ha) cranberry farm in South Carver. After the 1945 cranberry harvest, Atwood’s employees built 5.5 mi (8.9 km) of track atop the levees around the cranberry bogs. Sand and supplies were hauled in to the bogs, and cranberries were transported to a “screen house” where they were dried and then sent to market. Atwood’s neighbours were enchanted with the diminutive railroad. At first, Atwood offered rides for free. When the demand for rides soared, he charged a nickel a ride. Eventually the line became less of a working railroad and more of a tourist attraction.” [2]
Cranberry pickers at work during the harvest at Edaville with a tourist train beyond. [1: p556]
Edwards says that, “This interest became a clamour, and the Atwood Plantation Company built a station, and opened the line at weekends to passengers, from the spring of each year until harvest time. Throughout the summer, parties from schools, camps, church organisations, and youth groups arrive[d] at Edaville Station for a journey on the last 2-ft. gauge railway in America. While awaiting the trains they [could] visit a railway museum built by the company to house working models of American trains dating back to 1860, and many other interesting railroad relics.” [1: p556]
A schematic drawing of the route of the Edaville Railroad in the 21st century. [2]
At Christmas, the Edaville Railroad really came into its own. After harvest, the railway would close until the first week in December when it reopened for what were quite spectacular Christmas excursions. …
Apparently, “12,000 coloured fairy lights [were] used to illuminate the various buildings on the estate, the 300-acre reservoir, the pine forests, and the cranberry bogs on the 5.5-mile journey.” [1: p556] This is all akin to the Santa Specials and the Polar Express experiences offer by many preservation line in the UK in the run up to Christmas.
As of 1952, Edwards says that these sightseeing rides in winter and summer cost young passengers nothing, although as many as a thousand five-cent tickets were sold as souvenirs each day. [1: p556]
Atwood died in 1950 after an industrial accident. “His widow Elthea and nephew Dave Eldridge carried on operations at Edaville until the railroad was purchased in 1957 by F. Nelson Blount, a railroad enthusiast who had made a fortune in the seafood processing business. The Atwood Estate retained ownership of the land over which the railroad operated, a key point in later years. Blount operated Edaville for the next decade, hauling tourists behind his favorite engine, No 8, and displaying his ever-growing collection of locomotives. Among these was the Boston and Maine Railroad’s Flying Yankee. This helped form the basis for his Steamtown, USA collection, first operating at Keene, New Hampshire, before moving to Bellows Falls, Vermont. (It would later move and be reconstituted as the Steamtown National Historic Site in Scranton, Pennsylvania.)” [2]
Blount was a distant relative of the Atwood family. [6]
Wikipedia continues: “Nelson Blount died in the crash of his light airplane over Labor Day weekend in 1967. Blount’s friend and right-hand man Fred Richardson continued on as general manager until the railroad was sold to George E. Bartholomew, a former Edaville employee, in 1970. … Edaville continued operations for another two decades with Bartholomew at the helm. The railroad operated tourist trains from Memorial Day [through to] Labor Day plus a brief, but spectacular, Festival of Lights in December. …. In the 1980s, Bartholomew’s attention was divided between the narrow gauge Edaville, and the 4 ft 8 1⁄2 in (1,435 mm) standard gauge Bay Colony Railroad he was then forming, running over disused Conrail branch lines. To some observers and former employees, Edaville began to stagnate around this time, although the annual Christmas Festival of Lights continued to draw huge crowds.” [2]
“In the late 1980s, after Mrs. Atwood died and the Atwood Estate evicted Edaville, Bartholomew was forced to cease operations. He eventually put the railroad up for sale in 1991.” [2]
Wikipedia continues: “Edaville ceased operations in January 1992 and much of the equipment was sold to a group in Portland, Maine, led by businessman Phineas T. Sprague. The equipment was to be the basis of the newly formed Maine Narrow Gauge Railroad Museum along the shores of Casco Bay. The sale generated great rancor. Many of the railroad’s employees were not ready to give up on South Carver. Much of the contents of the museum, housed in the former screen house, had been auctioned off the previous fall. But the sale was closed (although the Portland museum took on a debt that would prove all but crushing in subsequent years) and locomotives 3,4 and 8 were trucked to Portland aboard antique trucks loaned for the occasion. Locomotive No. 7, which was owned by Louis Edmonds, left for Maine at a later date.” [2]
Two attempts to revive Edaville during the 1990s foundered. A third attempt in 1999 saw “the new Edaville Railroad opened for operation. Owned and operated by construction company owner Jack Flagg, developer John Delli Priscoli and cranberry grower Douglas Beaton, the railroad acquired a ‘new’ steam locomotive, No. 21 “Anne Elizabeth”, built by the English firm of Hudswell Clarke and a veteran of the Fiji sugar industry. Several of the original Edaville buildings, including the station and the engine house, were demolished with new buildings taking their place. Plans called for the construction of a roundhouse, served by the original turntable, with an enlarged collection of locomotives and rolling stock.” [2]
“By 2005, Edaville Railroad and the land upon which it ran was now owned by a single man, Jon Delli Priscoli. He bought up the Atwood property, bought out partner Jack Flagg, and became the sole owner. Although this removed the railroad/landlord conflict that had plagued Edaville for decades, it proved to be the end of the “old” Edaville. Delli Priscoli turned the land near the milepost known as “Mt. Urann” into a housing subdivision, and pulled up the tracks that ran through the new lots. Late 2005 saw the very last run over the “original line” (pulled by oil-burner No. 21, which had been cosmetically modified to more closely resemble a Maine prototype). When the rails were removed over Mt. Urann, the mainline became a 2-mile (3.2 km) loop, including about half of the line around the old reservoir.” [2]
Wikipedia continues: “In late 2010, the Edaville operators announced that they would not seek to renew their operating lease with Delli Priscoli. Delli Priscoli then put the railroad up for sale for $10 million, and eventually found a potential buyer. However, Priscolli found that the buyer did not intend to continue operating the park, and declined the offer, opting instead to rebuild the park. The restored railroad reopened in September 2011. The following year, the park began a three-year reconstruction project, which includes the installation of additional attractions, refurbishing and repainting existing rides, adding additional parking, and building a new main street entrance and guest services area.” [2]
In the years under Priscoli, Edaville Railroad reopened as Edaville Family Theme Park, an amusement park themed around cranberry harvesting and railroading.
Wikipedia continues: “As of 13th April 2022, Delli Priscoli put Edaville back on the market. The family amusement park [had] closed due to the coronavirus pandemic, and except for the return of the annual Christmas Festival of Lights … has remain closed.” [2]
As of 2025, various options were being explored for re-opening as a more traditional, historic railway attraction. [2] As of January 2026, details of the Christmas Festival of Lights in 2025 can be found here. [6] The then site owners said that “Classic traditions and trains will remain for Edaville’s Christmas Festival of Lights, while a reimagining of the space allows future generations to get to know the joy of Edaville. Long time fans, train enthusiasts, and newcomers can plan to see steam locomotives on trains as much as possible, giving a rare experience as the only operating steam locomotives in Massachusetts!” [7][8]
A significant number of photographs can be found on Tripadvisor. [8]
It remains to be seen whether this attraction survives the next few years and what form it will take. The site was taken over by King Richard ‘s Faire in 2025. [9]
References
Austin Edwards; The Cranberry and Small Fry Line; in The Railway Magazine Volume 98 No. 616; Tothill Press,h London, August 1952, p555-556.
We start this next leg of the journey in Dufftown at the Railway Station which is the terminus of the Keith & Dufftown Railway.
Dufftown Railway Station at the turn of the 29th century. [3]
Beyond Dufftown we continue a descent at 1 in 78 and 1 in 80 through the Fiddich Gorge. “The engineering works on this section include two masonry bridges over the Fiddich, a deep rock cutting at Corbie’s Craig, and a diversion of the river to enable an embankment to be formed on what had been the bed of the stream. The line emerges from the gorge at Craigellachie, a short distance from the confluence of the Fiddich and the Spey.” [1: p5-6]
A short distance North of Dufftown Railway Station, the line bridged an access road. [4]The A941 runs alongside the route of the old railway (shown orange on this extract from the satellite imagery provided by railmaponline.com). The house which appears top left matches that which appears in the same location on the map extract. Duff Town is a new access road. The original road under the line turned East close to the house. [5]The next location along the line was a bridge carrying an access road to Balvenie House. [6]The same location in the 21st century. [5]The line bridged the next minor road which crossed the line to the North of Balvenie House. [6]The same location in the 21st century. [5]The next structure was a bridge over the River Fiddich which the line has been following since Dufftown. [7]The same location in the 21st century. [5]Construction of the line required the diversion of a short length of the River Fiddich. [7]The same location in the 21st century. [5]
The railway continues its sinuous way down the valley of the River Fiddich before reaching Popine Mills. …
An excellent photograph of steam at Craigellachie can be found here. [23]
Craigellachie Junction Railway Station was opened as Strathspey Junction on 1st July 1863 by the Great North of Scotland Railway. It was renamed Craigellachie on 1st June 1864. There was a large goods yard to the west. The station closed to passengers on 6th May 1968 and to goods traffic on 4th November 1968. [13]
This was a three platform station and junction, with two platforms on the route between Elgin East and Keith via Dufftown and one platform on the Strathspey route to Boat of Garten. Almost immediately after leaving the station, trains for Elgin crossed the Craigellachie Bridge to reach Dandaleith.
The erstwhile railway bridge over the River Spey. It should not be confused with Thomas Telford’s road bridge further to the West of this location. This railway bridge carried the line to Elgin. [14]The same location in the 21st century as shown on the ESRI satellite imagery supplied by the National Library of Scotland (NLS). [14]
The main station building at Craigellachie Junction Railway Station was a long single-storey building situated on the platform between the Elgin line and the Boat of Garten line. There was a smaller waiting room structure on the platform that served Dufftown trains from Elgin. There was a goods yard on the West side of the station site. A turntable sat at the Southwest corner of the site.
The station had three signal boxes, all opened in 1900. The South box, “located on the east side at the south end of the station at the junction between the Boat of Garten and Elgin East routes and the turn out for the goods yard. This box above the west bank of the River Fiddich with a large stone base. The line crossed over the Fiddich just to the south by a girder bridge.” [17]
The other two signal boxes, the West box and the North box were at the North end of the two platforms.
Vallance wrote of Craigellachie Station: “Craigellachie Station … has three, platform faces, of which two serve the Elgin line, and the third the Boat of Garten trains. Sidings and a run-round loop for locomotives adjoin the third platform.” [1: p6]
In a relatively deep cuttings, the Speyside Line curved away from Craigellachie Station to the West and then Southwest. [18]The same location in the 21st century. The Speyside Way follows the old railway formation. [Google Maps, January 2026]Looking back into the station site from the modern A95 bridge. The Goods Shed once sat to the right of this image. [Google Streetview, June 2025]Looking forward along the Speyside Way (which follows the old railway route) from the A95 overbridge. [Google Streetview, June 2025]
Vallance continues: “The Strathspey line reaches the right bank of the Spey a short distance beyond the station, and a glimpse is caught of Telford’s graceful iron bridge. with embattled towers, erected in 1815 to carry the Elgin road over the river. The train then passes through a short tunnel (65 yd. long), the only one on the line, and one of the very few on the former Great North of Scotland Railway.” [1: p6]
Vallance continues: “A run of 4.75 miles beside the wooded banks of the river takes the train past the crossing station of Aberlour to the single-platform halt of Dailuaine.” [1: p6]
The line spans a tributary of the River Spey – the Burn of Allachoy. [28]The same location in the 21st century. [14]Looking North from the A95 towards the River Spey, which can just be seen in the photograph, from adjacent to the Bridge of Allachoy. The track running parallel to the road and crossing the field access is the formation of the old railway and now The Speyside Way. [Google Streetview, June 2025]Aberlour Railway Station and Goods Yard at the turn of the 20th century. The village’s full name is Charlestown of Aberlour. [29]The same area in the 21st century. [14]
The village was founded by Charles Grant of Elchies in 1812 – with the name of Charlestown of Aberlour after his son Charles. It is commonly referred to simply as Aberlour. [30] The railway Station closed to passengers in 1965 and to freight in 1971. The station building is now the Speyside Way Visitor Centre and Cafe. [31]
Looking Northeast through Aberlour Railway Station from the footbridge carrying a public right of way over the line at the Southwest end of the station site. When opened, Aberlour was a single platform station. The goods yard was to the Northeast of the station, accessed from the North. The loop, signal box and second platform were added in 1910. The signal box sat at the Northeast end of the additional platform, directly opposite the Goods shed. The station closed to passengers in 1965. The signal box closed 3 years later, when the Aberlour became the terminus of the linefrom Dufftown. The station closed to freight in 1971. [31]The original station building at Aberlour Railway Station, seen from the East. [Google Streetview, June 2025]Aberlour Railway Station building, seen from the South. The running lines were beyond the building and would have been visible to the left of the building. [Google Streetview, June 2025]Only a short distance to the Southwest of the station the line bridged the Burn of Aberlour which spilled into the River Spey a short distance to the Northwest of the line. [32]
The next significant location on the line was some distance further to the Southwest bridging another stream close to Dailuaine Halt.
The Dailuaine-Glenlivet Distillery was South of this location. The railway bridge over the tributary of the Spey is shown here on an extract from the 25″ Ordnance Survey revision of 1903, published 1905. The distillery remains active and is owned by Diageo in the 21st century. [24]The location of Dailuaine Halt. The halt opened in November 1933 and closed to both passengers and goods on 18th October 1965. [25]This extract from the railmaponline.com satellite imagery shows the site of the Dailuaine Distillery. The Speyside line runs across the top-left corner of this extract. The thinner orange line is the short branch which served the distillery. [14]A dedicated Barclay locomotive served the branch. [26]
More photographs of the Dailuaine Distillery branch and its locomotive can be found here. [27]
A short distance to the West. The industrial line formed a junction with the main line before the line crossed the River Spey and entered Carron Railway Station. in so doing, the line left “Banffshire, and [crossed] to the Morayshire side of the Spey on [the Bridge of Carron] with a central iron span of 150 ft., flanked on each side by a single masonry arch, which also [carried] a public road.” [1: p6]
Before reaching the Bridge Of Carron the line bridged a minor road which continued alongside the line and crossed the Bridge of Carron alongside the railway. [33]The same location shown on railmaponline.com,’s satellite imagery. [14]Seen from the South, this is the location where the line bridged the road. [Google Streetview, September 2025]Railway and Road crossed the Bridge of Carron over the River Spey on the same structure. [34]The Bridge of Carron as shown on the satellite imagery from railmaponline.com. [14]The Bridge of Carron seen from the Southeast. Trains crossed the bridge to the left of the road. The Speyside Way now uses the railway route over the bridge. [Google Streetview, September 2025]
The Bridge of Carron was built for the Strathspey Railway in 1863, to a design by Alexander Gibb, an engineer for the Great North of Scotland Railway. It was fabricated by the iron founders William McKinnon and Co. It originally carried both the railway and a roadway. [35]
Once over the Bridge of Carron the goods yard of the railway station opened out alongside the road with a Saw Mill and timber yard immediately next to the road. The railway curved gently through the Station.
An August 1978 view of the station after closure can be found here, [38] and another view, here. [39]
Vallance continues: “Carron Station … has a crossing loop, and its solidly-constructed stone buildings are typical of those provided by the G.N.S.R. at many other roadside stations. The large whisky distilleries at Carron and at Knockando, 2.5 miles further on, bring a considerable amount of traffic to the railway.” [1: p6]
Imperial Distillery which was immediately to the South of the Station, was built by Thomas Mackenzie in 1897. In 1925, Imperial joined The Distillers Company, in 1989, it was sold to Allied Distillers. The distillery was demolished in 2013 and a new distillery, Dalmunach, established on the site in 2015. [40]
At Millhaugh the line bridged the Ballintomb Burn. [42]The same location on mapping provided by railmsponline.com. Satellite imagery shows very little of interest at this location as the area is heavily wooded. [14]Another burn is bridged just a short distance to the West. [43]The same location on railmaponline.com’s mapping. Tree cover means that it is impossible to see features below the canopy on the satellite imagery. [14]
The line continues on the North bank of the Spey running by Knockando distillery.
Vallance writing in 1959, says that, “When the railway was opened, there was no station between Carron and Blacksboat, a distance of 4.75 miles, but on 1st September 1869, a platform, at which certain trains called by request, was opened at Knockando, 1.25 miles from Carron. This platform (now known as Knockando House Halt) ranks as an unadvertised private station for the Knockando estate. On 1st July 1899, a public station was brought into use at a distillery siding, 1.25 miles south of the private platform. Known at first as Dalbeallie, the name of this station became Knockando on 1st May 1905.” [1: p6]
More about the Tamdhu Distillery and its whisky can be found here. [47]
As trains left the station travelling West they crossed the Knockando Burn and ran to the South of the Tamdhu Distillery. The distillery was rail served from sidings alongside the Speyside Line.
The Tamdhu Distillery – a set of three sidings ran parallel to the main line with further sidings on the West side of the distillery. [48]
Beyond the Tamdhu Distillery, the Speyside Line curved round to the South following the river bank and crossed the burn shown on the map extract below. Vallance, writing about this location, says: “About three-quarters of a mile beyond Knockando, the railway crosses the Allt Arder, a tributary of the Spey, on a masonry bridge of three spans, one of 50 ft. and two of 40 ft. Difficulty was experienced in obtaining sound foundations for the piers of this structure, and after loose boulders and shingle had been excavated to a depth of 16 ft., piles had to be driven for a further 15ft.” [1: p6]
Blacksboat Railway Station opened on 1st July 1863. It had a rectangular-shaped building and a wooden goods shed. The station closed to both passengers and goods traffic on 18th October 1965. [52] It had a single platform on the West side of the line and a small Goods Yard to the South. The station building is well-preserved.bdetsils of the building can be found here. [53]
Looking South, this is the station building in the 21st century. [53]Close to the Mill of Pit-chroy the line bridged Allt a’ Gheallaidh (Burn of the Promise). [54]The satellite imagery from railmaponline.com shows very little as the tree canopy hides the topography. The mapping shows that the original road alignment has been changed significantly in the area close to the Allt a’ Gheallaidh. Following the line of the road on Google Streetview it is not possible to identify the location of the stream. [14]The next significant structure on the 25″ Ordnance Survey from the turn of the 20th century is this bridge over the line. It gave access to Dalnapot (just off the bottom of this map extract. [55]A wider area is shown on this extract from the satellite imagery from railmaponline.com. [14]O er this length of the line the road runs at the top of the cutting which carried the old railway. At the location of the bridge shown on the OS Map extract above it is just possible to make out the parapet wall of the bridge in this modern view. [Google Streetview, September 2025]
The access road to Dalnapot ran down the far side of the cutting from the bridge. That lane has been abandoned in favour of a more direct route between the B9102 and Dalnapot Futher South along the line of the old railway.
Looking Southeast from the B9102 into the access road to Dalnapot the old railway crosses the access road at level just a short distance down the access road. [Google Streetview, September 2025]
Vallance continues his narrative: “Beyond the single-platform station of Blacksboat, the train returns to the Banffshire side of the Spey on a lattice girder bridge of 198 ft. span, and reaches Ballindalloch Station, 12.25 miles from Craigellachie. In less than a mile, however, the county boundary crosses to the eastern side of the river, and Morayshire is re-entered.” [1: p6]
A short distance further South the Strathspey Line crossed the River Spey again over Ballindalloch Viaduct. [56]Ballindalloch Viaduct remains in use in the 31st century carrying the Speyside Way. [Google Maps, January 2026]
Ballindalloch Viaduct crosses the Spey at Ballindaloch, linking the parishes of Inveravon in Banffshire and Knockando in Moray. It is a wrought iron lattice girder bridge, with a single-span of 195 feet (59 metres), supported by rubble abutments, and with plate girder spans at either end giving an overall length of around 250 feet (75 metres). The viaduct was designated a Category A listed building in 1987, and was a scheduled monument until 2006. It is open to pedestrians and cyclists, forming a part of the Speyside Way. [57]
Immediately after crossing the River Spey over Ballindalloch Viaduct, trains entered Ballindalloch Railway Station which was situated on a relatively tightly curved length of the Strathspey Line.
Ballindalloch Railway Station opened on 1st July 1863 by the Great North of Scotland Railway. To the north was Cragganmore distillery, which had opened because it was close to the railway. There were two goods sheds: a two-storey goods shed that connected with the distillery and the other was in the middle of the large goods yard which was to the east of the station site. The two-storey goods shed was used to store whisky from the distillery. The station closed to both passengers and goods traffic on 18th October 1965. [60]
References
The Railway Magazine Volume 105 No. 693, Tothill Press, London, January 1959.
H.A. Vallance; The Strathspey Line; in The Railway Magazine Volume 105 No. 693, Tothill Press, London, January 1959, p3-9.
The original source for this image has not been recorded. It was shared on the BR: Disused Railway Stations: Britain and Ireland Facebook Group by Mark Davidson on 26th December 2025, https://www.facebook.com/share/p/1D2Xsot4Un, accessed on 27th January 2026.
The featured image for this article shows a Bagnall saddle-tank engine and train of two 100-seat workmen’s cars in L.N.W.R. livery on the Wolverton and Stony Stratford Tramway.
Wolverton Works
The LNWR works at Wolverton. The tramway crosses this plan on Stratford Road. [13: p19]
An enlarged key to the plan above which details the use of each building on the LNWR Site. [13: p19]
“Mainly by reason of the growth of the London North Western Railway works at Wolverton in the late 1870s, and the establishment of McCorquodale’s printing works alongside in 1878, a scheme to link the old market town of Stony Stratford, on Watling Street, with the London & North Western Western Railway station at Wolverton by means of a light railway began to take tangible form in 1882.” [1: p547]
Wolverton Railway Works was established in Wolverton, Buckinghamshire, by the London and Birmingham Railway Company in 1838 at the midpoint of the 112-mile-long (180-kilometre) route from London to Birmingham. The line was developed by Robert Stephenson following the great success of the Liverpool and Manchester Railway line. [2]
“The Victorian era new towns of Wolverton and New Bradwell were built to house the workers and service the works. The older towns of Stony Stratford and Newport Pagnell grew substantially too, being joined to it by the Wolverton and Stony Stratford Tramway and the Wolverton to Newport Pagnell Line (a branch line), respectively. The trams were … hauled by steam locomotives: the tram cars were certainly the largest ever in the UK and possibly the world.” [2]
After a survey of all possible sites for the London and Birmingham Railway works, “Wolverton was chosen due to its co-location alongside the wharfing facilities of the Grand Union Canal, thereby also enabling the railway company to gain an easy agreement to build a viaduct over the canal company’s land at this point.”
“In 1837, Edward Bury of Bury Curtis & Kennedy of Liverpool was appointed Locomotive Superintendent of the London to Birmingham railway with his headquarters at Wolverton. However, as Wolverton was simply considered to be a repair shop for the engines his Liverpool firm supplied to run on the line, he left the running of the Works to his Shop Foreman.” [3]
It became necessary for expansion to take place to accommodate, service and repair the increasing amount of rolling stock owned by the Company. “A large engine shed was built, said to be cathedral sized, together with all supporting facilities which also enabled the Works” [3] to produce, locomotives in house.
J E McConnell was appointed Superintendent in 1847. He built his first locomotive in 1849. This was “the prototype of the ‘Bloomer’ class (the wheels and works being more exposed the engines became know as Bloomers after Mrs Amelia Bloomer who was trying to reform ladies dress). During his time at Wolverton he made many innovations such as train heating, failsafe braking, hollow axles, boilers, fireboxes etc. Early in 1851, the first Bloomer engines were running.” [3]
Bloomer was a name used to refer to three similar classes of 2-2-2 express passenger locomotives designed by James McConnell. “A total of seventy-four were built between 1851 and 1862. The classes were similar in design and layout but differed in dimensions.” [4]
A LNWR engine No. 602, a Small Bloomer Class Locomotive. The photograph was taken circa. 1868 at Rugby’s coke sheds. The Class was introduced in 1854, they were inside-cylinder inside-frame single-wheelers with 6′-6″ driving wheels. [4]
“In 1859, thirty four engines were transferred from Crewe to Wolverton which involved further expansion of the Works. Under McConnell the Works flourished but unfortunately for him Mr Richard Moon was appointed Chairman of the Company and there was a clash of personalities resulting in McConnell retiring. A year or two after his retirement the engineering works were transferred to Crewe. Before the transfer to Crewe, 165 engines had been built at Wolverton.” [3]
“Expansion of the Works again took place during 1864 when Wolverton became the Carriage Works for the LNWR and the manufacturing shops were converted to enable carriages to be built, painted and repaired. In 1869 two Royal Saloons for Queen Victoria were built at Wolverton. Sadly in 1872 the locomotive shop finally closed and Wolverton became exclusively a carriage works until in 1877 it was the largest in Britain.” [3]
It seems that the original railway main line through Wolverton crossed land which was needed for the expansion of Wolverton Works. Two previous stations had been situated in the original route of the main line. “The first station was built for the opening of the London and Birmingham Railway on 17th September 1838, on the embankment just north of the canal above Wolverton Park. It proved to be temporary as the railway company purchased an additional 13.5 acres to the south, where they built a larger, more permanent station in 1840, at the east end of Church Street.” [8]
To avoid passing through the Wolverton Carriage Works, a railway main line deviation to the east was opened in August, 1881. The present Wolverton Station was built on the new line.
This rather fuzzy extract from the 25″ Ordnance Survey of 1898, published in 1900 shows the extent of the Railway Works at that time. To the West of the Railway Works was the site of McCorquodale’s Printing Works which can just be made out at the left edge of this map extract. The Grand Junction Canal sits between the Works and the Railway Station. [9]
McCorquodale’s Printing Works
McCorquodale’s Printing Works were one of a series of such establishments. McCorquodales built premises in Wolverton in 1878. The firm specialised in registered envelope manufacture, but undertook many other government and security printing contracts. The “history of the company commenced in 1841. George McCorquodale opened a stationers shop in Liverpool which became the Liverpool Printing and Stationery Company Ltd. The company prospered and five years later George opened the first McCorquodale printing works at Newton-le-Willows in Lancashire, specialising in providing a service to the ever expanding railway network.” [5]
Further factories were opened in Glasgow and London in the 1870s. In Wolverton, men were employed in the railway works but their daughters remained unemployed. “Sir Richard Moon, Chairman of the London & North Western Railway had an idea for solving the problem and contacted his friend George McCorquodale and suggested that he build a printing works in the town. George thought it an admirable suggestion and in 1878 he opened his registered envelope factory – success was immediate. The works rapidly increased in size and diversified into printing books, forms and commercial stationery.” [5]
“By 1886, McCorquodales of Wolverton was known as one of the finest printing factories in the country and employed 120 women and 20 men. Most of the girls started work at the age 13 or 14 and were normally employed until they married. Girls were encouraged to remain in the factory as long as possible and a £10 wedding grant was given to those who had completed 10 years service. Until 1909 staff worked a 54 hour week starting at 6am with a half day on Saturday. The company were also quick to provide the best welfare and working facilities in the area, and the staff were provided with dining, reading and recreation rooms. A Good Samaritan Society was started and pension funds paid for holidays and service bonuses.” [5]
Lee tells us that in 1882 a special meeting of Stony Stratford ratepayers considered a proposal to apply to the Board of Trade for an Order to sanction a tramway between Wolverton and Stony Stratford. “The ratepayers approved, subject to the track nowhere exceeding 6 ft. in width. A company was formed, apparently by these local interests, and was incorporated on 4th November 1882, as the Wolverton & Stony Stratford Tramways Co. Ltd. The Chairman was Abraham Culverhouse, and the Secretary John George Ventris Field Johnson. The company failed to get under way, and was placed in voluntary liquidation on 3rd September 1883. One of its few corporate acts seems to have been the granting of consent, two days after it went into liquidation, to the registration of a new company with a similar (but not the same) name.” [1: p547]
“Meanwhile, a Tramways Order had been promoted by Frederick Charles Winby, a civil engineer and contractor, and this was granted on 16th July 1883. It authorised [a tramway] 2 miles 54 chains [in length], mainly of single line, 4 ft. gauge, from the new Wolverton Station (opened in August, 1881) to the northern end of High Street, Stony Stratford.” [1: p547]
Wolverton to Stony Stratford and beyond
From the new station the tramway ran South along the road built to bridge the diversion line and the Canal at the South end of the site of Wolverton Railway Station. This road had once been a footpath.
The fullest extent of the tramway. [1: p549]
The company promoted by Winby took the name, ‘The Wolverton & Stony Stratford & District Tramways Co. Ltd‘. It acquired all the rights and interests of Winby in the Tramways Order of 1883. Lee tells us that “It had an authorised capital of £20,000 in £1 shares, which was increased to £30,000 on 27th October 1883. The latter fact seems to have been forgotten, although it was duly registered and the requisite stamp duty paid. Indeed, the company had very little regard for the niceties of the Companies Acts, and actually varied its corporate name on the Memorandum and Articles of Association respectively. Thereafter, it could never remember the precise title shown on the certificate of registration, which is the one used above. Winby contracted to build the line, and to take part of the price in shares, but the whole arrangement fell through. The company was dormant until 1886, and only 34 shares were issued.” [1: p548]
C.H. Wikinson, a local contractor that promoted a number of schemes in the area (such as a link between Newport Pagnell and Olney), “entered into a contract with the company on 18th August 1886, to build the line for £13,325, and on 8th September 1886. agreed under an indenture to accept £2,000 in shares. The name of the company was changed on 5th October 1886, to the Wolverton, Stony Stratford & District Light Railways Co. Ltd., and its shares were offered for sale. They were taken up by a large number of local [people], and the work proceeded rapidly.” [1: p548]
Lee continues: “The line as authorised in 1883 received Board of Trade sanction on 20th May 1887, in respect of 2 miles 15 chains single line and 40 chains double. It was built to the 3 ft. 6 in. gauge instead of the 4 ft. originally authorised. Public passenger traffic was begun on 27th May 1887, between the Barley Mow Inn, Stony Stratford, and Wolverton Station, with tramway-type steam locomotives hauling very large covered-top double-deck tramcars. The ordinary fare was 2d., with a special cheap rate for workmen, whereas the horse bus that had previously served the route charged 6d.” [1: p548]
Allan Edwards says: Wolverton “grew rapidly to an austere and symmetrical pattern, its housing owned by the railway company and leased to its employees; it seemed almost to be a northern industrial town misplaced in the agricultural heart of England. Stony Stratford meanwhile declined, becoming largely a dormitory town for its now larger neighbour. … By 1880, hundreds of workmen were walking daily to Wolverton from Stony Stratford and the surrounding villages. An alternative form of transport was a horse bus from Stony Stratford but the fare for this was 6d (22p) for a single journey, a price beyond the wage of the workmen of the now London & North Western Railway Co., or the new McCorquodale’s printing works whose average wage was only 30 shillings per week (£1.50).” [13: p15]
The old bus service did not run to a timetable, only travelling when there were sufficient passengers. “Average bus receipts were between £2 and £3 a week, but the tramway takings rapidly became £45 a week, largely by reason of the use of the line made by employees at the Wolverton carriage Works and at McCorquodale’s. Weekly tickets were issued to them at 1 shilling and entitled them to 4 journeys a day.” [1: p548]
Wolverton was a railway town built to accommodate the workers. It has since expanded significantly. Much of the old Works site and the railway ‘village’ of terraced housing form a Conservation Area in the 21st century.
Allan Edwards describes the route of the tramway through Wolverton like this: Outside Wolverton Station goods yard there was a turning triangle on a steeply descending section of road and a link into the station goods yard. From this location, trams “climbed steeply on a right-hand curve to the road bridge over the 4-track railway line where tramway passengers could board outside the overline buildings of the LNWR station. The tramway then continued up and over the lines leading into the railway works. … With its track in the centre of the highway the tramway passed the railway workshops, the town of Wolverton being entirely on the left-hand side. Virtually continuous brick walls to the right sealed off first the LNWR works and then McCorquodale’s printing factory. It was nearly three quarters of a mile before the tramway line abruptly left the town behind, moving to the lefthand side of the road.” [13: p17]
McCorquodale’s Printing Works were beyond the western extent of Wolverton’s railway town. [12]The tramway continued West along Stratford Road. [12]The area today is much more developed! [14]Continuing West along Stratford Road following the route of the old tramway. The Tesco Superstore is behind the brick built buildings on the right of this image. [Google Streetview, September 2023]The old tramway continued along Stratford Road. [Google Streetview, September 2023]And again, further West on Stratford Road. [Google Streetview, September 2023]
The next three images continue to show Stratford Road running along the South side of the site of Wolverton Works. …
[Google Streetview, September 2023][Google Streetview, September 2023][Google Streetview, September 2023]
We are now beyond the West end of the Works site. The next three images show Stratford Road heading West towards a modern roundabout at Old Wolverton Road. …
[Google Streetview, September 2023][Google Streetview, September 2023][Google Streetview, September 2023]
Edwards says that, “The route was almost straight but a fierce hill faced engines travelling towards Wolverton at almost the halfway point of the route where the old road to Wolverton (the remaining buildings of the original hamlet somewhat west of the new industrial town having by this time received the suffix ‘Old’) diverged from the newer, more direct course that the tramway traversed.” [13: p17]
Old Wolverton Road meets Stratford Road at an acute angle. The tramway continued West along Stratford Road. [12]In the 21st century, Old Wolverton Road has been realigned to meet Stratford Road at a roundabout as part of a western bypass around Wolverton. [14]
The next three Google Streetview images take the route of the tramway across the modern roundabout at the junction between Stratford Road and Old Wolverton Road to the original junction between the two roads. …
[Google Streetview, September 2024][Google Streetview, September 2024]Wolverton Park is to the North of the junction in this Streetview image. [Google Streetview, September 2024]
Lee provides just one paragraph which relates to the route travelled. He tells us that “In its maximum form, the undertaking began at the cattle sidings, Wolverton Station, and ran as a single line in the middle of the road through Wolverton. It then kept to its own track for about a mile, on the south side of the road to a point half a mile before the Wolverton Road joins the main Holyhead Road. The line there crossed over the Wolverton Road to its own track on the north side, but transferred once more to the middle of the public road through Stony Stratford. It thus traversed Wolverton Road to the junction, and turned sharply to the right (north west) along the Holyhead Road, here called High Street, and later Watling Street. At Old Stratford, the Deanshanger extension turned even more sharply to the left from Watling Street, and ran on its own track on the left-hand (south-east) side of the road.” [1: p549]
As we have already seen, Edwards description gives a little more detail: “Shortly before entering Stony Stratford the line abruptly cut across to the opposite side of the road. More than one pioneer motorist was apparently taken unawares by the sudden appearance of a steam tram engine and its trailers across his bows!” [13: p17]
This photograph was taken a few hundred yards from Stony Stratford. Allen Edwards says that the line crossed the road just ahead of the camera. A sign was provided as a warning, but apparently the sudden movement of the tram across the road surprised many pioneer motorists. [13: p17]After the junction with Old Wolverton Road Descent to Wolverton Park, the tramway continued West-southwest on Stratford Road. [12]The road and tramway ran to the South side of Wolverton House. [12]And continued West-southwest towards Stony Stratford. [12]This extract from railmaponline.com’s satellite imagery covers much the same length of the Stratford Road as shown in the three OS map extracts immediately above. The A5 dual carriageway is clearly an addition to the landscape. As is the road immediately to its West. [14]Stratford Road facing Southwest with the modern A5 spanning the route of the old tramway. [Google Streetview, September 2024]To the West of the A5 Stratford Road crosses Queen Eleanor Street. [Google Streetview, September 2024]
This next smaller map extract brings the line to the edge of the Ordnance Survey map sheet and shows the beginning of the housing at the eastern edge of Stony Stratford. [12]
Edwards continues his description of the line: “Entering the town the line again took up position in the centre of the road. It had traversed just one mile from Wolverton. After a few hundred yards the road came to a T-junction with Watling Street outside The Forester’s Arms public house.” [13: p17]
This next extract is from the 1923 Ordnance Survey, published in 1925. It shows the tramway heading towards the road junction in Stony Stratford. The tramway depot features in the top left of the extract. [15]The tramway depot as shown on the 1898 25″ ordnance survey. At this time, an additional access from the depot to Wolverton Road ran along what, in the 21st century, is known as St. Mary’s Avenue. There was a loop behind the depot which turned South-southeast running through the depot building and down to Wolverton Road along St. Mary’s Avenue. [21]The old tramway runs Southwest towards the road junction in Stony Stratford. Railmaponline.com shows a loop at the location of the tramway depot, but not the detailed track layout in the depot. [14]Facing towards Stoney Stratford just a couple of hundred yards beyond Queen Eleanor Street. [Google Streetview, September 2024]Continuing down Wolverton Road towards the centre of Stony Stratford. [Google Streetview, September 2024]St. Mary’s Avenue was one of the access points to the Tram Depot. [Google Streetview, September 2024]The main access to the Tramway Depot. [Google Streetview, September 2024]The LNWR track plan of the tram depot at Stony Stratford. It comprised a large shed for holding the tramcars, and a smaller one for the engines and the repair facilities. As far as is known all the repairs were undertaken in situ, but there were few machine tools available. Also in the depot were coaling and watering arrangements for the engines. [17]Looking into the Tramway Depot site from the access road. After the tramway closed the building (behind the garage in the foreground, so not visible) was used as a bus depot [Google Streetview, June 2023]The current building on the site of the tramway depot. [Google Maps, January 2026]Continuing Southwest down Wolverton Road. [Google Streetview, September 2024]Approaching the Junction with High Street, Stony Stratford. The Forresters Arms is on the right. [Google Streetview, September 2024]A passing loop occupied the highway with the tramway turning to the Northwest. On this 1898 survey, the tramway is shown terminating just after the 90° turn onto the High Street in Stony Stratford. [15]This extract from the railmaponline.com satellite imagery includes the length of line in the extract above and extends a little to the West. St. Mary & St.Giles Church, which is just beyond the West side of the OS map extract above can be made out towards the left of this image. [14]
The view Northeast along Wolverton Road in Stony Stratford. The depot is behind the housing in the middle distance. To the left of the camera the tramway ran away to the Northwest. The Forresters Arms is on the left side of the photograph. This image was shared on the Stony Stratford Photos Facebook Group by Edward Corney on 20th November 2018. [22]
Edwards says that at the junction adjacent to the Forresters Arms, “The tramway turned right … to continue northwards beyond The Cock and The Bull hotels for another half mile to terminate outside The Barley Mow public house, the last building in the town.” [13: p17]
Looking Northwest along High Street, Stony Stratford. [Google Streetview, September 2024]The 25″ 1898 Ordnance Survey, published in 1900 does not show the tramway running Northwest along High Street, Stony Stratford. Which suggests that it was removed by the publication date in 1900. We know that the line was active until at least 4th September 1899. [15][1: p549]The line ran Northwest along High Street, Stony Stratford passing the Rising Sun public house and originally terminating at the Barley Mow Public House opposite the town’s Gas Works. [15]This extract from the railmaponline.com satellite imagery shows the length of the route of the old tramway from St. Mary & St. Giles Church (bottom-right) to the River Great Ouse (top-left). [14]The Barley Mow Public House was the terminus of the first length of the line and the point at which the extension to Deanshanger started. The length of Watling Street shown on this OS map extract is within the length of the line shown on the last extract from the railmaponline.com satellite imagery above. [15]St. Mary’s & St. Giles Church, High Street, Stony Stratford [Google Streetview, September 2024]Looking Northwest along High Street from just outside the church. [Google Streetview, September 2024]Further Northwest on High Street, looking towards the River Great Ouse. [Google Streetview, September 2024]Heading towards the River Great Ouse along the line of the old tramway. The Stony Stratford by-pass (Queen Eleanor Street) joins the road ahead of the camera. [Google Streetview, September 2023]
An extension, which opened fully in 1898, continued Northwest from the Barley Mow towards the River Ouse and the County border.
Lee tells us that from the outset, it had been intended to cater also for goods traffic: “this was not begun until March, 1888. A contract was made with the LNWR. to deliver its goods, which was stated to save the main-line railway £500 per annum. With an eye to goods traffic principally, Wilkinson promoted an extension from High Street, Stony Stratford, to Deanshanger, which was sanctioned by Order of 19th July 1887, authorising 2 miles 3 chains of 3 ft. 6 in. gauge. Deanshanger was the location of the Britannia Ironworks, the agricultural implement works of E. & H. Roberts, established in 1820.” [1: p548]
Allan Edwards tells us that, “Leaving The Barley Mow and taking its normal position in the middle of the road the extension travelled straight for almost three quarters of a mile over the embankment that carried the highway across the floodplain of the River Ouse. The river was the county border. Climbing very steeply into the Northamptonshire village of Old Stratford, the line then swung sharp left onto the Buckingham road. A separate depot and workshop for this section of line was established at this corner. … The line then ran parallel to the Buckingham arm of the Grand Junction canal to Deanshanger where it terminated on the village green outside The Fox & Hounds public house. This extension was sanctioned by the Board of Trade on 24th May 1888 and immediately came into public use.” [13: p18]
It seems that a section of 14 chains from the bottom of High Street, across the Great Ouse, to Old Stratford, was built quite quickly and opened later in 1887. “The major portion of the extension was complete at the time a visit to the undertaking was paid by the Civil & Mechanical Engineers Society on Saturday, 12th May 1888, and the party was given a run over the new line. Sanction of the Board of Trade was given on 24th May 1888, to 1 mile 56 chains single and 13 chains double of the Deanshanger extension, and this appears to have been brought into use for public passenger and goods traffic forthwith, extending from Old Stratford to The Green, Deanshanger, near the Fox & Hounds Inn. The intended extension to the Dukes Head Inn was never buiit. From Wolverton to Deanshanger, the through fare was 4d. This section seems to have remained Wilkinson’s property, and to have been leased to the company.” [1: p548]
The road bridge over the River Great Ouse can be seen in the bottom right of this next extract from the 1898 25″ Ordnance Survey. [15]Only a short distance further Northwest at the junction adjacent to the Swan Inn and Smithy in Old Stratford, the tramway extension turned left and soon found itself following the Buckingham Branch of the Grand Junction Canal. [15]This extract from the railmaponline.com satellite imagery covers the same length of the old line as the two extracts from the OS mapping immediately above. [14]The Tramway route crossed the River Great Ouse on the road bridge. [Google Streetview, September 2024]The Tramway turned left at the junction in Old Stratford onto what in the 21st century is called Deanshanger Road. [Google Streetview, September 2024]Heading South-southwest along Deanshanger Road, along what was the route of the extension to the tramway to Deanshanger. [Google Streetview, September 2024]The tramway continued South-southwest alongside the canal. [15]And again the tramway route followed the Buckingham Branch of the Grand Junction Canal. [15]The tramway continued South-southwest as the canal turned away towards the West. [15]This extract from the railmaponline.com satellite imagery covers the majority of the length of the line as shown on the three OS map extracts immediately above. [14]Deanshanger Road facing South. [Google Streetview, September 2024]A relatively tight curve appears to have taken the tramway onto the road to Deanshanger. However, the research that was done to prepare the railmaponline.com representation of the line suggests that the line left the highway and ran on its own formation for a few hundred yards. [18]This extract from the railmaponline.com satellite imagery takes the line as far as the OS map extract above. The route of the old line is shown in this image following the Buckingham Branch of the Grand Junction Canal. A modern public footpath/cycleway is shown taking a tighter curve. Could the alignment of the footpath/cycleway be that of the old tramway? [14]The modern Deanshanger Road joins the A422 as it heads South. The route of the old tramway is probably followed by the tarmac footpath to the left of the no entry sign. It follows the line of the old road. [Google Streetview, September 2024]The footpath shown on the right of this image matches the line of the old tramway. [Google Streetview, September 2024]If the footpath/cycleway is on the line of the old tramway, then the bridge over roundabout is on the line of the old tramway. [Google Streetview, July 2018] Running parallel to the canal but a distance to the South, the tramway/road headed towards Deanshanger. [18] Continuing to the West on the South side of Northfield’s farm and the Buckingham Branch of the Grand Junction Canal the edge of the Ordnance Survey map sheet is reached before the road entered Deanshanger. [18]This final extract from the Ordnance Survey mapping of the turn of the 20th century shows the settlement of Deanshanger with its Iron Works. The tramway terminated adjacent to the Fox & Hounds Inn, the intended extension to the Dukes Head Inn in the bottom-left of this map extract. [19]The remaining length of the tramway as shown on the railmaponline.com satellite imagery. [14]Heading West along the line of the old tramway on Stratford Road. [Google Streetview, May 2023]Further West on Stratford Road. [Google Streetview, May 2023]Approaching The Green, Deanshanger where the tramway terminated. [Google Streetview, May 2023] The line beyond the Fox & Hounds was not built. It was also intended to link the Iron Works to the tramway as shown here. This short link was also never built. Britannia Iron Works was owned by E.H. Roberts. The Iron Works was always satisfied with using the canal for exporting its finished products and could not be persuaded to use the tramway. [20]Krauss Engine and 50-seater tramcar at the Green, Deanshanger, in 1888. [1: p550]
Operation
Edwards tells us that “On Friday 17th May 1887 prior to the Whitsuntide holiday horses pulled the first tram from Wolverton station goods yard to Stony Stratford tram depot. On board were Charles Aveline (the Managing Director) and other officials of the tram company. For the return journey the horses were replaced by one of the two Krauss tram engines. Local school children were given free tickets.” [13: p17]
By 1st September 1887, Lee tells us, “the issued capital was no less than £20,000, which must be regarded as a gross over-capitalisation. Nevertheless, the nominal capital was increased on 21st June 1889, by £5,000, stated to be beyond £20,000, as the nominal increase of 1883 had been forgotten, and additional stamp duty was paid. A further change of name was also made at this period, and became effective on 26th July 1889, whereby the legal title became the ‘Wolverton, Stony Stratford & District Tramroads Co. Ltd.’ Shortly afterwards, the company declared itself insolvent, and went into voluntary liquidation on 4th September 1889. This was not acceptable to the creditors, and by Court Order of 26th October the winding up was made compulsory, and subject to the Court. The undertaking was placed in the hands of the official liquidator on 17th December, and the line was closed. Much of it was never reopened.” [1: p549]
The original portion, between Wolverton and Stony Stratford, was purchased by a syndicate of Bedford businessmen who reopened the Wolverton to Stony Stratford section in November 1891 and it was known as the ‘Wolverton, Stony Stratford District New Tramway’ and this was formally incorporated on 15th September 1893 with a capital of £5000 in £100 shares. The nominal capital was increased by £3000 (30 shares) at the end of January 1907. It ran until liquidation in 1919. The Deanshanger extension never re-opened. [16][1: p551]
Lee continues: “For many years the Stony Stratford terminus was at the Cock Hotel, but by 1910 the line was curtailed to a few yards in High Street, and in 1919 the terminus was at the Foresters Arms. After the first world war, the line was rapidly approaching derelict condition, and the company’s financial difficulties compelled it to go into liquidation on 17th July 1919; George Henry Margrave (then Secretary and Manager) was appointed liquidator. The local authorities refused to take over the line, and it seemed that the service would be finally abandoned, despite the fact that it had been conveying some 700 workmen daily, principally employees of the Wolverton Carriage Works and of the printing works of McCorquodale & Co. Ltd.” [1: p551]
Grace’s Guide continues: “In the early 1920s the line was taken over by the London and North Western Railway (LNWR) who purchased a new W. G. Bagnall tram locomotive. After the LNWR was merged into the London, Midland and Scottish Railway (LMS) the line was soon closed, in 1926.” [16]
After purchase by the LNWR, the tramway was completely re-laid with concrete placed beneath the rails to strengthen them. Lee tells us that “under LNWR management the staff consisted of three drivers, three conductors, one fitter, one bricklayer and two labourers.” [1: p551]
Under LNWR management prior to the ‘grouping’, the surviving rolling stock “comprised three small four-wheel locomotives, five bogie double-deck cars, and two 10-ton coke trucks. The passengers continued to be principally Stony Stratford men employed at the Railway Works or at McCorquodale’s in Wolverton. They then numbered about 600 daily, of whom some 550 were weekly season-ticket holders. Although the number of men employed at the works increased as time went on, the working loss to the L.N.W.R. increased also, on account of the competition of motorbuses which gave a quicker service. In 1926, no fewer than 12 of these vehicles plied between Wolverton and Stony Stratford, and the trams, with their speed limit of 8 m.p.h. were almost deserted. Schemes of electrification were considered by the railway company (by now the L.M.S.R.), but they all proved too costly, and the climax came with the General Strike of that year, when on 4th May the service was suspended, never to be resumed. Latterly, the services (which, according to the railway company’s timetable, were run “subject to the condition of roads and other circumstances permitting”) had comprised about 14 trips each way, with one or two additional on Saturdays. There were three cars in each direction on Sundays. The journey time was 15 minutes. The official abandonment was announced on 19th May 1926, and it was stated that the company had been losing £2,000 a year on the service. Latterly the total takings were only about £30 a week. [1: p553]
The LMS negotiated with Buckinghamshire County Council (BCC) which took over the track in 1927 with the Ministry of Transport’s consent. BCC immediately began lifting the track and reconstructing the road surface. Work began in June 1927, by November 1927 the length between Watling Street and Clarence Road in Stony Stratford was completed. The section between Clarence Road and McCorquodale’s Printing Works was addressed between October 1933 and June 1934.
Rolling Stock– Locomotives
Lee tells us that, “the original locomotives consisted of two German engines supplied by Krauss & Company of Munich to a standard design then used in many continental cities for steam tramways. Some accounts of the line have stated that three, and even four, engines were provided at first, but the Board of Trade Returns to 30th June 1887, show only two, and others (if any) were presumably on loan. They had outside cylinders 8 in. in diameter by 12 in. stroke, wheels 2 ft. 6 in. in diameter, and a 5 ft. wheelbase. The working pressure was 175 lb. per sq. in. and they were non-condensing. Stephenson valve gear was used.” [1: p553]
Edwards tells us that these Krauss locomotives, “with their distinctively European canopies and massive oil lights, soon earned the tramway the nickname ‘the little German‘.” [13: p17]
These Krauss locomotives were similar to tram locomotives sent to the Chiemseebahn in the same year, but smaller. They were rated at 40 hp and were governed to run no faster than 10 mph (16 km/h). Board of Trade regulations also required that the running gear had to be shrouded, steam exhaust had to be directed into condensers to avoid visible steam, smoke as well had to be invisible and had to be almost noiseless. [24]
This is one of the Krauss 0-4-0 metre-gauge tram locomotives built for the Chiemseebahn in the same year as those built for the Wolverton & Stony Stratford Tramway – this is Works No. 1813 of 1887. It is in excellent condition in the 21st century, operable and in frequent service. It is unique – in that this is the only example still working in regular commercial service on the line for which it was supplied. A diesel-powered replica now helps out. [25]
Sadly, unlike the locomotives sent to the Chiemseebahn, the Krauss locomotives supplied to the Wolverton & Stony Stratford Tramway “were found to be unable to handle the heavy passenger rolling stock, and two, more powerful, engines were supplied in 1887 by Thomas Green & Son of Leeds, designed to haul two large passenger cars fully loaded. These had 9 in. cylinders by 14 in. stroke, 2 ft. 6 in. wheels, and a 5 ft. wheelbase; the working pressure was 175 lb. These engines were of the tramway type with atmospheric condensers on the roof. The total loaded weight was 9-9.5 tons. A further locomotive was secured in 1900 from the Brush Electrical Engineering Co. Ltd., Falcon Works, Loughborough, which was generally similar to the Green engines, and had inside cylinders 7.5 in. in diameter by 12 in. stroke. This also worked at 175 lb. pressure and had an atmospheric condenser.” [1: p553]
Thomas Green commenced building tramway locomotives in 1882. [27] These locomotives were initially of the Wilkinson’s patent, built under licence. This design used a vertical boiler and a vertically mounted engine which drove one set of wheels through gears. The second pair of wheels was driven through coupling rods. The exhaust passed through a chamber in the firebox to provide reheat, which in principle would make the steam invisible. The speed governor was an “Allen” paddle type which acted on the reversing gear. [26]
Thirty-nine Wilkinson type trams were delivered before Green’s developed their own design using a horizontal boiler, inclined cylinders and Joy valve gear. These tram engines first appeared in August 1885. The machine quickly evolved such that Green’s tram engines became one of the market leaders. [26][27] It was Green’s own design of tram engine that was supplied to the Wolverton & Stony Stratford Tramway.
Lee continues: “After the acquisition of the line by the LNWR., a four-coupled saddle-tank engine was secured, in 1921, from W. G. Bagnall Limited of Stafford. Excepting that the motion was boxed in, this locomotive was of conventional railway design, without the tramway type casing over the upper works. Outside cylinders were 10 in. in diameter by 15 in. stroke the coupled wheels 2 ft. 9.25 in. in diameter, and the wheelbase 5 ft. The working pressure was only 150 lb. The saddle tank carried 300 gal. of water and the side bunkers had a capacity of 18 cu. ft. The total weight in working order was 16 tons. This engine was finished in standard LNWR. livery. As the standard chimney was found to be too short for the comfort of upper deck passengers, an ugly stove-pipe extension was added.” [1: p553]
The passenger rolling stock consisted of large double-deck covered-top tramway cars which were mounted on bogies; “there were at first five in all, built by the Midland Carriage & Wagon Company, then of Shrewsbury, and these lasted throughout the life of the undertaking. The three of the largest type each seated 100 and were 44 ft. long and 5 ft. 9 in. wide; they were intended for the workmen and were said to be the largest tramway vehicles in the country. ” [1: p554]
Edwards comments that the 44ft long 100-seat tramcars were the largest “to run in this country until the Swansea and Mumbles Railway built their gigantic electric cars many years later. The coaches had two inward-facing benches on the lower deck and a single continuous slatted bench on the upper deck where passengers faced outwards. The upper sides were open to the elements apart from waist-high decency boards above which were fitted canvas blinds.” [13: p18]
Edwards continues: “Capstan-operated brakes were fitted on each end platform, the locomotives also being equipped to operate the trailer braking by pull-rods and chains. The couplings of these cars were attached to the bogie centres. Originally the illumination was provided by oil lamps but acetylene lighting was later installed to be replaced again by conventional Pinsch gas lighting after the takeover of the line by the LNWR.” [13: p18]
Lees says that “Another car, upholstered, accommodated 80 passengers and was 38 ft. long and 6 ft. wide; and one [which] seated only 50 passengers, was 24 ft. 6 in. long, and 5 ft. 9 in. wide.” [1: p554]
Edwards mentions that the 80-seat tramcar had “neither decency boards or blinds on the upper deck as first built and, most unusually and inconveniently, internal landings to the staircases from the platforms. Decency boards and blinds were added later.” [13: p18]
The 50-seat tramcar “was the only one to be fitted with upholstered seating. One presumes that it was intended for use at times when the workmen would not be travelling. None of the tramcars carried external numbers and all of those mentioned were to last the lifetime of the undertaking.” [13: p18]
“A sixth car is shown in the Board of Trade Returns for the year ended 30th June 1888, and continued to feature until 1911. This was a small single-deck open-sided vehicle with curtains, seating 20 passengers, which does not appear to have been used after the closure of the line in 1889. For many years it remained in the depot at Stony Stratford.” [1: p554]
Other Rolling Stock – Goods
In its early years the undertaking had a number of parcel vans and small goods wagons, as well as 10-ton coal and coke trucks, 24 ft. long, also built by the Midland Carriage & Wagon Company. Eight goods trucks were shown in the return to the Board of Trade for 30th June 1888, at the time goods traffic was begun. It seems that goods traffic declined quite early in the history of the undertaking and all the parcel vans and most of the wagons were sold for scrap. Two of the wagons were of interest in having wheels with adjustable flanges so as to be capable of operating either on rail or road. The flanges were in sections and so arranged that they could be withdrawn inside the tread surface. When the train reached the Cock Hotel, they were, hauled off the line by horses to effect delivery at the door of the consignee. Two horses are shown in the company’s stock in 1888 and 1889. In its later years, the traffic was wholly passenger, apart from the carriage of mails.” [1: p554]
And finally
Grace’s Guide says that, “The line was unusual for a British street tramway being entirely worked by steam locomotives; indeed it was the last steam worked street tramway in the United Kingdom.” [16]
References
Charles E. Lee; The Wolverton and Stony Stratford Tramway; in The Railway Magazine, Volume 98 No. 616; Tothill Press, London, August 1952, p547-554.
The January issue of The Railway Magazine usually focussed on Scotland. The January 1959 edition was no exception. [1] Included in the Magazine were articles by:
H.A. Vallance about The Strathspey Line.
J.W. Grant about Scottish 0-4-4 Tank Engines.
G.H. Robin about The Lanarkshire & Dunbartonshire Railway.
M.D. Grenville about Scottish Railways in 1859.
This article picks up on the article by H.A. Vallance, and begins a journey along the Strathspey line which ran down the valley of the River Spey from Keith towards Abernethy. Initially the line ran Southwest along Strathisla before crossing the watershed to Strathspey.
At much the same time (November 1860) as the Highland Railway promoted its scheme from Forrest to Grantown-on-Spey and on across the Grampians by the Druimuachdar Pass into Strathtay, the Great North of Scotland Railway subscribed £100,000 to a nominally independent scheme was promoted by the Keith & Dufftown Railway. In addition to its subscription, the Great North of Scotland Railway undertook to work the railway.
Vallance tells us that from Dufftown, “the Strathspey Railway was to run north-westwards for nearly four miles to Craigellachie, and thence in a south-westerly direction, through Strathspey, for some 28 miles to Abernethy. Connection with the Inverness & Perth Junction Railway (IPJR) was to be provided by a short branch south of Grantown. The railway was authorised on 17th May 1861 (five days before the IPJR), and the construction of the main line went ahead with all possible speed, but the works on the branch at Grantown were not undertaken.” [1: p4]
The railway between Dufftown and Abernethy opened on 1st July 1863. Two months later, on 9th September, the last section of the IPJR was opened. The lack of a physical link between the two lines meant that the Strathspey line suffered financially. Vallance says that powers for the link were obtained on 5th July 1865, “when the Strathspey Company was authorised to extend its railway from Abernethy to a junction with the line to Perth some two miles north of Boat of Garten. Earlier in the year, the IPJR and its associated companies had been amalgamated, and in June had assumed the title of the Highland Railway.” [1: p5]
The Strathspey trains were extended from Abernethy to Boat of Garten on 1st August 1866, but a dispute with the Highland Railway soon arose with the Highland Railway over costs associated with the junction signal box meant a temporary closure of the link until the dispute could be settled. The link reopened 1st June 1868 on the basis that a separate track would provided for the Strathspey, from the original junction as far as the Station at Boat of Gareth where a physical connection would occur.
The Strathspey line also formed a junction at Craigellachie with the Morayshire Railway which gave a cess Loosiemouth via Elgin. The short connection between the Morayshire Railway and the Strathspey line was opened on 1st July 1863. Vallance notes that once the working agreement with the Great North came into force, “the Morayshire Railway virtually lost its separate identity. The Great North thus secured complete control of a route from Keith to Elgin, but many years were to elapse before through trains between Aberdeen and Inverness ran via Craigellachie.” [1: p5]
An extract from a drawing in H.A. Vallance’s article which shows the length of the Strathspey line from Keith through Dufftown and Craigellachie to Boat of Garten. Great North of Scotland lines are shown solid black, those of the Highland Railway are shown dashed. [1: p4]
On 30th July 1866, “the Great North obtained powers to absorb the Keith & Dufftown and the Strathspey Railways, and the fusion became effective two days later. At the same time, the Morayshire Company was authorised to amalgamate with the Great North as soon as mutually acceptable terms had been agreed; but so involved were its finances that it was not possible to reach an agreement until 1880.” [1: p5]
Keith to Dufftown
This length of the line has become the preservation line, the Keith and Dufftown Railway. Their website is on this link. [41]
In the 21st century, “only a single platform remains in full-time use at Keith Railway Station, though the Dufftown branch platform (numbered 1) is available if required for turning back trains from the Aberdeen direction. … The bays have been filled in, having been abandoned and tracks lifted in the early 1970s after the closure of the Moray Coast Line (for which the station was a terminus). A signal box (which retains the name Keith Junction) remains at the eastern end to control a passing loop on the single track main line beyond the station, the now little-used goods yard (formerly used by trains accessing the nearby Chivas Regal whisky plant) and the stub of the Dufftown branch.” [6]
Further information about Keith Railway Station can be found here. [7]
Vallance describes a journey along the line in 1959. Starting from Keith Station (Junction), “the Craigellachie line ascends Strath Isla for some eight miles, past the single-platform station of Keith Town, Auchindachy, and Drummuir.” [1: p5]
The line continues from Keith Town Station, Southwest towards Auchindachy.
Just to the Southwest of Keith Town Station the line passed under two bridges. The first carries Bridge Street which became the A96. The second [11]Approximately the same area in the 21st century as seen on Railmaponline.com’s satellite imagery. [9]The bridge carrying the A96 over the line as seen from the next bridge down the line. [Google Streetview, October 2014]The bridge carrying Old Town over the line to the Southwest of the A96, seen from the South on Old Town. [Google Streetview, October 2014]
Strathisla Mill sat on the banks of the Isla.
Strathisla Mill on the banks of the River Isla was passed just before the line bridged the river. [12]The same location in the 21st century. The older mill buildings are now part of the Strathisla Distillery complex. [Google Maps, January 2026]The bridge over the River Isla to the South of the mill buildings. [12]The same bridge over the River Isla, in the 21st century. [Google Maps, January 2026]The next bridge along the line. [13]The same location in the 21st century. [Google Maps, January 2026]The same bridge seen from the Southeast. [Google Streetview, October 2014]The same bridge seen from the North. [Google Streetview, October 2014]
Further Southwest another overbridge links the Douglasbrae Lime Kilns to the road network. The main road here is now the B9014.
The next overbridge carried the access road to Douglasbrae Lime Kilns over the River and the railway. [13]The same location in the 21st century. I am not quite sure what I think about the two different names given to the site of what we’re on e the Douglasbrae Lime Kilns – Strathisla Pet Crematorium sounds so much better than Douglasbrae Knackery! [Google Maps, January 2026]Looking back to the Northeast from the bridge carrying the access road. [Google Streetview, October 2014]The bridge carrying the access road, seen from the Southwest on the B9104. [Google Streetview, June 2023]The view Southwest along the line from the access road bridge. [Google Streetview, October 2014]
The line continues Southwest towards Bridge of Maisley.
At Bridge of Maisley the line passed under what is now the B9104, close to a junction with a minor road which first served Maisley Lime Works, before running West on the North side of the River Isla. The railway then bridges the river, crossing from the North bank to the South bank. [13]The same location in the 21st century, the three bridges are still evident. [Google Maps, January, 2026.The bridge which carries the B9014 across the railway, seen from the road to the Northeast of the line. [Google Streetview, June 2023]The view back to the Northeast along the railway. [Google Streetview, June 2023]The view ahead to the Southwest along the line. [Google Streetview, June 2023]The railway bridge over the Isla is hidden by vegetation from the B9014. This is the view from the North on the minor road mentioned above. [Google Streetview, March 2022]The railway remains on the South side of the river for a very short distance before crossing back to the other bank, travelling in a southerly direction. [13]The same location in the 21st century. [Google Maps, January 2026]
A short distance to the South, the line approaches Auchindachy Station.
Auchindachy Station as shown on the 1868 25″ Ordnance Survey, published in 1869. [15]The location of Auchindachy Station as shown on the ESRI satellite imagery provided by the National Library of Scotland (NLS). [16]
Auchindachy Railway Station had two platforms set on a gentle curve. Photographs of the station can be found here. [17]
Turning to look to the Southwest. In 2022, the view along the line was completely obscure by tree growth. The photograph below was taken earlier in the 21st century.
Looking Southwest along the line from the bridge carrying the B9014 over the line. [Google Streetview, August 2011]A short distance further Southwest the railway bridges the River Isla again. [20]The same location in the 21st century. [Google Streetview, January 2026]
In short shift trains heading South entered Drummuir Railway Station. …
Drummuir Railway Station at around the turn of the 20th century. [23]The same location in the 21st century. [Google Streetview, January 2026]
Drummuir station was first opened in 1862 by the Keith and Dufftown Railway. The station was closed to passengers by British Railways in May 1968, but the line remained open for freight and special excursions for some time. It was reopened as a preserved station in 2003 by the Keith and Dufftown Railway Association.
Further pictures of Drummuir Railway Station can be found here. [26]
Immediately Southwest of the site of Drummuir Station the line passes under a road bridge and crosses the Burn of Drumhendry. This is the location at the turn of the 20th century. [27]The same location in the 21st century. [Google Maps, January 2026]Looking back to the Northeast through Drummuir Railway Station. [Google Streetview, September 2011]Looking Southwest from the road bridge, the view ahead is obstructed by foliage but it is possible to seethe Burn of Drumhendry after it has passed under the railway. [Google Streetview, September 2011]The bridge over the Burn of Drumhendry seen from a point to the Northwest of the bridge over the railway. [Google Streetview, September 2011]The next structure along the line, again at the turn of the 20th century. [27]The same location in the 21st century. The railway can just be made out but the route of the road is less easy to pick out so its centre-line is highlighted by the blue line. [Google Maps, January 2026]At the same location, the bridge parapet and the view back along the line towards Drummuir. [Google Streetview, May 2022]At the same location, the other bridge parapet and the view ahead along the line. [Google Streetview, May 2022]
“About a mile beyond Drummuir is Loch Park, a narrow sheet of water lying in a wooded gorge. The railway skirts its southern shore on a narrow ledge at the foot of the precipitous hillside.” [1: p5]
Just before passing the dam at the East end of the Loch the line passes under the road which runs across the West end of Loch Park.
Just before the line passes Loch Park it is bridged once again. [27]The same structure in the 21st century. [Google Maps, January 2026]The tidy looking structure seen from the road to the East. [Google Streetview, May 2022]Looking East back along the line from the bridge. [Google Streetview, May 2022]Looking West along the line from the bridge towards Loch Park. Note the well-kept permanent way but between the railway and the road. [Google Streetview, May 2022]A view from the West looking past the platelayer’s hut towards the road bridge. [Google Streetview, May 2022]This modern satellite image shows the railway running alongside Loch Park. Its route appears as a dark line in the trees immediately adjacent to the Southeast shore of the Loch. [Google Maps, January 2026]A very similar area as it appears on the 25″ 2nd Edition OS Map from the turn of the 20th century. [28]
“From the summit at the western end of Loch Park, the line descends at 1 in 60 into the valley of the River Fiddich, which is crossed on a masonry bridge shortly before Dufftown is reached. ” [1: p5]
The next structure to the Southwest appears on the map extract below. …..
The line passes under what will be the B9014. [29]The same location with the B9104 crossing the line in the 21st century. [Google Maps, January 2026]The bridge seen from the Northeast. [Google Streetview, May 2022]Looking Northeast along the line from the B9014 bridge. [Google Streetview, May 2022]Looking Southwest from the same bridge. [Google Streetview, May 2022]
The next map extract shows the junction close to the Parkmore Distillery, where a branch serving Parkmore Lime Works and Glendullan and Mortlach distilleries left the main line. …
The line to Dufftown continued to the West on the South side of the Parkmore Distillery, while the short branch ran south to serve local industry. At the turn of the 20th century, the Parkmore Limekilns had their own short siding. [30]Approximately the same area in the 21st century. [Google Maps, January 2026]The railway bridge over the B9104, seen from the North. [Google Streetview, May 2022]A view from the South on the B9104. The railway bridge carrying the line over the B9104 is on the left. The access road from rail level down to the road network is on the right. The branch line ran through the area which, in the 21st century, is wooded at the right side of the image. [Google Streetview, March 2022]Glendullan Distillery had its own short siding with the line running towards Mortlach Distillery. [31]Glendullan Distillery is owned by Diageo in the 21st century. The alignment of the old railway siding and branch are shown by the orange lines superimposed on the Google Maps satellite imagery. [9]The line curves round the East side of Dufftown. [32]The route of the line as it appears on the railmaponline.com satellite imagery. [9]The bridge carrying the A941 over the route of the old branch to Mortlach Distillery and over Dullan Water – the Bridge of Crachie. [Google Streetview, June 2023]A closer view of the bridge over rail and river. [32]
The branch only ran a short distance beyond the Bridge of Crachie to serve Mortlach Distillery
The short branch terminated at Mortlach Distillery. [33]A similar area in the 21st century with the railway route superimposed again. [9]
Returning to the main line we see it bridging the River Fiddich. …
The main line bridges the River Fiddich and begins to curve round to the Northwest. [34]The route of the line is again superimposed on the modern satellite imagery. [9]The view looking East from Castle Road (B975) towards the bridge over the River Fiddich. [Google Streetview, September 2025]As the line approached Dufftown Station it passed Glenfiddich Distillery. [35]The Glenfiddich Distillery in the 21st century with the original railways shown as orange lines superimposed on the satellite imagery from railmaponline.com. [9]Looking North alongside Glenfiddich Distillery from Castle Road (B975), the line can be seen in a shallow cutting on its approach to Dufftown Railway Station. A DMU can be made out in the middle left of the photograph. [Google Streetview, September 2025]
A remarkable number of distillery buildings survive in the 21st century in the immediate vicinity of Dufftown. The most famous of these is the Glenfiddich Distillery which continues to produce a significant volume of Whisky. [37]
Parkmore Distillery buildings are no longer used for producing Whisky. They were operational from 1894 but mostly silent from 1931, closing officially in 1988; its well-preserved buildings are now used by Edrington Group for whisky warehousing, with its rare existing whisky valued by collectors and its grounds sometimes hosting whisky experiences. [38]
Glendullan Distillery is a significant but often behind-the-scenes producer of single malt Scotch whisky, primarily for Diageo’s blends like Johnnie Walker, though it also contributes to The Singleton range. Founded in 1897, it operates a larger, modern facility built next to the original, which now serves as storage and workshops after its closure in 1985. [39]
And Mortlach also remains active. It was founded in 1823 and is now owned by Diageo. Its Whisky is a key component in several Johnnie Walker bottlings,and Diageo also markets four Mortlach single malts. [40]
Balvenie Distillery, owned by William Grant & Sons Ltd., sits to the Northeast of the Glenfiddich Distillery on the East side of Dufftown Station. Grant left his employment at Mortlach Distillery to set up his own company in 1886 when the foundations of the new distillery were laid. The distillery remains active. “David Stewart MBE, Balvenie’s Malt Master, is one of the industry’s most experienced experts and began working with William Grant & Sons in 1962. He was the first to create the process that would later be known as wood finishing, whereby whiskies are matured in one type of cask, such as ex-Bourbon barrels, then transferred into a second cask type (such as ex Sherry, Port or Rum), resulting in a greater depth and complexity of the final flavour of the whisky. He received his MBE from Queen Elizabeth II on the 5th of July, 2016, for his services to the Scotch Whisky Industry.” [42]
Kininvie Distillery is a Speyside single malt Scotch whisky distillery in Dufftown, owned by William Grant & Sons, built in 1990 primarily to supply their popular blends like Grant’s and Monkey Shoulder, though it now releases its own single malts, often using shared facilities (mash/fermentation) with its sister distillery, The Balvenie. [43]
Dufftoen Railway Station at the turn of the 20th century. [36]Dufftown Railway Station in the 21st century. It is now the terminus of the preservation line. [9]
Dufftown Railway Station “first opened on 21st February 1862 by the Keith and Dufftown Railway. There was a goods yard to the southwest, which is used for stock storage nowadays. The station closed on 6th May 1968 to passengers. The line for westbound trains was lifted shortly after. Goods traffic ceased around 1991. In 2003, the Keith and Dufftown Association reopened the station and the line as a preserved railway and set up their headquarters at the station.” [44]
Some images of Dufftown Station can be found here [45] and here. [47]
We complete this leg of the journey standing on the platform of the preservation railway at Dufftown Railway Station. The next leg of the journey will take us over the watershed into Strathspey.
References
The Railway Magazine Volume 105 No. 693, Tothill Press, London, January 1959.
H.A. Vallance; The Strathspey Line; in The Railway Magazine Volume 105 No. 693, Tothill Press, London, January 1959, p3-9.
Another snapshot of advertising from the 1950s Railway Magazine. The featured image is the front cover photograph from the December 1952 issue. The adverts in this issue are an eclectic mix of modelling tools, books, railway equipment, chemical elements, British Railways jobs and miscellaneous items. …
J.F. Stringer & Co. Ltd – E.W. Model B Lathe
A Lathe for Model Makers. [1]
“Conceived, designed and manufactured by John Frederick Stringer, the 2.5″ x 8″ EW lathe was first built circa 1946/47, just after the formation of his first company, J. F. Stringer & Co. Ltd. … Due to the economic strictures that prevailed during the early 1950s, the EW was cleverly designed and marketed as the “Convertible”, being available as a basic plain-turning model less backgear and screwcutting that could then be upgraded, as the owner’s finances permitted, with parts that simply bolted on to effect the desired improvements. For the better healed, or those with the opportunities for extra overtime, it could also be had as a complete machine with countershaft and motor ready to tackle a wide range of model and experimental engineering jobs.” [2]
The December 1952 edition of The Railway Magazine carried the advert. We know that it was also carried in the June 1952 magazine with the lathe offered at the same price as in the December issue of the magazine. This was at a time when a skilled man could earn around £9 a week!
Lathes.co.uk tells us that this lathe was “constructed in an absolutely straightforward manner, the EW had a 19.5-inch long, 2.5-inch wide bed of hollow box section (an arrangement that required no corebox), ground on the top surface and feet – and with three bracing ribs up the back face. It was designed for ease of manufacture on a limited range of machine tools – for the original works had only two South Bend lathes, a mechanical hacksaw, an ordinary pillar drill and a small horizontal miller – it is surprising that so much could be done with so little. … [It was] of unusual design, the headstock carried a 0.75-inch diameter spindle, bored through 13/32″ with a No. 1 Morse taper running in plain bearings carried on two entirely separate, box-form, cast-iron posts that were jigged so as to be interchangeable between machines. The top of each post was split, bored and homed honed to form the headstock bearings (the spindle running directly in the cast iron) and the base clamped to the V-edged (dovetail) bed with a transverse through bolt. The spindle carried a narrow, 3-step Z-section V-belt pulley.” [2]
The Advert for the Ericsson Railway Telephone. [1]The Spec. Sheet for the Ericsson phones. [3]A Blueprint for one of the Ericsson phones. [3]
Ericsson Bulletin No 17 describes the phones which it supplied to British Railways.A copy of the article can be found on page 40 of that bulletin. [4]
Overseas Railways
A book produced annually by the Railway Gazette which reviewed the current position and development programmes of railways overseas. The Railway Gazette was, like The Railway Magazine published by the Tothill Press in London.
An Advert for ‘Overseas Railways’ is accompanied by a small advert for The Railway Magazine’s binding services and one advertising ‘Langloco’ books. [1]A whole series of classified adverts filled one page of the magazine.A series of smaller adverts filled another page. Ian Allen Ltd. advertised books for Christmas presents. A turning and screwcutting lathe (the ZYTO) from S. Tyzack & Son Ltd. An advert from H. Rollet & Co. Ltd. suppliers of various metal bars, angles, tubes, sheet and wire. An advert from Foyles Book Shop, from E.B. Length suppliers of magazines and secondhand railway models, and finally, an advert for membership of The Railway Club. [1]An advert from London Transport’s Private Hire Office for excursion buses and coaches sat alongside an advert for Roamer Waterproof Watches and an advert for a book by H.C. Casserley – Locomotive Cavalcade (1920-1951). [1]H.C. Casserley; Locomotive Cavalcade, 1920-1951. [5]An advert for employment opportunities with British Railways. Two opportunites for young men willing to work hard and prepared to make their career with British Railways. The openings were apprenticeships at Motive Power Depots and st British Railways Workshops. [1]
The final advert in the issue was on the back cover. It was placed by ICI advertising a particular ‘rare earth’ metal – Cerium. Rare-earth metals are of growing interest in the 21st century.
Cerium (Ce, atomic number 58) is the most abundant rare earth element, a soft, silvery-grey metal that tarnishes in air. It is used extensively in catalytic converters, glass polishing, alloys, and lighter flints due to its high reactivity and unique catalytic properties, though it’s rarely used in pure form because it oxidizes rapidly and reacts with water, finding applications in products from fuel cells to military optics. [6]
“Cerium was first identified by Jöns Berzelius and Wilhelm Hisinger in the winter of 1803/4. Martin Klaproth independently discovered it around the same time. Although Cerium is one of 14 rare earth elements it was discovered independently of them. There are some minerals that are almost exclusively cerium salts such as cerite, which is cerium silicate. A lump of this mineral had been found in 1751 by Axel Cronstedt at a mine in Vestmanland, Sweden. He sent some to Carl Scheele to analyse it but he failed to realise it was new element. In 1803, Berzelius and Hisinger examined it themselves and proved that it contained a new element.” [6]
“It was not until 1875 that William Hillebrand and Thomas Norton obtained a pure specimen of cerium itself, by passing an electric current through the molten cerium chloride.” [6]
In railways, Cerium is primarily used as an alloying additive in steel components to improve their material properties, such as corrosion resistance, strength, and toughness.
References
The Railway Magazine Volume 98, No. 620; Tothill Press, London, December 1952.
Just a snap shot of the things appearing in the March 1959 issue of The Railway Magazine. [1]
1. There were adverts on the inside of the front cover – 5 of them. …. [1: pii]
Page ii of the March 1959 Railway Magazine.
The 34th Model Railway Club Model Railway Exhibition was due to take place in Easter Week. It would run from Tuesday March 31st to Saturday April 4th at Central Hall Westminster. On Tuesday provision appears to have been made for the final setting up of layouts, with the exhibition not opening until 12 noon, but the show was to be open until 9.00 pm each evening with an opening time of 10.30am for the remainder of the week.
I wonder what today’s exhibitors and exhibition managers would feel about a show that was 5 days long and a total of 52 hours of operating time? Much of the work setting up for the exhibition must have taken place on the Bank Holiday Monday and dismantling may well have taken place on the Sunday. There must have been quite a few people who gave up a full week’s leave for the sake of the show! Think too of the logistics of providing refreshments for a week-long show!
Getty Images hold a picture of two young boys enjoying a close interaction with some large scale model trams. The image can be found here. [2]
Three of the five adverts on page ii of the magazine related to books. One was for Foyles Bookshop and their newly opened travel bureau in London. Another was for the 5th Edition of ‘World Railways’ – 1,500 railways in 100 countries, 33 underground systems, 291 major manufacturers – published by Sampson Low, London. [3]
Just published in 1959 was O. S. Nock’s, ‘Historical Steam Locomotives’ – An illustrated history of British Locomotives down to the time of the grouping. [4]
And the remaining advert was for the Railway Correspondence & Travel Society’s ‘The Railway Observer’. The advert also highlighted the activities of the RCTS – branches throughout the country, a rail tours library, visits to depots and installations, affiliations to societies overseas and photographic & technical sections!
2. Metrovick Diesel-Electric Traction
Metropolitan Vickers Electrical Co. Ltd took out a full page advert for their new Co-Bo Diesel Electric Locomotive under a banner headline of “Chosen for Midland Region Modernisation.”
The Metrovick Co-Bo Locomotives were assembled at the Company’s Trafford Park works. The motors, generators and auxiliaries were made at their Sheffield works, the control gear at Trafford Park and mechanical parts at the Metropolitan-Vickers-Beyer-Peacock-Ltd., Stockton-on-Tees. [1: piv]
3. Editorial Notes highlight some of the concerns over the readership at the time and changes in the railway world. These included:
Open-Type Coaches on BR – In the correspondence columns of the January issue of the magazine there was a letter critical of the British Transport Commission decision to build no more corridor-compartment stock. The March editorial reflects the magazine’s post bag which asks BR to think again! [1: p147] Wikipedia suggests that the corridor stock was still being built until the mid-1960s, so perhaps campaigners were successful. It is also interesting to note that the Mk 1 corridor-compartment stock were in use on BR lines well into the 1980s and are still in use on heritage lines. … “The British Railways Mark 1 SK was the most numerous carriage design ever built in the United Kingdom. The original number series carried was 24000–26217. From 1983, those carriages in the 25xxx and 26xxx series were renumbered 18xxx and 19xxx. … There were two variants, those built for the Midland, Scottish, and Eastern / North Eastern regions had six seats per compartment, with fold-up arm-rests which folded into the seat-back, while those built for the Southern and Western regions, with their heavy commuter loadings into London, had eight seats in each compartment, and no arm-rests. Seating was of the interior sprung bench type.” [5]
Reservation of Sleeping Berths – apparently, by 1959, it had become common practice for passengers to reserve berths on a number of different sleeper services on British Railways, before finally deciding which service to use. Br brought in revised arrangements on 1st February 1959 which were designed to eliminate disappointment for those who were definitely planning to use a specific service. From February 1959, “Reservations [were] made only on payment of the full fees for the berths required, and three-quarters of this amount [would] be refunded to those who cancel before 4 p.m. on the day before that for which the berths have been booked. No refund [was] be made if cancellations [were] received after that time, except to those whose names [had] been placed on the waiting list, and from whom fees [had] been accepted subject to accommodation being available. Full repayment [was] made to those travellers if berths [did] not become vacant. … The new arrangements [ended] the selfish practice of making alternative reservations on different trains or days.” [1: p147]
London Midland Region Freight Traffic – “At the end of 1958, two-thirds of the business of the London Midland Region of British Railways [was] derived from freight. To attract new – and regain lost – traffic, a comprehensive short-term plan [was] evolved to streamline the whole of its freight transport. [It was planned that, before the mid-1960s, freight handling would] be speeded by [a] reduction in the number of marshalling yards, … from the [then] 111 to 46, and of depots for traffic from 170 to 48; many of those remaining [would] be extensively modernised. The value of the growing door-to-door service, with railhead collection and delivery by road vehicles, [would] be enhanced by the implementation of the plan. There already [were] about 600 regular overnight express freight trains in the Region, and movement [would] be further accelerated as more wagons [were] fitted with vacuum brakes, and diesel locomotives introduced. [It was thought that] if traders and manufacturers [could] be assured of new standards of service and reliability, the plan should show an early and satisfying financial return.” [1: p147] At a similar time, containerised freight was being developed. Wikipedia tells us that “the marshalling yard building programme was a failure, being based on a belief in the continued viability of wagon-load traffic in the face of increasingly effective road competition, and lacking effective forward planning or realistic assessments of future freight.” [6][7]
Handling of Mail/Parcels at Euston – in March 1959 structural alterations were underway which would love facilities for handling outward parcels traffic at Euston Station. By the end of 1959, passengers would be able to approach the booking offices and departure platforms without being delayed/impeded by long trains of barrows. Post Office lettermail , under new arrangements would be brought direct to the parcels office on No. 11 platform for loading into vans. The Railway Magazine reported that “A new building [was] to be provided above the station for the sorting and despatch of railway parcels, which [would] be sent by overhead lifts to the platforms for loading. An overhead conveyor, spanning the main departure lines, [would] take parcel post to the platforms from a new G.P.O. sorting depot.” [1: p148] One wonders whether the proposed arrangements would be similar to the ‘telpher‘ which for a time served Manchester Victoria Station. [8]
Diesels for Scotland – the editor also heralded and welcomed Diesel motive power on the East Coast Main Line North of Newcastle. The welcome was based on the likely acceleration of many services in the Scottish Region. “Between Edinburgh and Aberdeen, for example, almost every start from the principal intermediate stops has to be made up a sharply rising gradient, on which the high starting tractive effort of diesel locomotives would be most welcome. The maximum mileage for diesel power could be obtained by basing the locomotives on Edinburgh, and using them at night for the heavy traffic to and from Newcastle. By day they could work on the Newcastle and Aberdeen services, and perhaps between Edinburgh, Perth and Inverness. The last-named, with its long and steep gradients, is yet another route on which the high tractive effort of diesel locomotives could be used to advantage.” [1: p148]
Improvements to the Hertford North Line – work that could well have taken two or three years had been condensed into the first half of 1959, with a likely completion date in June 1959. Off-peak services between Wood Green and Hertford North had been replaced by buses. Work was phased so that the 6.5 miles from Wood Green to Crews Hill was undertaken in March, the next 8 miles to Hertford being worked on in April, May and June. All services on the branch would then be DMU.s or diesel-hauled “and maximum speeds of 70 mph … permitted. Improvement of the track is an essential preliminary to electrification.” [1: p148]
London Underground – apparently delays to some services had been caused by passengers refusing to move from one train to another when equipment failure has occurred or because a train was running far behind schedule. Lack of information was cited as the cause. London Underground was, in March 1959, installing new train information systems, a move welcomed by The Railway Magazine. [1: p148]
1910 – Rail versus Air – the editor also looked back to 1910 and specifically to the fist flight between London and Manchester. Which was a competitive exercise with a large prize of £10,000 offered by The Daily Mail. The two competitors, Louis Paulhan and Claude Grahame-White, chose to follow the LNWR main line. The company assisted by painting distinctive marks on sleepers to show where branch lines diverged (presumably to ensure the aeroplanes continued on the main line). Apparently, The Railway Gazette at the time said: “The flying machine may possibly become a serious competitor of the railway before very many years. … Both the aviators have been aided and abetted by the Premier Line in such ways as the provision of inspection cars in which to travel over the route beforehand, whilst a special train followed Mr. Paulhan all the way.” [1: p148][1: p167-168, 200]
The route of the London to Manchester flight – along the LNWR main line. [1: p167]
4. Railbuses on Western Region Branches
A short note appeared at the bottom of the pages proceeding the central photographic pages of the magazine. That note marked the introduction of diesel railbuses on the Kemble to Cirencester and Kemble to Tetbury branches of the Western Region on 2nd February 1959. These were the first sections of the Western Region to be served in this way. The railbuses accommodated “48 passengers with a small area for luggage. The services over both branches [had] been intensified. In addition, new halt facilities [were] afforded at Chesterton Lane on the Cirencester branch, and at Church’s Hill, Culkerton and Trouble House on the Tetbury branch.” [1: p172]
The Railway Magazine of March 1959 also included substantial articles:
The Railways of Barrow by Dr M.J. Andrews, [1: p149-157, p200];
Farewell to the ‘Leicesters’ by R.S.McNaught, [1: p158-160, p192];
The first part of Reminiscences of a Locomotive Engineer by George W. Mcard, [1: p161-165]; With 4 ft 7.25 in Wheels by K. Hoole, [1: p168-172];
British Locomotive Practice and Performance part of a long series by O.S. Nock, [1: p185-192];
The second part of Railway Development in Liverpool by M.D. Grenville & G.O. Holt, [1: p193-200];
New Railways in Quebec, [1: p201-203, p206]; and
A full list of British Railways Motive Power Depots. [1: p204-206]
6. Notes and News
Notes & News fill eight pages [1: p210-217] after three pages of letters. [1: p207-209] The Railway Magazine reported that:
Cheaper first class fares on Saturdays would be extended, after an experimental period on services between London and Manchester, to journeys between London and Liverpool, London and Glasgow and London and Edinburgh until the end of April. Return journeys could only be made on the next day or the following Saturday with no breaks in journeys permitted. [1: p210]
Little still remained, in 1959, of the Saundersfoot Railway other than tunnels and a few ruined buildings. Reference was made to an article in The Railway Magazine’s November-December 1946 issue. More can be found about this narrow gauge line in two articles, here [10] & here. [11] There is also a note about the Cambrian Hotel at Saundersfoot. The hotel’s sign bore a shield which contained a gold 2-2-0 tender loco with a wagon on a red background. [1: p210]
Construction work had just commenced on the new Oxford Road Station in Manchester [1: p210-211] and on major alterations to Dover Marine Station in Kent. [1: p211]
Some Western Region Train Services had seen timetable alterations as of January 1959. [1: p211]
More Diesel Services on the North Eastern Region – January 1959 saw the introduction of many additional diesel-powered workings on local services. The early 1959 introductions meant that the switch from steam to diesel on local services was almost complete. [1: p211]
From 2nd February, the 8.15 am up and the 4.45 pm down services between St. Pancras and Nottingham Midland Station were named the ‘Robin Hood‘. [1: p211]
2nd February saw five station closures on the Eastern Region: Offord & Buckden, near Huntingdon; Sturton, and Blyton, between Retford and Barnetby; and Haxey & Epworth, and Walkeringham, between Doncaster and Gainsborough. Greenock Princes Pier and Greenock Lynedoch Stations on the Scottish Region also closed on 2nd February. As did the Upper Port Glasgow goods depot. In the North Eastern Region, from 16th February, Gristhorpe Station, on the Hull-Scarborough line, was closed. On 28th February, the service from Acton Town to South Action was withdrawn and the Station at South Acton was closed to passengers. [1: p211, p212]
The South Wales Transport Bill permitting the closure of the Swansea & Mumbles Railway had its second reading in the House of Lords in February. [1: p212]
The 3 ft gauge Cavan and Leitrim Railway would close on 1st April. More about this line can be found here, [12] here, [13] here, [14] here, [15] here, [16] here, [17] here, [18] here, [19] here, [20] and here. [21] [1: p212]
The Bluebell Line – efforts were being made to establish a preservation society to reopen the Lewes to East Grinstead branch. Volunteers were being sought and an inaugural meeting arranged on 15th March in Haywards Heath. [1: p212] The Bluebell Line became the UK’s first preserved standard-gauge line in 1960, starting with the Sheffield Park to Horsted Keynes section, and later extended to East Grinstead. The first public service ran on 7th August 1960. [22]
Other items included details of: an educational tour by the Scottish Region’s Television Train, [1: p212]; new Electrically-Operated Train Departure Indicators at Shenfield [1: p212-213]; the LNWR Royal Saloon which had been on display at the Furniture Exhibition (January 28th to February 7th) at Earls Court, [1: p213]; the Golden Jubilee of the Stephenson Locomotive Society, [1: p213]; the AGM of the Festiniog (STET) Railway Society and the special trains being organised across the country to get delegates to and from the meeting, [1: p213]; Railway Enthusiasts’ Club Tours, [1: p213-214] news associated with Locomotives. [1: p214-217]
7. The Why and the Wherefore [1: p218-219] includes a series of replies to readers’ letters, particularly:
The North Sunderland Railway – which opened in August 1898 for goods and December 1898 for passengers, and closed on 27th October 1951. [1: p218] The branch ran from Chathill to Seahouses, with an intermediate station at North Sunderland. Chathill was on the main line of the North Eastern Railway between Morpeth and Berwick. The branch was four miles in length and standard-gauge single track. [23]
Water Troughs on the Southern Region – the former Southern Railway had no water Troughs as none of its non-stop runs were long enough to warrant replenishment of water levels. [1: p218-219]
Chalvey Halt (GWR) – was on the G.W.R. branch from Slough to Windsor. It had only a short life: opened on 6th May 1929, and closed on 7th July 1930.
Proposed New Branch to Looe – “a new seven-mile branch from St. Germans to Looe was projected by the Great Western Railway under the £30 million Government scheme of November, 1935, for the construction and improvement of railways, to alleviate unemployment. The branch was to leave the main line to Penzance about 13 miles west of St. Germans Station, and terminate at a station on the high ground at East Looe. The engineering works were heavy, and included a tunnel 2,288 yd. long, west of Downderry, two shorter tunnels, and long viaducts at Keveral and Mildendreath. The construction of the four miles from Looe to Keveral (which included both viaducts and the long tunnel) had been begun by the autumn of 1937, but this section was far from complete, and the remainder of the line had not been begun when the outbreak of war, in September, 1939, caused the works to be suspended.” [1: p219] Early in 1959, construction had not been resumed, and there appeared to be little prospect that the scheme would be revived. The new line was intended to replace the existing line from Liskeard to Looe. [24]
TheStirling & Dunfermline Railway – “was authorised on 16th July 1846, and was opened from Dunfermline to Alloa on 28th August 1850, and from Alloa to Stirling on 1st July 1852. Powers for branches from Alloa to Tillicoultry and to Alloa Harbour were included in the Act of Incorporation, and these lines were brought into use on 3rd June 1851, the former to a temporary terminus at Glenfoot, about half a mile short of Tillicoultry. The line probably was completed in December 1851, but a record of the exact date of opening to Tillicoultry Station does not appear to have survived. The Alloa Harbour branch had passenger services (to Alloa Ferry) only from its opening until the main line was completed to Stirling, some twelve months later. Provision was made in the Act of 1846 for the Stirling & Dunfermline Railway to be leased by the Edinburgh & Glasgow Railway … the lease came into effect on 5th December 1850. The Stirling & Dunfermline Railway was vested in the Edinburgh & Glasgow as from 4th June 1858, under powers obtained on the 28th of that month.” [1: p219] The line was completed throughout in 1952. “A predecessor line, the Alloa Waggonway, had been developed as a horse-operated waggonway in the 18th century, bringing coal from the hinterland to Alloa and Clackmannan harbours; in its day th[at] line was technologically advanced, but it was eclipsed by the modern Stirling and Dunfermline line.” [25]
Closure was a drawn out affair – passenger trains on the Alva branch ceased to run from 1st November 1954. A limited service to Menstrie continued until complete closure on 2nd March 1964. The S&DR Tillicoultry branch, by then regarded as part of the Devon Valley line, closed to passengers on 15th June 1964 and to goods traffic on 25th June 1973.
NBR route passenger trains over the Alloa Viaduct were withdrawn from 29 January 1968, and through goods train operation ceased in May 1968. A limited goods service to supply coal to the stationary steam engine that operated the Forth Swing Bridge from Alloa continued until May 1970.
Passenger services on the Stirling to Dunfermline main line were closed on 7th October 1968; through goods services were closed on 10th October 1979. West of Dunfermline, the line through Dunfermline Upper station served Oakley Colliery until 1986 when the pit closed. The line remained in place as far as Oakley until 1993, but subsequently the majority of the route became Cycle paths in 1999 as National Route 764. Shortly afterwards, studies began for the reopening of the western end of the line from Stirling to Alloa, as part of the Stirling-Alloa-Kincardine rail link. [25]
Enginemen’s Wages and Duties – In March 1959, wages of a first class driver and fireman on British Railways were £11 9s and £9 10s respectively. These rates were the same inside London as outside the London area. “A good day’s work for an engine crew [was] considered to be 140 miles, and on stopping trains most men did] considerably less. If they [did] more than 140 miles, they receive[d] an hour’s pay for each additional 15 miles. They also receive[d] overtime at the usual rate of time-and-a-quarter for time worked over their normal hours of duty, and night pay at time-and-a-quarter, and Sunday pay at time-and-three-quarters, if applicable. The standard basic turn of duty [was] eight hours. At all main-line depots, the duties of drivers and firemen [were] arranged in links, progressing from junior work, such as shunting, to express passenger trains. On the West of England line of the Western Region … a typical example of a week’s roster for a driver [was]:- Monday: 9.30 a.m., spare; Tuesday: 3.30 p.m., Paddington to Plymouth; Wednesday: 8.30 a.m., Plymouth to Paddington; Thursday: 3.30 p.m., Paddington to Plymouth; Friday: 8.30 a.m., Plymouth to Paddington; Saturday: 9.30 a.m., spare. The driver therefore works between Paddington and Plymouth, 225 miles.” [1: p219] £11 9s had the same buying power as approximately £234.50/wk (£12,194/annum) in 2025. [26] (Train driver pay in the UK for 2025 varies significantly by operator, but generally falls between £30,000 and £80,000 annually, with averages around £50,000-£70,000, influenced by experience and location, with London roles and newer deals (like TfL’s £80k for Tube drivers) pushing higher! [27]
References
The Railway Magazine, Tothill Press Ltd, London, March 1959.
Looking back at past editorials in The Railway Magazine highlights the ongoing debate at the time over the best form of terrestrial travel – road -v- rail.
In the January 1959 issue of the magazine, which saw O.S. Nock assuming the authorship of the long running monthly article, ‘Locomotive Practice and Performance’, the editorial focussed on:
Road and Rail Fares and Services
“It was suggested recently in the editorial columns of a daily newspaper that the time was approaching when long journeys by motor-coach could be made at high speed, over the new trunk roads, ‘at a fraction of the cost of railway travel’. In a reply by letter, Sir Reginald Wilson, a member of the British Transport Commission, pointed out that, in terms of seat-miles of service offered, the train is cheaper than the coach. The reason why railway fares are higher than coach fares is the higher cost incurred by the railways in providing frequent services with enough rolling stock to cater, as far as possible, for peak traffics, and for fluctuations in the number of passengers travelling at all periods. The capital cost of providing rolling stock for morning and evening peak-hour residential traffic is very high. Moreover, much of this stock is not required, or is under-employed, during the greater part of the day.” [1: p1]
It seems as though those promoting road over rail were already perceiving actual costs in a way that would favour road, and in doing so not including at least the infrastructure costs. The argument for the freedom of the road and the travel cost to the consumer at the point of use, would become easier for the road lobby to make as the initial cost of owning a car reduced in relative terms.
Public Reliance on Railways
The editorial also argued that the railways are expected to provide a near universal passenger service when those who provided motor-coach services were free to pick and choose what services they offered. …
“The motor-coach operator can obtain maximum use of his vehicles restricting his services to what reasonably be expected to be booked up. On the other hand, British Railways maintain a long tradition of public service by providing passengers with the means of travelling when they please, without the necessity of reserving seats in advance. The difference between rail and motor-coach fares, which frequently is lessened by cheap travel facilities provided by the railways, does not appear to be a high price to pay for the ability to meet the needs of countless individuals and surges of traffic whose free movement is essential. The extent to which the community depends on the railways to provide reliable transport at short notice probably is not fully realised. The railways have been a part of our national life for so long that the services they render are apt to be taken for granted.” [1: p1]
First British AC Electric Locomotive
The Railway Magazine also reported on the first AC electric locomotive to carry passengers on the line between London and Manchester. The converted Metropolitan-Vickers gas-turbine engine, made its initial run with a passenger train on 26th November 1958 carrying representatives of the Press. This was close to ten years before the eventual demise of steam on the main line in August 1968. The editorial commented:
“On 26th November 1958, representatives of the Press visited the Styal line of the London Midland Region, which is included in the Crewe-Manchester electrification scheme. The special train was operated over the 9 miles between Wilmslow and Mauldeth Road and, although the load was only 100 tons, rapid acceleration to a speed of rather more than 70 m.p.h. was a marked feature of the journey. The locomotive is being used for the training of staff, and other locomotives for public services are being built. Multiple-unit trains will be used for local traffic. Regular electrified services between Crewe and Manchester will start in 1960. By 1963, they will be extended to Birmingham and Liverpool; and it is planned to run electric trains between Euston and Liverpool and Manchester by 1968.” [1: p1-2]
The Metropolitan-Vickers Gas-Turbine Locomotive, British Rail No. 18100, was a prototype main line gas turbine–electric locomotive built for British Railways in 1951 by Metropolitan-Vickers, Manchester. It had, however, been ordered by the Great Western Railway in the 1940s, but construction was delayed due to World War II. It spent its working life as a Gas-Turbine loco on the Western Region of British Railways, operating express passenger services from Paddington station, London. It was of Co-Co wheel arrangement and its gas turbine was rated at 3,000 horsepower (2,200 kW). It had a maximum speed of 90 mph (140 km/h) and weighed 129.5 long tons (131.6 t; 145.0 short tons). It was painted in BR black livery, with a silver stripe around the middle of the body and silver numbers. [2]
Early in 1958 it was withdrawn from service, after a short period of storage at Swindon, the locomotive was returned to Metropolitan Vickers for conversion as a prototype 25 kV AC electric locomotive. As an electric locomotive, it was numbered E1000 (E2001 from 1959) and was given the TOPS classification of Class 80. [2]
As was usual, the January issue of The Railway Magazine focussed on railways in Scotland. …
The Railway Magazine, January 1959. [1: piii]
Notes and News
Perhaps the most significant item of news in this section of the magazine was the demise of Midland and Great Northern line which was confirmed as taking place on Saturday 28th February 1959.
Midland & Great Northern Closure
“The Eastern Region of British Railways has announced that, with the exception of the 15-mile section from Cromer Beach to Melton Constable, the whole of the Midland & Great Northern line will be closed to passengers at midnight on Saturday, 28th February. The sections affected are Saxby to Sutton Bridge (43) miles); Peterborough to Sutton Bridge (27) miles); Sutton Bridge to Melton Constable (40) miles); Melton Constable to Yarmouth Beach (41½ miles); and Melton Constable to Norwich City (214 miles). Bus services throughout the area are to be increased. To improve facilities for seasonal travellers, new signalling will be installed at Vauxhall Station, Yarmouth, and its approaches, to deal with a greater number of holiday trains. Longer platforms, new carriage sidings, and additional amenities also are to be provided. It is hoped to complete much of this work by Whitsun.” [1: p65]
Goods traffic was, as a result, significantly curtailed: “Freight traffic in the area served by the Midland & Great Northern line will be catered for by extended rail cartage facilities from established railhead depots. Spurs affording connection with former Great Eastern lines will be retained. As a result of this planning, freight trains will be withdrawn from the following sections:- South Witham to Bourne; Wisbech North to Sutton Bridge; Sutton Bridge to South Lynn; Gayton Road to Melton Constable; and Melton Constable to Yarmouth Beach. About 77 route miles will thus remain open for freight traffic only, and some 97 route miles will be closed completely.” [1: p65]
The Eastern Region of British Railways estimated that the direct saving from the reorganisation would be £640,000 a year; and taking other factors into account, the total annual saving was likely to be about £1 million.
It is impossible to measure just how significant the negative social impact of the closures was for rural communities in Lincolnshire and Norfolk.
Monmouth
Also included in the Notes was notification of the final closure of routes into Monmouth. …
“The county town of Monmouth is to lose its passenger services, as the two remaining branches are being closed to traffic as from 5th January – the section between Monmouth May Hill and Lydbrook Junction completely. A special last train has been arranged by the Midland Area of the Stephenson Loco-motive Society for Sunday, 4th January. It will leave Chepstow at 11.20 a.m. for Monmouth and Ross-on-Wye, from which it will return by the same route at 1.55 p.m. Thence the train will traverse the Sudbrook branch, for a visit to the Severn Tunnel pumping station, and will complete its tour at Severn Tunnel Junction Station at about 5.30 p.m. Stops will be made en route and an exhibition on the platform of one of the Monmouth stations is planned. The 9 a.m. train from Birmingham to Swansea, via Gloucester, and the 9 a.m. from Swansea to Birmingham, will call specially at Chepstow to connect with the S.L.S. train. The fare for the tour only [was] 10s. 6d., and inclusive of cheap return ticket from Birmingham 22s. 6d., and from Bristol 15s. 6d.” [1: p65-66]
The Why and the Wherefore
Potteries, Shrewsbury & North Wales Railway
In answer to a question from Mr J.M. Duckett, a paragraph about what was to become the Shropshire & Montgomeryshire Railway appeared in the Magazine:
“A railway to connect the Midlands of England with Ireland via a new port at Porthdynllyn, on the Caernarvonshire coast, was projected in 1846, but the scheme came to nothing. An unsuccessful attempt was made to revive it in 1861. In the next year, the West Shropshire Mineral Railway was authorised from Llanymynech to Westbury, on the then recently-authorised Shrewsbury & Welshpool Railway. Eventually this line was modified to extend from Shrewsbury to Llanyblodwell, and the company was amalgamated with the Shrewsbury & Potteries Company, which planned to connect Shrewsbury with Market Drayton and Stoke-on-Trent. The title of the combined undertaking became the Potteries, Shrewsbury & North Wales Railway. It was proposed to extend the line westwards on a mountainous cross-country route from Llanyblodwell to Portmadoc and Porthdynllyn. The company succeeded in building only the section between Shrewsbury and Llanyblodwell, of which the 17 miles from Shrewsbury to Llanymynech eventually became the Shropshire & Montgomeryshire Railway. The remaining 2 miles from Llanymynech to Llanyblodwell passed into the hands of the Cambrian Railways. It frequently has been suggested that, if the complete scheme, including the long and expensive extension to Porthdynllyn, had come to fruition, the Great Northern Railway would have sought running powers over the North Staffordshire Railway to Stoke-on-Trent, or over the London & North Western Railway from Stafford to Shrewsbury, to participate in the traffic passing between the Midlands and Porthdynllyn. Such a step would not have been beyond the bounds of possibility.” [1: p71]
More information can be found here, [5] and here. [6]
References
The Railway Magazine Volume 105 No. 693, Tothill Press, London, January 1959.
The short paragraph immediately below appeared in the February 1952 edition of The Railway Magazine in reply to a question submitted by G. T. Kaye.
“The Nidd Valley branch of the former North Eastern Railway (which was closed to passengers on 31st March 1951) terminated at Pateley Bridge, 14 miles from Harrogate. In 1900, a Light Railway Order was obtained for a 2 ft. 6 in. gauge line from Pateley Bridge to Lofthouse-in-Nidderdale, six miles further up the valley, but the promoters had difficulty in finding the necessary capital. At that time, the Bradford Corporation was about to undertake the construction of reservoirs in the Nidd Valley, and a railway was required to carry materials to the sites. The Corporation took over the powers for the light railway, and extended it for a further 6 miles, from Lofthouse to Angram. The railway was laid to the standard-gauge, and was opened to passengers between Pateley Bridge and Lofthouse on 1st May 1907. The remainder of the line did not carry public traffic. The line was worked by two 4-4-0 tank engines and passenger coaches purchased from the Metropolitan Railway. The passenger services were withdrawn on 31st December 1929, and the line was closed completely some months later.” [1: p143]
It appeared close to the back of the magazine in the section called, “The Why and the Wherefore”. It seemed like a good idea to explore what further information there is available about the Nidd Valley Light Railway. …….
The Website ‘WalkingintheYorksireDales.co.uk’ has a page dedicated to the railway which can be found here. [2]
A number of images relating to the line can be found here. [13]
The Oakwood Press published a book by D. J. Croft about the line. [3: p3]
Croft wrote: “The valley of the River Nidd, in the West Riding of Yorkshire, is nearly 55 miles long, beginning at Great Whernside, and ending at Nun Monkton where the Nidd flows into the River Ouse. However, the area known as Nidderdale extends for only about a half of the length, and forms a compact geographical region of its own. Despite this length, and great scenic beauty, it remains to this day one of the forgotten valleys of the Yorkshire Dales.” [3: p3]
“The area of Nidderdale can be divided into roughly two equal sec tions, with the market town of Pateley Bridge between the two. The first substantial historical accounts of Nidderdale appeared in Domesday Book of 1086. However, some of the local lead mines were worked in the time of the Brigantes, whilst several surrounding localities suggest Roman occupation.” [3: p3]
“Nidderdale has several industries, notably quarrying and lead mining. and a small textile industry. There is also a small slate quarry, a marble quarry, and a long, thin ironstone vein stretching along the valley. Through-out the ages, however, Nidderdale has had prosperity alternating with decline. As the early mining industry began to decline, so textiles became important around the thirteenth century. This too tended to decline by the seventeenth century, and mining became important once more. Unfortunately, the prosperity of the lead mining era passed, and so too did the prosperity of Nidderdale.” [3: p3]
“This period of decline lasted until 1862, when the North Eastern Railway opened its line from Harrogate to Pateley Bridge, thus opening this remote valley to the outside world. Prior to this, the only roads out of the dale had been to Grassington, Riponand Kirkby Malzeard, and the only regular connection with the outside world had been the Nidderdale Omnibus, a double-deck horse bus, linking Pateley Bridge with trains of the Leeds & Thirsk Railway at Ripley. This operated from 1st August 1849, until the opening of the railway, and ran twice daily.” [3: p3]
The approach of the 20th century brought a new prosperity to the valley, which was to last for the next thirty years or perhaps a little longer. Thid was the period when the Nidd Valley Light Railway was active.
The story of the line is the story of the thirteen or so miles between Pateley Bridge and the head of the valley, for it was there “that the Nidd Valley Light Railway was conceived, constructed and closed. All this happened within a period of less than forty years.” [3: p3]
The Story of the Line
Wikipedia tells us that the origins of a railway in the upper Nidd Valley “can be traced back to 1887–88, when Bradford Corporation began to investigate the valley as a source for the public water supply. … Alexander Binnie, who was the Waterworks Engineer for Bradford at the time, and Professor Alexander Henry Green, a geologist from Oxford, visited the area, and Green advised Binnie that the valley was suitable for the construction of large dams. The Bradford Corporation Water Act 1890 was obtained on 14th August 1890, authorising the construction of four dams. … A second Act of Parliament was obtained on 27th June 1892, by which time the four reservoirs were Angram, Haden Carr, High Woodale and Gouthwaite. Gouthwaite Reservoir was designed as a compensation reservoir, to maintain flows in the Nidd further down the valley.” [4][5: p76-77]
The first reservoir, Haden Carr, was completed in 1899, together with a 32-mile (51 km) pipeline (the Nidd Aqueduct) to deliver water to Chellow Heights reservoir on the outskirts of Bradford. [4][5: p79] “Gouthwaite reservoir was built … between 1893 and 1901.” [5: p84-85] The activity in the valley attracted attention from outside the region and a company from London, Power & Traction Ltd applied for a Light Railway Order “to construct a line from the terminus of the Nidd Valley Railway at Pateley Bridge to Lofthouse. … Following a hearing at Harrogate on 9th October 1900, the Light Railway Commissioners awarded an order to Power & Traction for a 2 ft 6 in (762 mm) gauge railway.” [4] Negotiations with Bradford Corporation over a possible £2,000 investment in the scheme ultimately failed. [5: p86]
“In 1903, Bradford invited tenders for the construction of Angram Reservoir, and … reached provisional agreement with the Nidd Valley Light Railway Company to purchase the powers awarded to them to build the light railway. … Bradford wanted to ask the Light Railway Commissioners for permission to increase [the track gauge] to 3 ft (914 mm). … They also wanted to ensure that they bought enough land to allow a standard gauge railway to be constructed ‘at any future time’. The North Eastern Railway, owners of the Nidd Valley Railway, argued that it should be standard gauge from the outset, since they were running excursions to Pateley Bridge twice a week, and these could continue over the Nidd Valley Light Railway. It would also remove the necessity of transshipping goods.” [5: p86]
Then next three map extracts show the railway facilities in Pateley Bridge while the Nidd Valley Light Railway was active. …
A transfer order was eventually granted, “with powers to borrow up to £30,000 to fund the project. In May 1904, the Board of Trade agreed to a change to standard gauge, and borrowing powers were increased to £66,000 in 1908, because of the extra costs of building the wider formation. The document was signed by Winston Churchill, the President of the Board of Trade.” The contractor working on the Anagram reservoir, John Best, “was awarded a contract to build the light railway to Lofthouse for £23,000, and a tramway from Lofthouse to Angram for £5,385.” [5: p86-87]
Then the intrigue began! A contract had been awarded in April 1902 to Holme and King for the construction of a road from Lofthouse to Angram. Bradford Council “had purchased enough land to allow the light railway to be built beside the road, and although Best was awarded a contact for the railway in 1903, it appears that Holme and King built a 3 ft (914 mm) gauge contractor’s railway beside part or all of the road. They had two locomotives on site, both 0-4-0 saddle tanks, one bought second hand some years earlier and moved to the site in spring 1902, after working on several other projects, [5: p87] and the second bought new for delivery to Pateley Bridge. [5: p89] By mid-1904, there was a 6.5-mile (10.5 km) line from Angram, which crossed the River Nidd on a 20-foot (6.1 m) bridge just before it reached Lofthouse.” [4]
So, Best began extending the line towards Pateley Bridge from the River Nidd rather than starting the work again! Wikipedia tells us that “by 13th July 1904, it had reached a level crossing at Sykes Bank, 0.5 miles (0.8 km) below Lofthouse, and work had commenced at several other sites. On that date, a party of 150 members of Bradford City Council, with invited guests, arrived by train at Pateley Bridge, and were transported to Gouthwaite Dam in carriages. Here there was a ceremony in which the Lord Major cut the first sod for the Nidd Valley Light Railway.” [4] The party “proceeded to Sykes Bank, where a train was waiting, which consisted of 15 wagons fitted with makeshift seats, and two locomotives, one of which was Holme and King’s Xit and the other was Best’s Angram. It took about an hour to reach Angram, where there were presentations, and Alderman Holdsworth cut the first sod for the dam. Refreshments were then served and the party returned to Lofthouse by train and to Pateley Bridge by carriage.” [4][5: p90-91]
The narrow gauge had hardly reached Pateley Bridge and Angram begun its regular duties along the line when standard gauge rails began to be laid starting at Lofthouse and working both up and down the line from there. “When the first standard gauge locomotive arrived, it was towed along the road to Sykes Bank by a Foden steam lorry, its flanged wheels making a mess of the road surface. The main line and sidings became mixed gauge for a while, although the third rail was gradually removed from 1906.” [5: p91 & 93] There was a veritable network of rail lines at the Angram Dam site where, as well as a village built for the workers, “the railway terminated in several sidings, which included a locomotive shed. The sidings were at a similar level to the crest of the dam. A branch left the main line and descended to the valley floor, where there was a cement mixing plant and more sidings. This line included a winch-operated incline which descended on a gradient of 1 in 15 (6.7%). Another incline, of 3 ft (914 mm) gauge, ascended the far side of the valley, giving access to Nidd sluice and lodge. A third incline brought rock down to the main line from a quarry, some 2 miles (3.2 km) below the terminus.” [4][5: p93 & 97]
At the other end of the Light Railway, “at Pateley Bridge, the Nidd Valley Light Railway station was to the north west of the North Eastern Railway’s Pateley Bridge railway station, close to the River Nidd. The two were connected by a single track which crossed a level crossing. There were a series of sidings immediately after the level crossing, with the station and more sidings beyond that. A carriage shed and a locomotive shed were located a little further along the valley of the Nidd.” [4]
Ramsgill Village was served by a stationary Bouthwaite which sat on the opposite side of the River Nidd. This map extract comes from the 25″ Ordnance Survey of 1907, published in 1909. [7]
“Best built two-storey stone buildings for the stations at Pateley Bridge, Wath, Ramsgill and Lofthouse. He built a signal box at Pateley Bridge, with the other stations having ground frames and simple signalling. Operation of the line was controlled by the Tyer’s Electric Train Tablet system, and six machines were ordered at a cost of £360. [5: p101] Both intermediate stations had goods sidings on the eastern side of the main track, while Lofthouse had a passing loop and sidings to the west.” [4]
The Station at Wath sat between the village and the River Nidd. The 25″ Ordnance Survey of 1907/1908 and published in 1909. [8]
“Best had a number of locomotives, both 3 ft (914 mm) gauge and standard gauge, which operated over the entire line from Pateley Bridge to Angram during the construction phase. For the opening of the Nidd Valley Light Railway proper, the 6.5 miles (10.5 km) from Pateley Bridge to Lofthouse, Bradford Corporation ordered six open wagons and two brake vans from Hurst Nelson of Motherwell. Locomotives and carriages were obtained second-hand from the Metropolitan Railway in London. These consisted of ten 4-wheeled coaches and two 4-4-0 Beyer Peacock side tank locomotives. All had become surplus to requirements, as electrification of the line had been completed in 1905. The locomotives were fitted with condensing equipment, for working in the tunnels under London, but the price of £1,350 for the pair included removal of this, and the fitting of cabs. All twelve vehicles arrived at Pateley Bridge, with one engine in steam … The locomotives were named ‘Holdsworth’ and ‘Milner’ after two Aldermen who had served Bradford Waterworks since 1898.” [4][5: p101, 102]
“An official opening took place on 11th September 1907, when a train consisting of three carriages and the Corporation saloon were hauled by ‘Holdsworth’ from Pateley Bridge to Lofthouse, with stops at Wath and Gouthwaite reservoir. At Lofthouse the engine was replaced by one of Best’s engines, and continued to Angram where luncheon was served in the village reading room.” [4][5: p102, 105]
“The two locomotives were much too heavy to comply with the Light Railway Order, which specified a maximum axle loading of 6.5 tons. They weighed 46.6 tons in working order, with 36.7 tons carried by the two driving axles. The Corporation applied for an increase in the axle loading, specifying the weight as “over 42 tons”. Milner, the newest of the two locomotives, dating from 1879, [5: p102] did not perform well, and was replaced by a Hudswell Clarke 0-6-0 side tank, also named Milner in May 1909. The original Milner was sold to the North Wales Granite Company at Conwy in 1914. [5: p102, 111] Following discussions with the Board of Trade in 1906, the Corporation and the North Eastern Railway had obtained permission for three passenger trains per week to pass over the goods yard and sidings at Pateley Bridge, so that excursions could continue up to Lofthouse between June and September only. Despite the agreement, when the first excursion was due to make the journey on 14th September 1907, the NER decided not to allow their stock to pass onto the Nidd Valley Light Railway, nor to allow the Corporation engine and carriages to come to their station, and so the passengers had to walk between the two stations. [5: p110] In order to avoid confusion for parcels traffic, Lofthouse station became Lofthouse-in-Nidderdale on 12th December 1907, and Wath became Wath-in-Nidderdale in February 1908 for similar reasons.” [4][5: p107-108]
Work on Angram reservoir was finally completed in 1916. “Bradford Corporation had already obtained an Act in 1913, allowing them to abandon their plans for a reservoir at High Woodale, and instead to build a much larger one at Scar House. It would submerge the site of Haden Carr reservoir, and the Act allowed them to start construction “when appropriate”. The cost of the new works was estimated at £2,161,500, and although three tenders were received, they decided on 14th May 1920 to build it themselves, using direct labour. Scar village was built between 1920 and 1921, consisting of ten hostels for a total of 640 men, a school, canteen, recreation room, concert hall, mission church and some bungalows.” [4][5: p115]
Plans to electrify the railway using hydro-electric power, were considered in March 1920, but rejected as being too expensive. uneconomic. Holdsworth, was taken out of service in 1866 because it was too heavy for the line, but when no buyers could be found, it was used as a stationary steam supply for another 14 years. There were plans to overhaul Milner, to obtain another lighter engine, and to purchase two railmotor cars. Only one railmotor (‘Hill’) was eventually purchased in 1921. It can be seen in the two images immediately below.
“From August 1920, work was carried out to improve the line between Lofthouse and Angram. This included easing the alignment on many of the curves, the addition of loops near Lofthouse and at Woodale, just below the Scar House site, and the construction of a 180-yard (160 m) tunnel near Goyden Pot, which was used by up trains only.” [4][5: p119-122]. “The line at Angram was extended to a small quarry in 1921, along the trackbed of Best’s 3 ft (914 mm) gauge line beyond the dam. Stone was extracted for remedial work, caused by wind and wave erosion of the southern bank of the reservoir near the dam.” [4][5: p123]
Close to the Scar House dam site, “a network of sidings were constructed, zig-zagging down to the Nidd, and back up the other side of the valley. A double track self-acting incline provided access to the Carle Fell Quarry, to the north of the reservoir, and as the quarry was worked, two further inclines were constructed. One was single track, with a winding engine at the top, and around 1930, an incline worked by locomotives was added. Above the later quarry face, a Simplex petrol locomotive worked on a 2 ft (610 mm) track, removing overburden.” [4][5: p118]
Power for the works “was generated using water from Angram reservoir, which was discharged into Haden Carr reservoir. A 4,775-foot (1,455 m) pipeline supplied the turbines. This was later supplemented by a steam generating station. [5: p123-124] Two locomotive sheds were built, one near the village and another on the north side of the River Nidd, with a further two at Carle Fell Quarry. All had two tracks. Twelve four-wheeled carriages were bought from the Maryport and Carlisle Railway, to provide transport for the workers and their families from Scar House to Lofthouse, and a two-track carriage shed was built to the east of the main complex.” [4][5: p125]
“Six locomotives worked in the quarry. Allenby, Beatty, Haig and Trotter were based at the shed at the top of the main self-acting incline, while Ian Hamilton and Stringer were based in a shed at a higher level. Three steam navvies were used to load stone into the railway wagons, and there were nineteen or twenty steam cranes, all of which were self-propelled and ran on the tracks either in the quarry or on top of the dam.” [4][5: p129]
The main engineering work at Scar House reservoir closed to completion in September 1931 but it was not until July 1935 that filling of the reservoir commenced. “The official opening was on 7th September 1936. Scar House, which gave its name to the reservoir, was demolished. A new Scar House was built, at the foot of the incline from Carle Fell Quarry, which provided a home for the reservoir keeper, and a boardroom for official visits. [5: p130-131] A project to re-route the waters from Armathwaite Gill and Howstean Beck through a tunnel and into the reservoir began in May 1929. A 2 ft (610 mm) gauge line was laid, on which two battery-electric locomotives and twelve wagons ran.” [4][5: p131]
Two 0-6-0ST locomotives ‘Gadie’ and ‘Illingworth’, head a goods train on the line. [12]
Decline
“The start of work on Scar House Reservoir led to an overhaul of existing stock. Seven of the original Metropolitan Railway coaches were upholstered and repainted, while the remaining five were used for the workmen. [The] steam railmotor [Hill] … obtained in 1921, … had previously been owned by the Great Western Railway. It … was fitted with electric lights in 1923. It worked on the public section of the railway, and never travelled beyond Lofthouse. Numerous new and secondhand locomotives were purchased, most for use on construction work, but two, Blythe and Gadie, were fitted with vacuum brakes, and so worked goods trains from Pateley Bridge to Scar House, as well as passenger trains between Scar House and Lofthouse and sometimes Pateley Bridge.” [4][5: p133]
“Passenger trains for the residents of Scar village ran on Tuesdays, Thursdays and Saturdays, the mid-week ones connecting with ‘Hill’ at Lofthouse, and the Saturday ones running through to Pateley Bridge. The 1927 printed timetable showed five trains a day between Pateley Bridge and Lofthouse, but also showed the trains onwards to Scar Village, with a note that these were for exclusive use of residents. Saturday trains were hauled by Blythe or Gadie, but were banked at the rear by another engine above Lofthouse because of the steep gradients.” [4][5: p134]
“Traffic returns showed 106,216 journeys by workmen in 1921, and 41,051 by ordinary passengers. The figure for workmen was not declared after 1922, as the accommodation at Scar Village was available. The peak year for journeys was 1923, with 63,020, after which there was a gradual decline, with 24,906 journeys for the final nine months before closure. The line made a total operating loss of £36,435 between 1908 and 1924, and then made a modest profit until 1929. Fares were cut by one third in early 1929, in the face of competition from motor buses, and a decision was taken to close the line in April 1929.” [4][5: p
“An approach to the London and North Eastern Railway to take over the railway was unsuccessful, and on 31st December 1929, the railway closed to public passenger and goods services. The sections below and above Lofthouse continued to be run as a private railway. [5: p135] The Saturday train to Pateley Bridge for the residents of Scar Village continued until 1932.” [4][5: p133]
The line to Angram was severed by the works at Scar House in 1933. “By 1936, with construction completed, the railway was lifted, and a sale was held at Pateley Bridge on 1st March 1937, where everything was sold as a single lot. … At its peak, the Scar House reservoir project had employed about 780 men, and the population of Scar Village had been 1,135. By 1936, there were just eight houses occupied, and seven pupils at the school, which closed on 31st January 1938.” [4][5: p130 & 138]
A Journey along the Line
“The railway began in Pateley Bridge, close to the River Nidd, with the goods yard just to the north of the B6265 road. The passenger station was a little further north, and is now occupied by a road called ‘The Sidings’.” [4]
The Nidd Valley Light Railway Station, Transshipment Yard and Goods Yard at Pateley Bridge. 25″ Ordnance Survey of 1907/08, published in 1908. [9]The Nidd Valley Light Railway Station Platform at Pateley Bridge in 1907. This image was shared on the Railways Around Harrogate & Yorkshire Facebook Group on 18th January 2024 by Ian McGregor, (c) Public Domain. [17]The same area in the 21st century. ‘The Sidings’ is the cul-de-sac directly above the centre-bottom of the image. The new build further to the North is an extension to Millfield Street. [9]The Sidings. [Google Street view, May 2024]The extension to Millfield Street. [Google Streetview, May 2024]The line’s Carriage Shed and Engine Shed sat to the North of the Station. 25″ Ordnance Survey of 1907/08, published in 1908. [9]The same area in the 21st century. The area of the Carriage and Engine Sheds has now reverted to farmland. [9]
The line headed North “along the east bank of the river, and this section of it now forms part of the Nidderdale Way, a long-distance footpath. Wath station was just to the south of the minor road that crosses Wath Bridge, and had two sidings.” [4]
Wath Railway Station was on the South side of the road between the Corn Mill and Wath Bridge. 25″ Ordnance Survey of 1907/08, published in 1908. [14]The same area in the 21st century. ESRI satellite imagery provided by the National Library of Scotland. [14]Looking South from the minor road into the site of Wath Station. The station building is now a private home. [Google Streetview, May 2024]The line North of the minor road was on a low embankment. [Google Streetview, May 2024]
“The footpath leaves the course of the railway before the station, and follows the bank of the river, crossing over the railway trackbed by Gouthwaite Dam.” [4]
The line passed close to the Northeast end of Gouthwaite Dam. 25″ Ordnance Survey of 1907/08, published in 1908. [15]A very similar area in the 21st century. [Google Maps, October 2025]Beyond the North end of Gouthwaite Reservoir, the route of the old railway can be seen from the minor road which links Coville House Farm to Bouthwaite. This view looks South from the road. The route of the old line is beyond the drystone wall in a shallow cutting. [Google Streetview, May 2024]Turning through 90° to face West, the end of the cutting can be seen on the left of this image, the line ran on beyond the tree at the right side of the photograph. [Google Streetview, May 2024]Further North along the same minor road, the old railway ran to the left of the drystone wall, between it and the electricity pole. [Google Streetview, May 2024]
“The trackbed was close to the shore of the reservoir, and the footpath rejoins it after a deviation to the north west. Ramsgill Station was at Bouthwaite, rather than Ramsgill, just to the south of Bouthwaite Bridge, where the Ramsgill to Bouthwaite road crosses Lul Beck.” [4]
Ramsgill Railway Station at Bouthwaite. 25″ Ordnance Survey of 1907/08, published in 1908. [16]Approximately the same area as it appears on 21st century satellite imagery. The line can easily be picked out close to the bottom-right of this image, to the West of the minor road. The station area remains quite distinct! The route of the line continues Northwest on the North side of the minor road which enters centre-left. [Google Maps, October. 2025]The Station Building at Ramsgill Railway Station in Bouthwaite, the main running line was to the right of the building and crossed the road to the right of the camera. [Google Streetview, May 2924]Looking Northwest from approximately the same place these trees sit on the line of the old railway. Just North of the road, the line bridged the stream running through the village. [Google Streetview, May 2924]
“The footpath rejoins the trackbed briefly at Low Sikes, where there was a level crossing over the Ramsgill to Lofthouse road.” [4]
The level crossing adjacent to the River Nidd at Low Sikes. 25″ Ordnance Survey of 1907/08, published in 1908. [18]The same location in the 21st century. Note the gap in the drystone wall bottom-right which sits on the line of the old railway. [18]Looking Southeast along Nidderdale at Low Sikes. The redline approximates to the line of the old railway in the photograph. Foreshortening of the image significantly tightens the curve of the line. [Google Streetview, May 2024]Looking Northwest alongside the River Nidd from Low Sikes. The line ran approximately straight ahead from the sign post in the foreground. [Google Streetview, May 2024]
The next significant location along the line was Lofthouse Station which sat on the South side of the village of Lofthouse, between the road and the river.
Lofthouse Railway Station sat on the Northeast bank of the River Nidd. The railway crossed the River Nidd on a bridge shared with the highway. [6]A similar area in the 21st century. [6]Lofthouse Railway Station building in 21st century, seen from the Southeast. [Google Streetview, May 2024]Lofthouse Railway Station building in 21st century, seen from the Northwest. The railway and platform were on the right of the building. [Google Streetview, May 2024]This road bridge over the River Nidd was once shared with the light railway, the red line shows the route of the line. [Google Streetview, May 2024]Once across the river the line turned sharply to the North to follow the road to Scar House. It followed the West shoulder of the road with the River Nidd off to the East of the road. [Google Streetview, May 2024]
The metalled road is owned by Yorkshire Water but open to the public. The line continued North remaining on the West shoulder of the road.
“The bricked up tunnel can be seen about 2 miles (3.2 km) from Lofthouse, where the road and river turn sharply west. There is a picnic spot near the southern portal of the tunnel.” [4]
Beyond Goyden Tunnel the original line (still used by Southbound trains after the tunnel was built) bears sharply to the West. [Google Streetview, May 2024]Before the tunnel was constructed a short passing loop was provided on the sharp bend. It was not long enough to allow any significant trains to pass but it mitigated the risk of collision! [19]
Images from two different OS sheets surveyed in the late 1920s show the tunnel noted above. [20]
The line from this point on travelled in a westerly direction. Originally the railway ran through the site of Scar House Reservoir as far as Angram Reservoir. Travellers on the railway would have been able to look down and see a small reservoir formed to secure the intake of the pipeline which served Bradford. Its Dam was called the Nidd Intake Dam.
The Nidd Intake Dam and Reservoir. 25″ Ordnance Survey of 1907/08, published in 1908. This reservoir was swamped by the later Scar House Reservoir. [22]This map extract comes from the 6″ Ordnance Survey of 1907 which was published in 1910. The Light Railway has been built but there is no sign of construction work on the Angram Reservoir. [23]A much later OS Map (1956) showing Angram Reservoir with the route of the old railway marked by red dashes. Note that Scar House Reservoir intrudes at the top-right of this map extract. [24]
At Scar Village there is another picnic spot and a car park. The railway followed the most northerly of the two tracks at this point.
A relatively low grade image showing the area close to Scar House Reservoir on which Scar Village was built. The original line of the railway in the track on the northside of the site of the village. The village historical survey report from which this image has been taken provides details (In some depth) of the site of the village and can be found here. [25]
“At Scar Village there is [a] picnic spot and a car park. The railway followed the most northerly of the two tracks at this point. Another track down to the weirs follows the course of one of the zig-zag tracks across the valley. A footpath crosses the dam to the north side of the lake, where the incline to the quarry is still clearly visible. Another road, open to the public on foot, follows the trackbed along the southern edge of Scar House Reservoir, to reach Angram dam. The course of the railway is clearly visible on the modern 1:25,000 Ordnance Survey map for almost the entire length of the railway.”[4]
A short video about Scar Village and the work on Scar House Dam. [21]
References
The Why and the Wherefore; in The Railway Magazine, February 1952; Tothill Press, Westminster, London, p142-144.
Manchester Mayfield 3rd September 1955. Longsight’s Stanier 2-6-0 42960 is ready to depart with a suburban service. Photo H C Casserley.
A short note about extensive alterations at Manchester London Road Station appeared in the December 1958 issue of The Railway Magazine. The major alterations were designed to accommodate the electrification of the line between Manchester and Crewe. [1]
The Railway Magazine reported that “The improvements include[d] the construction of three new platforms, the lengthening of the existing platforms, to accommodate 16-coach electric trains, and the widening of the concourse. The station [would] thus have 14 platforms, of which ten [would be devoted to main-line and local traffic on the former London & North Western line, and the remainder to trains on the Great Central route. When the alterations [were] completed, the adjoining terminus at Mayfield [would] cease to deal with passenger traffic. A new power signalbox [would] control the area extending to East Didsbury and Heaton Chapel, and will replace 13 manual boxes. Electric trains [would] not be an innovation at London Road, because the Altrincham line was electrified in 1931, and the Sheffield line in 1954.” [1]
The text in bold highlights the closure of Mayfield Station to passenger traffic. This article focuses on Mayfield Railway Station. ….
Mayfield Station had only ever been something of which I was vaguely aware despite having lived in the Manchester area for large parts of my life.
Manchester Mayfield Station was, “on the south side of Fairfield Street next to Manchester Piccadilly station, [Manchester London Road station, as it was in 1958]. Opened in 1910, Mayfield was constructed as a four-platform relief station adjacent to Piccadilly to alleviate overcrowding. In 1960, the station was closed to passengers and, in 1986, it was permanently closed to all services having seen further use as a parcels depot.” [2]
“Opened on 8th August 1910 by the London and North Western Railway, Manchester Mayfield was built alongside Manchester London Road station (later Piccadilly) to handle the increased number of trains and passengers following the opening of the Styal Line in 1909. [4][5: p7] The LNWR had considered constructing a new platform at London Road between the [Manchester, South Junction and Altrincham Railway’s] MSJAR’s platforms 1 and 2, which were renumbered 1 and 3 in anticipation, but this was abandoned in favour of the construction of Mayfield; the platforms nevertheless remained renumbered. [6: p167] Four platforms were provided and passengers could reach London Road via a high-level footbridge. [6: p167][7: p43] Mayfield suffered the effects of bombing during World War II, when it was hit by a parachute mine on 22nd December 1940.” [8: illustration 40] [2]
Manchester Mayfield Railway Station as it appears on the 25″ Ordnance Survey of 1914. [21]
Mayfield was a relief station, mainly used by extra trains and suburban services to the south of Manchester [6: p167] – places such as Cheadle Hulme, Buxton, Alderley Edge, Chelford and Stockport. [9: table 97] “In the London Midland timetable of September 1951, the Pines Express from Bournemouth West is shown as arriving at Mayfield at 4.30pm (16.30) on Mondays to Fridays. On Saturdays, this train used Piccadilly station, then known as London Road. [10: table 17] In the 1957-8 timetable, the Pines Express still arrived at Mayfield on Mondays to Fridays, now at the time of 4.45pm (16.45).” [11: table 21][2]
For a brief period during the electrification and modernisation of London Road station, Mayfield Station was the Manchester terminus for many diverted services. [12: p86-87] It was closed to passengers on 28th August 1960 with the completion of the electrification and modernisation works at Manchester London Road station. [13: p92]
“The site was converted into a parcels depot, which opened on 6th July 1970. [4] Royal Mail constructed a sorting office on the opposite side of the main line and connected it to Mayfield with an overhead conveyor bridge, which crossed the throat of Piccadilly station.” [2]
The depot closed in 1986, following the decision by Parcelforce, Royal Mail’s parcels division, to abandon rail transport in favour of road haulage. The tracks into Mayfield were removed in 1989, as part of the remodelling of the Piccadilly station layout. The parcels conveyor bridge was removed in 2003 with the Sorting Office being rebuilt as the Square One development, prestige offices used by Network Rail. [2]
The site of Mayfield station is the property of London and Continental Railways. [2] The interior of the station was used in Prime Suspect as a drug dealer’s haunt. [4] It was also used as a double for Sheffield railway station in The Last Train. The roadside building was gutted by a fire in 2005. [4]
There are, or have been, various plans for the use of the site of Mayfield station. These include:
Reopening as a station
“A study was carried out by Mott MacDonald in 2000, which looked at possibilities of increasing capacity at the Piccadilly station. One solution put forward would see the track quadrupled between Slade Lane Junction and Piccadilly, with a pair of through platforms in the Mayfield goods yard to the south of Piccadilly’s platforms 13 and 14 linked to additional running lines to Ashburys station. This proposal was supported by the Greater Manchester Passenger Transport Executive as it would increase usable train paths through Piccadilly by between 33% and 50%; the extra track would, however, require an expensive extension to the Piccadilly – Deansgate viaduct carrying the track from Slade Lane. The location of the proposed platforms was also criticised, as it would entail ‘a long walk for passengers wishing to interchange with other terminating rail services at Manchester Piccadilly or access the city centre’.” [2]
Other options would have the station used again as a terminus, providing a rail link to Manchester Airport or, alternatively, the lines might be extended through Mayfield and connected to the existing line to Manchester Oxford Road railway station. [2][4]
“Further proposals were put forward in 2009 by the Greater Manchester Integrated Transport Authority for reinstating Mayfield as an operational station, to alleviate capacity problems at Piccadilly Station. [14] However, as part of the Northern Hub railway development scheme across Northern England, Network Rail now plans to increase capacity on the existing Oxford Road-Piccadilly route by widening the viaducts and adding two additional platforms (15 and 16) to the south side of Piccadilly station. [15] There are no plans to re-open Mayfield station for public transport.” [2]
Commercial redevelopment –
In 2008, an alternative scheme involving Manchester Mayfield was put forward. This proposal would see the station as part of a new 30-acre (120,000 m2) city centre district immediately adjacent to Piccadilly Station. That project would have created more than 6,000,000 square feet (560,000 m2) of offices contained in office blocks up to 12 storeys high, and would be completed over a period of 15 years. The scheme was led by “Mayfield Manchester”, a joint venture company between Ringset, part of the Wrather Group, and Panamint; the company owns around 90% of the land around the station as of 2008, but do not own the station itself. In April 2008,Manchester Mayfield were said in talks with its owners of the station site, BRB Residuary. [2]
Other schemes were also under consideration:
Conversion into a Coach station by National Express to replace their Charlton Street facility [2]
Government Offices – in May 2009, the site was earmarked for a development which would have housed 5,000 civil servants. It would have required the demolition of Mayfield station. This did not go ahead at the time but the idea was revived in 2015 as one of a number options for the site. [16] one of those options was for a very significant redevelopment of the area around Piccadilly station and the Mayfield area, involving the demolition of both Mayfield station and Gateway House. [28][29] However the status of this is now unknown due to the cancellation of the HS2 Manchester leg. [2]
Entertainment Venue – in 2019, some of the site was converted into Depot Mayfield, a 10,000 capacity venue for culture located at Manchester’s historic former railway Mayfield as part of a £1 billion regeneration project. [17] It regularly hosts The Warehouse Project, a series of club nights. [2]
There is continued interest in the site as an urban regeneration area and it is proposed to replace the station with offices, residential developments and a significant urban green space.
The new green space, ‘Mayfield Park’ opened in 2022. [18]
Manchester Mayfield Redevelopment and ‘Mayfield Park’. [19]
“Mayfield will facilitate transformational change at the eastern gateway of the city centre close to Piccadilly Station. The 20 acre site provides the opportunity to create a distinctive and unique city centre district. The vision for Mayfield is for a distinctive, world class development delivering significant new commercial space, and up to 1500 new homes alongside a mix of retail and leisure facilities all centred on a new 6.5 acre city centre park.” [19]
C.R. Clinker; LNWR Chronology 1900-1960; David and Charles, Newton Abbot, 1961.
Sydney Richards; Manchester and its Railways; in Railways: The Pictorial Railway Journal, Volume 8No. 91, Railway World Ltd., London, November 1947.
S. Hall; Rail Centres: Manchester; Ian Allan Publishing, 1995.
E. M. Johnson; Scenes from the Past: No. 3, Manchester Railway Termini; Foxline, 1987.
British Railways London Midland Region Passenger Services Timetable 16th September 1957 to 8th June 1958.
British Railways London Midland Region Passenger Services Timetable, September 10th 1951 until further notice.
British Railways London Midland Region Passenger Services Timetable 16th September 1957 to 8th June 1958.
Oswald S. Nock; Britain’s New Railway; Ian Allan Publishing, 1966.
C. R. Clinker; Clinker’s Register of Closed Passenger Stations and Goods Depots in England, Scotland and Wales 1830–1977; Avon-AngliA Publications & Services, Bristol, October 1978.
The December 1958 issue of The Railway Magazine featured three photographs of Beyer Garrett locomotives at work in East Africa. These were giants of the metre-gauge that grappled with long loads on steep inclines and at times sharply curved track radii. [1]
1. EARClass ’55’ Garratt No. 5504 at Diva River
Class ’55’ Garratt No. 5504 on the up mixed train at Dura River. [1: p849]
The KUR EC5 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built during the latter stages of World War II by Beyer, Peacock & Co. in Gorton, Manchester for the War Department of the United Kingdom. The two members of the class entered service on the Kenya-Uganda Railway (KUR) in 1945. They were part of a batch of 20 locomotives, the rest of which were sent to either India or Burma. [2: p64]
The following year, 1946, four locomotives from that batch were acquired by the Tanganyika Railway (TR) from Burma. They entered service on the TR as the TR GB class. [2: p64]
In 1949, upon the merger of the KUR and the TR to form the East African Railways (EAR), the EC5 and GB classes were combined as the EAR 55 class. In 1952, the EAR acquired five more of the War Department batch of 20 from Burma, where they had been Burma Railways class GD; these five locomotives were then added to the EAR 55 class, bringing the total number of that class to 11 units. [2: p64]
This locomotive was Works No. 7151, War Department No. 74235, War Department India No. 423. It was one of the two that went to Burma Railways (their No. 852) from where it was purchased by Tanganyika Railways in 1946 and became their No. 751. It came to the EAR in 1949 and received the No. 5504. [3]
Sister locomotives in Class 55 can be seen here [7] and here. [8]
Dura River was the last station on the Western Extension before the end of the line at Kasese, Uganda. The River flowed North to South towards Lake George and was crossed by the railway at the Eastern edge of the Queen Elizabeth National Park. Mapping and satellite imagery in the area are not highly detailed – the following images are the best I can provide. …
The EAR 58 class was a class of 1,000 mm (3 ft 3 3⁄8 in) gauge, 4-8-4+4-8-4 Garratt-type articulated steam locomotives built by Beyer, Peacock & Co. in Manchester, England, in 1949. [9]
The eighteen members of the class were ordered by the Kenya-Uganda Railway (KUR) immediately after World War II, and were a slightly modified, oil-burning version of the KUR’s existing coal-fired EC3 class. By the time the new locomotives were built and entered service, the KUR had been succeeded by the East African Railways (EAR), which designated the coal-fired EC3s as its 57 class, and the new, oil-burning EC3s as its 58 class. [2: p66][9]
No. 5804 was built in 1949 (Works No. 7293) and originally given the KUR No. 92. Its sister locomotive No. 5808 (Works No. 7297, given KUR No. 96 but never carried that number) was the first to enter service with the EAR. [9]
EAR ‘Class 58’ Locomotive No. 5803 (a sister to 5804) is seen here at Changamwe, Kenya, with the Mombasa–Kampala mail train, circa 1950-51. [9]
Other locomotives in the class can be seen here, [11] here, [12] and here. [13]
Kikuyu Station is 20 kilometres or so from Nairobi, during construction of the railway, railway officers established a temporary base in Kikuyu while they supervised work on the laying of the track down at the rift valley escarpment.
Daily mixed train, headed by class ’60’ Beyer-Garratt locomotive No. 6021, Sir William Gowers,” about to leave Kasese, terminus of the East African Railways & Harbours Western Extension in Uganda. [1: p849]
The EAR 60 class, also known as the Governor class, was a 1,000 mm (3 ft 3 3⁄8 in) gauge 4-8-2+2-8-4 Garratt-type articulated steam locomotives built for the East African Railways as a development of the EAR’s existing 56 class. [2: p77]
The 29 members of the 60 class were ordered by the EAR from Beyer, Peacock & Co. The first 12 of them were built by sub-contractors Société Franco-Belge in Raismes (Valenciennes), France, and the rest were built by Beyer, Peacock in Gorton. The class entered service in 1953-54. [2: p77]
Initially, all members of the class carried the name of a Governor (or equivalent) of Kenya, Tanganyika or Uganda, but later all of the Governor nameplates were removed. [2: p77]
No. 6021 was built by Beyer Peacock (Works No. 7663). It was not one of the class built by sub-contractors Société Franco-Belge. It was given the name ‘Sir William Gowers’ when first put into service, losing the name along with other members of the class in the 1960s after independence. …
Other members of the class can be seen here, [17] here, [18] and here. [19]
Kasese Station only became part of the rail network in Uganda in 1956. The construction costs of the whole line from Kampala were very greatly affected by the difficult nature of the country in the final forty miles before Kasese. Severe problems were presented by the descent of the escarpment, which involves a spiral at one point, while from the foot there is an 18-mile crossing of papyrus swamp through which a causeway had to be built, entailing a vast amount of labour. The extension to Kasese was built primarily to serve the Kilembe copper mines. Construction of the line from Kampala to Kasese took approximately five years. [21]
Roger Farnworth 
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