Category Archives: The Railway Magazine

Two Highlights from the Mountain Railways of New Zealand’s North Island

Both the Rimutaka Incline and the Raurimu Sprial were highlighted by Will Lawson in an article in The Railway Magazine in 1909. [1]

The Rimutaka Incline

Will Lawson wrote about the mountain railways of New Zealand in the August 1909 issue of The Railway Magazine. [1] The two principal lines on the South Island were under construction at the time of his article. Those on the North Island were already in use. We look first at the Rimutaka Incline. …

A passenger train Scending the I in 15 Rimutaka Incline – Three locomotives manage the train, a conventional ‘Mallet’-type locomotives heads the train with two ‘Fell’ locomotives in a powerful supporting role, © Public Domain. [1: p121]

Will Lawson wrote:

“It is raining at Cross Creek, that lonely railway outpost at the foot of the Rimutaka Incline. Heavy vapours cling to the mountain, and out across the valley only a cloak of mist is to be seen. In the winter twilight, the mail train from Napier arrives. The engine which has hauled it over the plains is uncoupled. With her big driving – wheels, she could hardly propel herself up the 1 in 15 grade which now confronts her, and she gives way to two black, squat-funnelled Fell engines, which already are moving out from the running-shed to be attached to the train. They are followed by No. 66, a huge freight engine, which rolls along with an air of supreme disgust, as though this business of climbing mountains was beneath her contempt. These grimy black monsters, with never a gleam of brass about them, take the mail to the summit-No. 66 in the lead, and the two Fell engines at convenient distances, sandwiched among the carriages, while three brake-vans bring up the rear. These have powerful brakes, which operate on a centre rail laid between the usual rails carrying the wheels. On this rail the Fell engines also grip with their bevel grip-wheels. The carriage lamps are lighted, and the Cyclopean eye of each steel Goliath gleams through the rain. It is 21 miles to the summit, on a greasy rail, up the side of a black, wet mountain. Yet a glance at the hissing, steaming engines now attached to the train gives reassurance. They have an air of irresistibility that is most convincing, and they apparently scorn the grade which rises abruptly outside the level station yard. The leading engine blows her whistle; the sound is echoed by the other two; white steam shoots skyward; and the train glides away from the lonely settlement.

Standing on the level, the water-gauges appear to be empty, but as the engine meets the hill and her bevel-wheels slide on to the centre rail to be firmly clutched thereon by a powerful lever, the water, owing to the tilt of the engine, rises in the glass to a normal level. One reason for not filling the boiler up when on the level is that if there is too much water in the boiler, the heavy blast of the exhaust steam causes ‘priming’. This, of course, is fatal to effective driving.

The bevel wheels on the Fell are driven by an engine distinct from that which drives the ordinary driving-wheels, and as both sets of wheels slip occasionally, the exhaust from the Fell engines occurs with some irregularity. The effect is peculiar, suggestive of an asthmatic Samson climbing a greasy pole. In contrast, the steady thrash! thrash! of No. 66 has dignity. The pace is the merest crawl, scarcely exceeding a walking pace, and the din from the three engines is deafening. This is due to the extremely high pressure at which the boilers are worked. The exhaust steam, mingled with smoke, shoots up for a distance of some 30 ft., and there swirls and hangs in a heavy cloud, which, dimly seen in the coming darkness, marks the progress of the train along the mountain side. The glare from the open fire-doors transforms the cloud of steam into a mass of wicked red vapours, which, with the black, foggy mountains and yawning ravines, makes the scene almost Mephistophelean in its luridness. The train of carriages appears as a procession of glow-worms crawling through a night of foggy density.

On the Incline the shovel is never idle, and in the half-hour occupied in making the ascent the fireman exerts enough energy to run her 20 miles or so on the level. Even on the ends of the hair of his head drops of perspiration cling. In the cab there is only that shielded lamp, so designed that it throws its light on the water-gauge and steam-gauge. The driver’s eyes are shielded from it, as they also are from the furnace glare. Drivers and firemen may elect to work on this section of line or not, as they choose. Extra pay is given them, and in the busy season a great deal of overtime is to be earned. There is one driver who has continued on this run for 20 years, and there are others who are content to stay, despite the, to the lay mind, severity of the ordeal to be gone through in each up-run, especially on thick, wet nights. On such occasions the engine eats coal – one may almost hear her chewing it, and the resulting smoke is suffocating in the tunnels of which there are three – two short ones on the way up and a long curving one at the summit. Best Coalbrookdale is burned – the hottest, cleanest coal obtainable.

Now, some distance up the track looms the first tunnel, piercing an outstanding spur. The engine whistles, there is a sound of slamming windows, with which the engines are fitted, and then such a pandemonium of sound as cannot be imagined. It is an inferno. The 30-foot column of expanding steam and smoke is confined by the tunnel’s arch about 2 ft. above the funnel, and there follows a terrific compression which forces the hot vapours into the engine-cab in spite of windows. Each thrash of the spouting funnel stuns like a blow, the sulphur suffocates, the heat scorches. And on top of all these the fireman opens the fire-door and tosses coal in. Then it seems that there is no air to breathe at all. The wet rail is making the pace slower than usual, though the leading engine, having a dry rail in the tunnel, is exerting herself to get out as quickly. as possible. Still the stuttering, thrashing exhaust thuds on the tunnel’s arch: the tiny lamp in the cab gleams faintly through the smoke; the wicked red shafts from the air-holes in the fire-door radiate their redness in the suffocating atmosphere. Then the clamour of the funnel quietens; the windows are shot open; driver and fireman lean out to breathe God’s air once more. The men in the second and third engines have a worse time than those in the leader, as the tunnel becomes hotter and more foul with the passage of each engine. Onward, upward, she goes – slipping and racing – sanding and swearing. When the wheels slip, sand is thrown upon the rail, but before this is done, steam is shut off. If the sand were thrown under the spinning wheels while steam is on, possibly every rod and crank would be broken owing to the sudden check to the revolving wheel jarring these parts and throwing undue strain upon them.

Another tunnel is passed through, after which the pace quickens. The ‘long straight’ is reached. Here the grade is easier, and the line is straight. So the engines quicken their stroke, and when the last tunnel appears, they are making better time. Into this horseshoe shaped hole in the mountain crest the one-eyed, black giant of steel thunders. She crashes and rumbles along, her crew coughing in the smoky atmosphere. Then clang-clang! clang-clang! A bell, swung at the side of the tunnel and rung by the wheels of each passing vehicle, cries weirdly, telling that the uphill fight is over, the level road is here at last. The engine’s beat becomes more rapid as each carriage tops the grade to the ringing of the bell. As the other engines reach level ground the pace becomes the normal pace of a train running into a station. Ding-dong! ding-dong! A deep-toned bell moans its message through the vaulted place. The grade is a down one now, into the Summit station. The centre grip-rail ends abruptly, and the train rolls into the Summit yard, where an engine of the usual tank type takes it over from the monsters of the mountains, and away down the 1 in 35 grades which lead to Wellington.” [1: p123-126]

A passenger train climbing the incline, date not known, © Public Domain. [2]

The Rimutaka Incline was built in the early 1870s and, as of 1909, was the steepest commercial railway in the world (the only railway on a grade of 1 in 15 on which ordinary rolling stock was used). “It [crossed] a spur of the Tararua Range at an elevation of 1,114 ft. above sea-level, and about a dozen trains [passed] over it in each direction daily.” [1: p121] It avoided what would have been a 25 mile (or more) deviation. Until the middle of the first decade of the 20th century, the line was worked by Fell locomotives alone, by 1909 a Mallet type of locomotive (designed and built in New Zealand specifically for work on the incline) was included in the roster.

Fell locomotives operate conventionally on regular gradients but are equipped with an extra four laterally-set wheels, which grip an additional centre-rail laid between the usual rails. The “lateral wheels are driven by a separate set of engines located under the smoke-box, and they are pressed to the rail by a lever which the fireman moves when the engine reaches the place where the centre-rail begins. Until that place is reached, progress is made by the usual driving wheels. The pressure exerted by the four grip wheels amounts to 70 tons, and, in addition, the engine has two powerful brakes, having jaws which grip the centre- rail in case of a stoppage and when descending the incline.” [1: p122]

The bottom end of the Rimutaka Incline, showing the beginning of the central grip rail, © Public Domain. [1: p123]

In 1909 the relatively new Mallet-type loco, No.66, was proving to be highly effective. It was “65 tons in weight, carried on 12 driving-wheels and two leading wheels, an articulated tank engine working at a pressure of 200 lbs. to the square inch. The driving-wheels [were] in two [six-coupled sets], each set being driven by compound engines, the exhaust from the rear cylinders occurring through a pipe on the top of the engine cab. On the incline this engine [could] pull a train weighing 110 tons, and to accomplish this she [burned] half a ton of coal. Usually, however, she [took] the train up the hill in conjunction with the Fell engines.” [1: p122]

No. 66, one of the E Class, Duplex ‘Mallet’-type Locomotives (2-6-0-0-6-0T) built specifically for use on the Rimutaka Incline (with no ‘Fell’-type grip-rail apparatus, © Public Domain. [1: p126]

The incline was on the line from Wellington to Napier with the steep upward grade being on the Napier to Wellington service.

Wikipedia tells us that the “Rimutaka Incline was a 3-mile-long (4.8 km), 3 ft 6 in (1,067 mm) gauge railway line on an average grade of 1-in-15 using the Fell system between Summit and Cross Creek stations on the Wairarapa side of the original Wairarapa Line in the Wairarapa district of New Zealand. … The incline formation is now part of the Remutaka Rail Trail.” [2]

Wikipedia provides this schematic ‘map’ of the incline which lifted trains from 272 ft. above sea-level to 1,141 ft. above sea-level, © Public Domain. [2]

The background history of the Incline

These notes come from the Wikipedia entry about the incline. …

The construction of a railway from Wellington to Masterton was authorised in the Railways Act passed on 13th September 1871. Julius Vogel, Colonial Treasurer, travelled to England to raise finance for a major public works programme for railway construction. Vogel returned via the United States, where he studied rail systems.

After the Act was passed, a survey party investigated four different routes. A commonality between all the proposals was the section from Upper Hutt to Kaitoki (later Kaitoke). Between Kaitoke and the Wairarapa, the four proposals were the Tauwharenikau Route, Mr Sinclair’s Route, a coastal route and the Pakuratahi Route.

While the government was conducting its surveys, Wellington Province Superintendent William Fitzherbert instructed his Provincial Engineer, Charles O’Neill, to investigate the possibility of a railway through the Rimutaka Valley (the route of the road between Featherston and Upper Hutt), with a tunnel through the dividing range. The survey was carried out between May andJuly 1871, and O’Neill reported that a tunnel 130 chains (2.6 km) long would be required, with the line rising at 1 in 60 from the Pakuratahi to the tunnel then descending at 1 in 40 to Featherston. This survey was forwarded to the Minister for Public Works.

In mid-1873 the route to Featherston was chosen after a final survey for the route from Upper Hutt to Summit.

For the line between Summit and the Wairarapa, several proposals were considered. The first, with gradients up to 1 in 30, was dismissed. It was found that to keep the gradient to no steeper than 1 in 40, curves of three chains (60 m) radius would be required. This would have required special rolling stock and heavy earthworks and was thus abandoned.

Another proposal was known as the Birch Spur Incline. This would have involved the line continuing from Summit to Birch Spur from where a rope-worked incline would convey traffic to the valley floor where the railway would continue through a narrow valley to the Wairarapa plains. The Public Works Department engineers investigating this proposal were unable to locate a suitable incline, so this proposal was also abandoned.

The last option was a three-mile (4.8 km) incline with gradients averaging 1 in 15 “to be worked by locomotives of an unusual nature”. This line was the most favourable from an engineer’s point of view, and required not unreasonable earthworks. The final decision was made by the head of the Public Works Department, John Carruthers. He determined that an incline worked by the Fell system would be suitable, and cited the Mont Cenis Pass Railway as an example. Though special locomotives would be required, factors in its favour were that ordinary rolling stock could be used and it was a proven system. It was to be the third and last Fell system employing the centre rail for both tractive power and braking, and the longest surviving. Though it was considered to be a “temporary” measure, it outlasted the second such system in Brazil by 72 years. [2]

Construction

Construction of the Rimutaka Incline was included in two contracts that were let for the building of the original Wairarapa Line. These contracts were known as the Summit contract and the Incline contract. [2]

The Summit Contract included the excavation of Summit station yard and related drainage, Summit tunnel, and formation work to a point 26 chains (523 m) beyond the tunnel. It was the shortest contract of those let for the line, it was finished by the original contractor, and it had the fewest alterations. Work was to start on 12th July 1874 and to be completed by 22nd July 1876, at which time the Pakuratahi contract was due to be completed. [2]

Summit yard was a large cut into the hillside, 120 feet (37 m) wide and 500 yards (460 m) long initially. Excavations removed material to a depth of 15–20 feet, with this fill being dumped on the opposite side of the yard to form level ground. On the hillside above the yard, further ground was levelled and houses erected thereon. [2]

After the yard had taken shape, work commenced on the tunnel. The approach to the tunnel was about 6 chains long and up to 60 feet (18 m) deep. The line entered the tunnel on a downward grade of 1 in 1,000, steepening to a grade of 1 in 15 at the eastern portal. At that end a small drainage tunnel had to be built to divert a stream that had flowed down a steep gully where the tunnel mouth was to be. The maximum height of the tunnel was 15 feet (4.6 m) above the floor: once rails were laid the maximum clearance was 13 feet 9 inches (4.19 m) The width of the tunnel varied from 10 feet 6 inches (3.20 m) at the floor to 12 feet (3.7 m) at 7 feet 6 inches (2.29 m) above the floor. Despite castigation from various parties, it was not until March 1877 that work on both ends of the tunnel met at the middle, having taken three and a half years to complete. [2]

The Public Works Department lined the tunnel after the rails had reached the site, enabling them to use work trains to bring materials and other supplies in. It was during this phase that the only fatality on this contract occurred: on 3rd May 1878, a sizeable portion of the lining collapsed on two men. One was killed outright, the other lost his eyesight due to severe head injuries. [2]

The Summit contract was completed on 10th December 1877, 17 months behind schedule. [2]

The Incline Contract was let on 5th October 1875 to Charles McKirdy for the sum of £49,029. The contract covered the formation only, with the Public Works Department responsible for track laying. [2]

Work on the contract began on 22nd October 1875. None of the major earthworks seem to have presented any great difficulties, save the lower tunnel, which was plagued by accidents and materials failures largely because of the unstable nature of the rock through which it passed. The tunnel was named Price’s after the manager McKirdy employed for this contract. On 2nd March 1876, two men died due to a cave-in of the tunnel roof. [2]

Between October 1877 and March 1878, platelaying was completed up to Summit. This enabled the use of work trains to haul up materials that were used to line Summit Tunnel. Track laying on the incline commenced in April 1878 and reached Cross Creek the following month. During this work, locomotive H199 was stabled at Summit and used to haul work and ballast trains to the railhead. [2]

Initially, only simple arrangements were made for the station yard at Cross’s Creek, as it had yet to be decided the nature of operations on the Incline. It consisted of the main line, an engine siding of 10 chains, and the runaway siding. [2]

After formation work continued beyond Cross Creek, McKirdy ran out of time and money, with the remainder of his contract being picked up by his guarantors, T. W. Young and Robert Greenfield. They finished the formation to Featherston on 17th August 1878, with track laying finishing the following month. The contract was completed 13 months late. [2]

Operation – Initially, trains on the incline were limited to the weight that could be managed by a single locomotive. After complaints from management of the expense of running too many trains, two locomotives seem to have been used, both at the head of the train. From 1887 trains were worked with multiple locomotives, each at the head of its rated load. As the maximum weight of a train during this period was 150 tons, no more than three locomotives were used per train. Train operations continued to be modified until by 1908 the maximum load allowed per train had increased to 250 tons descending and 260 tons ascending. [2]

When the line opened, there were two Fell brake vans in service, each 12 ft 6 in (3.81 m) long and 5 ft 9 in (1.75 m) from floor to ceiling, with open platforms at either end. The wear on the brake blocks fitted to these vans was so severe that a set of blocks seldom lasted more than one trip down the incline. Like the positioning and loading of the locomotives, the arrangements for positioning of the Fell vans varied until they were largely standardised by 1897. For ascending trains, Fell vans were placed at the rear of the train. For descending trains, a Fell van was placed between the locomotives and the leading vehicle. If the gross weight of the train exceeded 120 tons or included more than 15 vehicles (excluding the locomotives in both cases) a second Fell van was attached to the rear of the train. These rules applied before the introduction of the Westinghouse continuous air brake. The Fell locomotives were never turned, running cab first on descending trains. [2]

As descending trains departed Summit the “through” guard applied the brakes on the leading vehicle, then moved through the train applying the brakes on the other vehicles until he reached the train van, which also had brakes that had to be applied. Each Fell van had its own guard to operate the two sets of brakes. [2]

After the introduction of the continuous brake system in 1903 it became possible to operate trains with five locomotives, and on descending passenger trains up to five Fell brake vans could be used – two next to the locomotives, one in the middle, and two at the rear. As each brake van had its own guard and the train had a train guard and locomotive crews, a train with five brake vans and four locomotives had a crew of 14, which added to the expense of the operation. Moreover, to reduce the strain on couplings, when several locomotives were used they would be distributed through the train, as can be seen from photos. This necessitated significant re-marshalling of the train at either end of the incline. [2]

Instructions issued in 1885 regarding the use of the safety siding required that the points for the incline be set to the safety siding. As descending trains approached the Cross Creek yard, the driver of the leading locomotive sounded a long whistle, which signalled that all was well. On hearing this signal the signalman would set the points for the arrival road. As far as is known no real emergency occurred. Cross Creek had an unusual six-lever partially-interlocked signalling installation and had no “distant” signals so had points indicators which applied to the “main” line (see Heine for station layout), while Summit had a fully interlocked 27-lever frame. [2][3]

Unusual traffic included four royal trains: for the Prince of Wales in 1921; the Duke (later King George VI) and Duchess of York in 1927; the Duke of Gloucester in 1935; and Queen Elizabeth II and the Duke of Edinburgh in 1954. Trains were diverted from the Manawatu line due to slips, floods or other mishaps. [2]

The original yards at Cross Creek and Summit were sufficient for the traffic levels of the time, but increasing traffic brought about incremental additions. The full extent of the Summit yard was reached in 1903, which coincided with the introduction of full signalling and interlocking, not introduced to Cross Creek until 1915. [2]

The Fell locomotives (H class) were not to be operated on any part of the railway other than the Incline, with the sole exception of conveying them to the Petone (and later Hutt) Workshops for maintenance. In the latter case, bunkers, water tanks and boilers were to be empty and the locomotives were to be towed at a speed not exceeding 10 miles per hour (16 km/h). These rules were relaxed to allow the locomotives to travel light engine to Petone and back under their own steam, subject to the same speed restrictions. In 1887 they were permitted to be operated between Cross Creek and Pigeon Bush, later extended to Featherston to enable them to be used for banking purposes. Running rights between Cross Creek and Featherston were revoked about 1943. [2]

Speed limits for trains on the Incline were changed several times. From 1884 to 1888 the limit was 6 mph (9.7 km/h) ascending and descending, except light passenger trains for which the limit was 8 mph (13 km/h). In 1888 these limits changed to 5 mph (8.0 km/h) up, 9 mph (14 km/h) down. The limits were finally 6 mph (9.7 km/h) up, 10 mph (16 km/h) down. [2]

Various classes of locomotives were deployed to supplement the H class when one or more was away for maintenance or repairs, including

W192 and 238 2-6-2T locomotives, built in 1889 and 1891 respectively, which spent most of their time on the Wellington to Summit section until their transfer in 1909;
54-ton We 4-6-4T locomotives rebuilt from 4-8-0 B Class locomotives, rated to haul passenger trains up to 55 tons and goods trains up to 60 tons, until 1906, after which they were used mainly on the Upper Hutt to Summit section and rated to haul passenger trains up to 130 tons, mixed trains 150 tons and goods trains 155 tons, and were then later sent to work on the Rewanui Incline on the South Island;
65-ton E 66, rated to haul 80 tons up the Incline, and nicknamed Pearson’s Dream. In 1910 it was transferred to banking duties on the Wellington to Johnsonville section, but it was never popular with crew. (This is interesting, given Lawson’s very positive description of the loco in use on the Incline);
Wg 480 4-6-4T locomotive, during the first World War.

After the Great War traffic was well within the capabilities of the six H class Fell locomotives. [2]

The mileages run by the H class locomotives show notable increases that correspond to economic and other major events, such as the opening of the Wairarapa Line as far as Masterton, completion of the line to Woodville, and the nationalisation of the Wellington and Manawatu Railway. With the opening of the railway to Masterton the annual mileage of the H class rose from less than 7,000 to more than 8,000, in 1883–1897 to 34,000, and to 42,000 when the line was opened to Woodville and began carrying traffic from the Hawke’s Bay. Mileage peaked at 64,123 in 1906–07, about 10,687 miles per locomotive or 1,780 return Incline trips. [2]

Wairarapa railcars

In 1936 seven lightweight Wairarapa railcars, RM 4–10, were introduced between Palmerston North, Masterton and Wellington. They were specifically designed for the Incline, and were built at the Hutt Workshops. They were named after historic Maori canoes: Maahunui, Mahuhu, Mamari, Matahourua, Mataatua, Arai-te-Uru and Arawa. Initially powered by 130 horsepower (97 kW) Leyland petrol engines, they were upgraded after several years to 120 horsepower (89 kW) diesel engines. They had a single rear driving axle with 38½” (978 mm) diameter wheels, necessitated by the need for the axle and final drive unit to have sufficient clearance above the Incline’s centre rail. Because of the large rear wheels the floor of the passenger compartment was 52½” (1334 mm) above rail level, more than 12 inches (300 mm) higher than normal. They were rated for a maximum speed of 60 mph (97 km/h) and expected to climb the Incline at 15-17 mph, but actually managed only 10–12 mph. Nevertheless, they greatly speeded up passenger trains on the route and immediately proved popular. They were withdrawn in 1955 when the Incline closed. [2]

Wairarapa Railcar RM4, ‘Maahunui’, on a trial run, © Albert Percy Godber, Public Domain. [4]

Closure

Several options for an alternative to the Incline were considered in the 20th century, but it was not until after WWII that a route through a tunnel between Maymorn and Lucena’s Creek was selected. Construction was started in 1948 by the Public Works Department and completed by a private contractor in 1955. The tunnel and deviation opened on 3rd November 1955, five days after this the Incline closed. [2][6]

Demolition was swift, with the removal of track between Cross Creek and Pigeon Bush largely completed by March 1956. H 199 was used to haul the work trains that removed the track between Cross Creek and Summit. The buildings were sold at auction, on site. Some of the rails were sent to the Rewanui Incline, as were a couple of the Fell brake vans. Five of the six H class locomotives were towed to the Hutt Workshops, later to Silverstream, to be scrapped. [2]

Today

A resurgence of public interest in the incline followed the publication of a book in 1976 and the opening of the Fell Engine Museum in the early 1980s, prompting the New Zealand Forest Service to re-establish access to Cross Creek in 1984. [5: p40] Interest increased following the publishing of an article in the NZ Runner magazine “Try this Run” in the November-December 1984 issue, which promoted this incline as a backcountry running opportunity [Issue No 35]. The official opening of a rail trail using the formation of the original railway line from Cross Creek to Kaitoke followed in 1987. [5: p41] It is today one of the more popular recreational facilities in the region and forms part of the Remutaka Forest Park. [5: p41]

The Raurimu Spiral

“The Raurimu Spiral is a single-track railway spiral, starting with a horseshoe curve, overcoming a 139-metre (456 ft) height difference, in the central North Island of New Zealand, on the North Island Main Trunk railway (NIMT) between Wellington and Auckland. It is a notable feat of civil engineering, having been called an ‘engineering masterpiece’. [8] The Institute of Professional Engineers of New Zealand has designated the spiral as a significant engineering heritage site.” [7][9]

“During the construction of the central section of the NIMT, a major obstacle arose: how to cross the steep slopes between the North Island Volcanic Plateau to the east and the valleys and gorges of the Whanganui River to the west? … South of Taumarunui, the terrain is steep but not unmanageable, with the exception of the stretch between Raurimu and National Park, where the land rises too steeply for a direct rail route. A direct line between these two points would rise 200 metres (660 ft) in a distance of some 5 kilometres (3.1 mi), a gradient of 1 in 24. The area was thoroughly surveyed during the 1880s in an attempt to find a route with a lesser grade, but the only viable possibility seemed to require a 20-kilometre (12 mi) detour and nine massive viaducts. Even then, the gradient would have been steeper than 1 in 50.” [9]

“The problem was solved in 1898 by a surveyor in the employ of Robert Holmes, Public Works Department engineer. He proposed a line that looped back upon itself and then spiralled around with the aid of tunnels and bridges, rising at a gradient of 1 in 52. Though costly and labour-intensive, the scheme was still cheaper than the previous plan by Browne and Turner which required 9 viaducts down the Piopiotea River.” [9]

Wikipedia tells us that the railway “forms an ascending spiral southwards, with two relatively short tunnels, a circle and three hairpin bends. From the north, trains pass Raurimu before going round a 200° bend to the left in a horseshoe curve, climbing above the track on which they have just travelled. Two sharp bends to the right follow, after which the line passes through two short tunnels, the Lower Spiral Tunnel (384 m) and the Upper Spiral Tunnel (96 m). Trains then complete a full circle, crossing over the Lower Spiral Tunnel through which they have just passed which is 23-metre (75 ft) below, before continuing towards Wellington. Two kilometres (1.2 mi) further on the line has two more sharp bends, to the right and then to the left. … After the second of these bends a train has risen 132 metres (433 ft) and travelled 6.8 kilometres (4.2 mi) from Raurimu– the straight-line distance is 2 kilometres (1.2 mi). Some of the sharp curves are only 7½ chains (150 m) radius. … A masterly feature of Holmes’ layout is the way in which it uses natural land contours so that no viaducts are needed, and only two short tunnels.” [9]

The Raurimu Spiral as show on OpenStreetMap, © OpenStreetMap contributors and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [11]

The line to Auckland was only completed in November 1908. The work on construction of the line across the feet of substantial mountains such as Mt. Ruapehu, Mt. Tongariro and Mt. Ngaruhoe (still an active volcano) proved arduous and held back the opening of the route. Overall, the “line rises to 3,000 ft. above sea-level. The maximum grade in the 90-mile mountain section is 1 in 50, and the sharpest curve has a radius of 7. 5 chains.” [1: p126]

At Raurimu, the railway rises 700 ft. in 7 miles, of which 4 miles constitutes the spiral. For the main lengths of the trunk route New Zealand Railways designed 72-ton four cylinder balanced compound Class ‘A’ locomotives. For the 90-mile mountain section a bigger beast of an engine was required! The Class ‘X’ “mountain engine [was] a monster weighing 92 tons. … The ‘A’ was probably the first narrow gauge locomotive, (3ft 6in gauge) in the world to be fitted with inside as well as outside cylinders, and the ‘X’ [was] similarly equipped. She [was] a four-cylinder engine, with eight-coupled 3ft. 9in. driving-wheels, which, carrying about 50 tons of her weight, [gave] her immense grip of the rail, her tractive force being 30,000 lbs. The ‘A’ (six- coupled 4ft. 6in. wheels) [had] a force of 17,000 lbs. So the ‘X’ [pulled] nearly double the load an ‘A’ [could] haul. A four-wheeled leading bogie and a two-wheel trailing truck [completed] her wheel arrangement. New Zealand, in the design and construction of this engine, [had] taken a stride which [brought] her narrow gauge on almost level terms with the standard one. The only fault which [could] possibly be found in the ‘X’ [was] in the width of the locomotive in the region of her fire-box. Her furnace and tubes [had] a heating surface of 2,000 square ft., and she [worked] at a pressure of 250 lbs. of steam to the square inch. Consequently, she [had] an enormous fire-box, which [overhung] at the sides. But, having length as well, she [had] symmetry and stability. At a high speed she [would have been] inclined to roll. Her speed, however, rarely [exceeded] 30 miles an hour, her business being to pull a heavy train up the hills at a fair pace.” [1: p126-127]

4-8-2 type, Class X, 4-cylinder balanced compound locomotive which was built for the purpose of working the 90-mile mountain section of the line between Wellington and Auckland, particularly for the Raurimu Incline and Spiral. It had 3ft. 9in. diameter coupled wheels, 13.5in. high-pressure cylinders, 22in. low pressure cylinders, a stroke length of 22in., steam pressure 250 lbs. per sq. in., and weighed 90 tons in working order, © Public Domain. [1: p127]

On the mountain section, the rails are 70 lbs., flat-footed (Vignoles) ones, spiked to sleepers and heavily ballasted. “The line [crossed] viaducts of great height, two of them curved ones, and it [pierced] many tunnels, one of which [had] an S-curve in its length. Altogether, the engineering conditions [were] severe, making the maintenance of a service of fast travel over this section a strenuous task.” [1: p127]

Train ascending the Raurimu Spiral in the early 1900s, (c) Frederick George Radcliffe/Auckland Libraries and authorised for reuse without restriction (Public Domain). [12]

Lawson goes on to describe a journey South over the spiral:

“There is bustle and babel on the railway platform at Taumarunui when the south-bound overland train is due. Her strident whistle sounds through the wintry morning air. A porter hurries along, his lantern gleaming in the dark, bidding all stand back, and he has hardly walked the length of the station when the express engine rushes past, bringing as her train six passenger cars, and the mail and baggage cars, three in number. She has come headlong from Te Kuiti, 50 miles away, through the long Poro-o-tarao tunnel and along the banks of the beautiful Ongaruhe River. But her ‘beat’ ends here. To fill her place comes a broad-backed monster whose bulging flanks overshadow her narrow wheel base. This is the ‘X’ engine, the monster of the mountains which will carry the mail, careering, where all Nature is, like herself, colossal. Her footplate is wide and her cab roomy and comfortable, after the American pattern. When her fire-door is opened it discloses an enormous cavern whence a stinging glare strikes out to the eyes. Beneath her tremendous energy one can almost feel the giant quiver. A shrill whistle is blown, and the fireman, watching for the guard’s starting signal, says, ‘Right away!’ There is a deep hoot from her whistle, and her throttle is opened slowly. So gently does she apply her strength, that the first sign of her moving is a gentle puff from her funnel 20 ft. away. Gathering way, she blows out a steady succession of muffled puffs, for there is nothing noisy about this locomotive until occasion in the shape of hard work demands it. Soon she is warming up and getting into her stride along the gently-rising track which leads to Piriaka. Originally it was intended that no grade on this line was to exceed 1 in 70, which, if not an easy one, is not unusual when cost of construction has to be studied, but the trend of the land towards the mountains compelled a maximum of 1 in 50, as already stated. Except on the Spiral, the maximum is 1 in 55. The big engine is making light work of her train of 9 heavy cars. Her fireman finds time to lean out and watch the carriage lights twinkling away in perspective. Past Kakahi and Owongo to Oio (surely the shortest railway name in the world!) and then the grades begin. Her furnace yawns for coal, her funnel’s roar rises in tone and intensity, her fireman mops his brow. Presently her hoarse, booming whistle hoots at the lights of Raurimu, the station at the foot of the Spiral. She steams into the station and makes her first stop after a 30-mile run. The engine is uncoupled, and runs along to a tank to water. This done, she returns to the train, and again her whistle blows for a starting signal. ‘X’, now thoroughly warmed to her work, makes haste to gather speed on the level stretch below the Spiral. It is a brave effort, and when she meets the rise she has attained some pace. Looking back, one may see where the grade begins. Some of the cars are still on the level. One by one they lift their noses to the grade until the whole train is hanging heavily on the engine’s draw-bar. Round to the left we sweep, and faintly can be heard the flange of a carriage wheel crying on the curve. Round and upwards for a mile.

Then nearly 100 ft. below, pale in the coming dawn, gleam the lights of Raurimu. One mile to gain a hundred ft. – that is, approximately, the achievement of Raurimu Spiral. Up we go: the engine blowing stentoriously, the fireman firing furiously, the carriages following unwillingly, and the speed a good 20 miles an hour. There is never a slip from the 8 driving-wheels, though there is a slight frost on the mountain side. The driver is watchful, and sands the line judiciously. A hoot from her whistle, and we are in the long 35-chain tunnel, and we feel it to be a relief when we are out in the pure mountain air once more.

Round and upwards, the big ‘X’ roars, steaming well. At last, the spiral motion ceases, and we rush out on to a length of straight line, which carries us over the long tunnel just passed through, which is 85 ft. beneath us. The mail rushes southward to the muffled measure of deep sound which her wheels toss out. Suddenly the thunder of our speed changes to an echoing, hollow-crashing sound. The earth which choked and deadened the uproar has dropped away, and a deep gorge, crossed by a towering entanglement of steel, echoes and re-echoes the sound. At either side of the engine, white handrails gleam. We are on Makatote Viaduct, the tallest in New Zealand, standing 260 ft. above the river-bed. Soon after, two curved viaducts are crossed: Toanui and Hapuawhenua. Then the train runs into Ohakune, which is half-way between Auckland and Wellington. After a short pause, we speed on across the Karioi Plains, and climb up to Waiouru, which is 2,659 ft. above the sea, and is the highest railway point in New Zealand. Snow-clad Ruapehu, the nearest and highest of the trio of mountains, shows bravely in the morning sunlight, and the wind that blows from the mountain is bitterly cold. So far, there has not been need for a snow-plough here, yet the possibility of one being required is always to be reckoned with. Last winter (1908), on the Central Otago Line, in the South Island, a snowstorm swept the high lands traversed by the railway, effectually blocking the line. One train was cut off from civilisation, and the engine belonging to it was set to the task of clearing the line. A snow-plough was devised by fastening a stout beam from the point of the cowcatcher to the top of the funnel, resting also against the smoke-box. Then all around were arranged timbers bound with iron. The engine, one of the “B” type of the New Zealand railways – 4-8-0, with 3ft. 6.25in. driving-wheels, weight 65 tons – patrolled the line, and finally succeeded in clearing the road again. Her enginemen had a cold time, working in a blizzard at 2,000 ft, above the sea. At one time it was freezing so hard, that icicles were formed on the engine. Whether such conditions will be met with on the North Island Trunk Line remains to be seen. Even the ‘X’ engines will find it hard work to climb the Raurimu Spiral if there are ‘ice-whiskers’ on the rails.” [1: p127-129]

A Wf class tank engine climbing the Raurimu spiral in 1909 Original photographic prints and postcards from file print collection, Box 5. Ref: PAColl-5800-54. Alexander Turnbull Library, Wellington, New Zealand. (c) A. Williams/Alexander Turnbull Library and made available without restriction provided reproduced as taken with no alteration. [13]

References

Will Lawson; New Zealand’s Mountain Railways; in The Railway Magazine, August 1909, p121-129.
https://en.m.wikipedia.org/wiki/Rimutaka_Incline, accessed on 23rd December 2024.
Richard Leitch, David; Scott, Brian (1995). Exploring New Zealand’s Ghost Railways (1998 ed.). Wellington: Grantham House.W. Heine; Semaphore to CTC: Signalling and train working in New Zealand, 1863-1993; New Zealand Railway and Locomotive Society, Wellington, 2000.
https://en.m.wikipedia.org/wiki/NZR_RM_class_(Wairarapa), accessed on 24th December 2024.
David Leitch & Brian Scott; Exploring New Zealand’s Ghost Railways (1998 ed.); Grantham House, Wellington, 1995.
G. J. McClare & R. G. Thomson; New Zealand Railway and Locomotive Society, 1995.
https://en.m.wikipedia.org/wiki/Raurimu_Spiral, accessed on 25th December 2024.
Matthew Dearnaley; Steel backbone an economic lifeline; The New Zealand Herald, 9th August 2008, via https://www.nzherald.co.nz/nz/steel-backbone-an-economic-lifeline/Y74XCJIOYIXRX2AG7UGB5C64M4/?c_id=97&objectid=10526022, accessed on 25th December 2024.
https://www.engineeringnz.org/programmes/heritage/heritage-register/raurimu-spiral, accessed on 25th December 2024.
https://commons.wikimedia.org/wiki/File:Raurimu_Railway_Spiral_from_Helicopter_-_panoramio.jpg, accessed on 27th December 2024.
https://commons.wikimedia.org/wiki/File:Raurimu_Spiral_map.png, accessed on 27th December 2024.
https://digitalnz.org/records/30057571, accessed on 27th December 2024.
https://natlib.govt.nz/records/22513976, accessed on 27th December 2024.

The Railway Magazine Silver Jubilee (July 1897 to June 1922)

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The June 1922 issue of The Railway Magazine celebrated its Silver Jubilee with a number of articles making comparisons between the railway scene in 1897 and that of 1922 or thereabouts.

In celebrating its Silver Jubilee, The Railway Magazine was also offering, in its June 1922 edition, its 300th number.

Reading through the various celebratory articles, a common theme encountered was statistical comparisons between 1897 and 1922.

This started in the first few words of J.F. Gairns article, Twenty-five Years of Railway Progress and Development: [1]

“Railway mileage in 1897 was officially given as 21,433 miles for the British Isles, of which 11,732 miles were double track or more. In the course of the past 25 years the total length of railway (officially stated as 23,734 miles according to the latest returns available) has increased by 2,300 miles, and double track or more is provided on no less than 13,429 miles. Detailed figures as to the mileage laid with more than two lines in 1897 cannot be given; but there are now about 2,000 miles with from three to 12 or more lines abreast. Therefore, while the total route mileage increase is not so great indeed, it could not be, seeing that all the trunk lines and main routes except the Great Central London extension were completed long before 1897, and additions are therefore short or of medium length – there has been a very large proportionate increase in multiple track mileage. As the extent to which multiple track is provided is an important indication of traffic increase, this aspect calls for due emphasis. … The total paid-up capital of British railways, including in each case nominal additions, has increased from £1,242,241,166 to £1,327,486,097, that is, by some £85,000,000, apart from the cost of new works, etc., paid for out of revenue.” [1: p377]

In 1922, one of the latest LB &SCR 4-6-4T locomotives, No. 329 ‘Stephenson’, working a Down ‘Southern Belle’s Express, © O.J. Morris, Public Domain. [1: p373]

LNWR motive power in 1897 – This image shows a train worked by three-cylinder uncoupled 2,2,2,2 locomotive ‘Henry Bessemer’ on principal main line duties, piloted by a locomotive of the 2-4-0 ‘Precedent’ Class, ‘Alma’ which at that time shared most of the express workings with various ‘compounds’. Many were still at work in 1922, © F.E. Mackay, Public Domain. [1: p374]

LNWR motive power in 1922 – One of the latest four-cylinder 4-6-0 locomotives of the ‘Claughton’ class, No. 2035, ‘Private E. Sykes, V.C.’ This is one of three engines named after LNWR employees to whom the Victoria Cross was awarded for special gallantry and courage during the Great War. This photograph is further interesting in that ex-Private E. Sykes, V.C., is on the footplate, © P.F. Cooke, Public Domain. [1: p375]

Gairns went on to highlight newly constructed railways during the period which included:

The London Extension of what became the Great Central Railway in 1899;
The Cardiff Railway at the turn of the 29th century, which “involved a number of heavy engineering works. … Nine skew bridges, five crossing the Merthyr river, three across the Glamorganshire Canal, and one across the River Taff. Near Nantgawr the River Taff [was] diverted. The various cuttings and embankments [were] mostly of an extensive character. Ten retaining walls, 12 under bridges, 10 over bridges, a short tunnel and a viaduct contributed to the difficult nature of the work.” [2]
The Port Talbot Railway and Docks Company, which “opened its main line in 1897 and reached a connection with the Great Western Railway Garw Valley line the following year. A branch line to collieries near Tonmawr also opened in 1898. The lines were extremely steeply graded and operation was difficult and expensive, but the company was successful.” [3]
The London Underground, which had its origins in “the Metropolitan Railway, opening on 10th January 1863 as the world’s first underground passenger railway. … The first line to operate underground electric traction trains, the City & South London Railway… opened in 1890, … The Waterloo and City Railway opened in 1898, … followed by the Central London Railway in 1900. … The Great Northern and City Railway, which opened in 1904, was built to take main line trains from Finsbury Park to a Moorgate terminus.” [4] Incidentally, by the 21st century, “the system’s 272 stations collectively accommodate up to 5 million passenger journeys a day. In 2023/24 it was used for 1.181 billion passenger journeys.” [4]
Many Light Railways “by which various agricultural and hitherto remote districts have been given valuable transport facilities.” [1: p377]

Brackley Viaduct was one of many heavy engineering works entailed in the construction of the GCR extension to London which opened formally on 15th March 1899. It was built to carry the railway across the Great Ouse and the river’s flood plain, the 22 arch 755 foot viaduct was perhaps the most striking piece of architecture on the London Extension. It was demolished in the late 1970s. [1: p377][10]

Gairns goes on to list significant lines by year of construction:

“In 1897, the Glasgow District Subway (cable traction, the first sections of the Cardiff and Port Talbot Railways, and the Hundred of Manhood and Selsey, and Weston, Cleveland and Portishead Light Railways were brought into use.

In 1898, the Lynton and Barnstaple narrow gauge (1 ft. 11 in.), Waterloo and City (electric tube, now the property of the London and South Western Railway), and North Sunderland light railways, were added.

In 1899, … the completion and opening of the Great Central extension to London, the greatest achievement of the kind in Great Britain in modern times.

In 1900, the Rother Valley Light Railway was opened from Robertsbridge to Tenterden, and the Sheffield District Railway (worked by the Great Central Railway) and the Central London electric railway (Bank to Shepherd’s Bush) were inaugurated. …

In 1901 the Bideford, Westward Ho! and Appledore (closed during the war and not yet reopened), Sheppey Light (worked by South Eastern and Chatham Railway), and Basingstoke and Alton (a “light” line worked by the London and South Western Railway, closed during the war and not yet reopened), were completed.

In 1902, the Crowhurst and Bexhill (worked by the South Eastern and Chatham Railway), Whitechapel and Bow (joint London, Tilbury and Southend – now Midland – and Metropolitan District Railways, electric but at first worked by steam), Dornoch Light (worked by Highland Railway), and Vale of Rheidol narrow gauge (later taken over by the Cambrian Railways) railways were opened.

[In 1903], the Letterkenny and Burtonport Railway (Ireland), 49 miles in length 3 ft. gauge; [the] Llanfair and Welshpool, Light (worked by Cambrian Railways), Lanarkshire and Ayrshire extension (worked by Caledonian Railway), Meon Valley and Axminster and Lyme Regis (worked by London and South Western Railway), Axholme Joint (North Eastern and Lancashire and Yorkshire – now London and North Western Railways), and Wick and Lybster Light (worked by Highland Railway) railways were opened.” [1: p377-378]

A number of the lines listed by Gairns are covered in articles on this blog. Gairns continues:

In 1904, the Tanat Valley Light Railway (worked by the Cambrian Railways), Great Northern and City Electric (now Metropolitan Railway), Leek and Manifold narrow gauge (worked by North Staffordshire Railway but having its own rolling-stock), Kelvedon, Tiptree and Tollesbury Light (worked by Great Eastern Railway), Mid-Suffolk Light and Burtonport Extension Railways were opened.

1905 saw the Cairn Valley Light (worked by Glasgow and South Western Railway), and Dearne Valley (worked by Lancashire and Yorkshire Railway, now London and North Western Railway) railways opened.

1906 includes quite a lengthy list: part of the Baker Street and Waterloo electric (now London Electric), Bankfoot Light (worked by Caledonian Railway), Amesbury and Bulford Light (worked by London and South Western Railway), Burton and Ashby Light (Midland Railway, worked by electric tramcars), Corringham Light, North Lindsey Light (worked by Great Central Railway), Campbeltown and Machrihanish (1 ft. 11 in. gauge), and Great Northern, Piccadilly and Brompton (now London Electric) railways.

In 1907, the Charing Cross, Euston and Hampstead Railway(now London Electric) was added.

In 1908, the Bere Alston and Callington section of the Plymouth, Devonport and South Western Junction Railway, worked with its own rolling-stock, was opened.

In 1909, the Strabane and Letterkenny (3 ft. gauge) Railway in Ireland. Also the Cleobury Mortimer and Ditton Priors Light, Newburgh and North Fife (worked by North British Railway), and part of the Castleblaney, Keady and Armagh Railway (worked by Great Northern Railway, Ireland) in Ireland.

In 1910, the South Yorkshire Joint Committee’s Railway (Great Northern, Great Central, North Eastern, Lancashire and Yorkshire – now London and North Western – and Midland Railways) was opened.

1911 saw passenger traffic inaugurated on the Cardiff Railway, and the Shropshire and Montgomeryshire Light, East Kent, and Mawddwy (worked by Cambrian Railways) lines opened.

In 1912 the Cork City Railway was opened, the Dearne Valley line brought into use for passenger traffic, and a section of the Derwent Valley Light Railway opened.

In 1913 the Elsenham and Thaxted Light Railway (worked by Great Eastern Railway) was opened, and a part of the Mansfield Railway (worked by Great Central Railway) brought into use for mineral traffic.

Then came the war years, which effectively put a stop to much in the way of new railway construction, and the only items which need be mentioned here are: a part of the old Ravenglass and Eskdale, reopened in 1915 as the Eskdale Railway (15 in. gauge), and the Mansfield Railway, brought into use for passenger traffic (1917). The Ealing and Shepherd’s Bush Electric Railway, worked by the Central London Railway, was opened in 1920.

A lengthy list, but including a number of lines which now count for a great deal, particularly in regard to the London electric tube railways, … It must be remembered, too, that except where worked by another company and as noted, most of these lines possess their own locomotives and rolling-stock.” [1: p378-379]

Despite the extent of these new lines, Gairns comments that it is “the extensions of previously existing railways which have had the greatest influence.” [1: p379] It is worth seeing his list in full. It includes:

“In 1897, the Highland Railway extended its Skye line from Stromeferry to Kyle of Lochalsh, and in 1898 the North British Railway completed the East Fife Central lines. 1899 was the historic year for the Great Central Railway, in that its London extension was opened, giving the company a main trunk route and altering many of the traffic arrangements previously in force with other lines. Indeed, the creation of this ‘new competitor’ for London, Leicester, Nottingham, Sheffield, Manchester and, later, Bradford traffic, materially changed the general railway situation in many respects. In the same year, the Highland Railway direct line, from Aviemore to Inverness was opened, this also having a considerable influence upon Highland traffic. In 1900 the London, Brighton and South Coast Railway completed the new ‘Quarry’ lines, giving an independent route from Coulsdon to Earlswood.

In 1901, the Great Western Railway opened the Stert and Westbury line, one of the first stages involved in the policy of providing new and shorter routes, which has so essentially changed the whole character of Great Western Railway train services and traffic operation. In that year, also, the West Highland Railway (now North British Railway) was extended to Mallaig, adding one of the most scenically attractive and constructionally notable lines in the British Isles. The Bickley-Orpington connecting lines of the South Eastern and Chatham Railway, brought into service in 1902, enabled trains of either section to use any of the London termini, and this has essentially changed the main features of many of the train services of the Managing Committee.

In 1903, the Great Western Railway opened the new Badminton lines for Bristol and South Wales traffic, a second stage in the metamorphosis of this system. In 1906 the Fishguard-Rosslare route was completed for Anglo-Irish traffic, while the opening of the Great Central and Great Western joint line via High Wycombe materially altered London traffic for both companies in many respects. The same year saw the completion of connecting links whereby from that time the chief route for London-West of England traffic by the Great Western Railway has been via Westbury instead of via Bristol.

The year 1908 provided still another Great Western innovation, the completion of the Birmingham and West of England route via Stratford-on-Avon and Cheltenham.

In 1909 the London and North Western Railway opened the Wilmslow-Levenshulme line, providing an express route for London-Manchester traffic avoiding Stockport. In that year also the Thornhill connection between the Midland and the then Lancashire and Yorkshire Railway introduced new through facilities.

In 1910 the opening of the Enfield-Cuffley line of the Great Northern Railway provided the first link in a new route for main line traffic to and from London, though this is even yet only partially available, and opened up a new suburban area for development. The same year saw the advent of the Ashenden-Aynho line, by which the Great Western Railway obtained the shortest route from London to Birmingham, with consequent essential changes in the north train services, and the inauguration of the famous two-hour expresses by that route and also by the London and North Western Railway.

In 1912 the latter railway brought into operation part of the Watford lines, paving the way for material changes in traffic methods, and in due course for through working of London Electric trains between the Elephant and Castle and Watford, and for electric traffic to and from Broad Street and very shortly from Euston also. In 1913 part of the Swansea district lines were brought into use by the Great Western Railway, and in 1915 the North British Railway opened the new Lothian lines. [1: p379-380]

Many of the changes over the 25 years were far-reaching in character others were of great local significance, such as station reconstructions, widenings, tunnels, dock/port improvements and new bridges.

New long tunnels included: Sodbury Tunnel on the GWR Badminton line; Ponsbourne Tunnel on the GNR Enfield-Stevenage line; Merstham (Quarry) Tunnel on the LB&SCR ‘Quarry’ line.

An Intercity 125 close to the mouth of Sodbury (Chipping Sodbury) Tunnel in 2012, © Ray Bird and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [4]

Sodbury Tunnel as it appears on the OS Landranger Series mapping. [7]

The northern portal of Ponsbourne Tunnel on the section of line between Bayford and Cuffley stations. The photograph was taken on 27th April 2008 from the road bridge next to Bayford station (with a telephoto lens). Ponsbourne Tunnel is about 1½ miles long, © Talisman and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [5]

Ponsbourne Tunnel as it appears on the OS Landranger Series mapping. [5]

A Class 319 Bedford – Brighton “Thameslink” working has just emerged from Quarry Tunnel on the “Quarry Line”. This is the name given to the line opened in 1899 by the LB&SCR, bypassing the original line through Merstham and Redhill owned by the SE&CRa. The Quarry Line now serves as the fast lines from London Bridge/Victoria to Gatwick Airport and Brighton. This photograph was taken on 10th May 2008, © Ian Capper and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [6]

The two Merstham Tunnels as they appear on the OS Landranger Series mapping. [6]

Notable bridges included: the King Edward VII Bridge in Newcastle and the Queen Alexandra Bridge in Sunderland.

The King Edward VII Bridge in Newcastle. [8]

An extract from Britain from Above lmage No. EAW003166 © Historic England, 1946. The image shows the immediate area around the Queen Alexandra Bridge, Sunderland. [9]

Reconstructed/new/enlarged stations included: Victoria (LB&SCR); Glasgow Central (CR); Manchester Victoria (L&YR); Waterloo (L&SWR); Birmingham Snow Hill (GWR); Euston (LNWR); Crewe (LNWR) and Paddington (GWR)

Among a whole range of Capital Works undertaken by the GWR, was the new MPD at Old Oak Common. The LNWR’s new carriage lines outside Euston and the Chalk Farm improvements were significant, as were their system of avoiding lines around Crewe.

The MR takeover of the LT&SR in 1912 and their works between Campbell Road Junction and Barking are noteworthy. The L&SWR undertook major electrification of suburban lines, built a new concentration yard at Feltham, and made extensions and improvements at Southampton.

The LB&SCR’s widenings/reconstructions of stations on the ‘Quarry’ lines, which enabled through trains to run independently of the SE&CR line through Redhill were of importance. As we’re the SE&CR’s works associated with the improvements at Victoria, the new lines around London Bridge, the new Dover Marine Station and changes throughout their system.

The GCR London Extension is equalled in importance by the High Wycombe joint line and the GCR’s construction and opening of Immingham Dock in 1912. Gairns also points out that the NER and the H&BR works associated with the King George Dock in Hull should not be forgotten.

Also of significance were some railway amalgamations and some other events of historic interest between 1897 and 1922. Gairns included:

In 1897, the Manchester, Sheffield and Lincolnshire Railways name changed to ‘Great Central Railway’.
In 1899, the South Eastern and Chatham Joint Committee was set up.
In 1900, the Great Southern & Western Railway took over the Waterford & Central Ireland Railway and absorbed the Waterford, Limerick & Western Railway in 1901.
In 1903, the Midland Railway took over the Belfast & Northern Counties Railway.
In 1905, the Hull, Barnsley & West Riding Junction Railway & Dock Company became the Hull & Barnsley Railway; the Great Central Railway headquarters were moved from Manchester to London.
In 1906 the Harrow-Verney Junction section of the Metropolitan Railway was made joint with the Great Central Railway.
In 1907, the Lancashire, Derbyshire & East Coast Railway was amalgamated with the Great Central Railway; the Dublin, Wicklow & Wexford Railway became the Dublin & South Eastern Railway; and the greater part of the Donegal Railway was taken over jointly by the Great Northern of Ireland and Midland (Northern Counties section) under the County Donegal Railways Joint Committee.
In 1912, the London, Tilbury & Southend Railway was taken over by the Midland Railway.
In 1913, the Great Northern & City Railway was absorbed by the Metropolitan Railway.

Gairns also noted “the now almost universal provision of restaurant cars and corridor carriages of bogie type, Pullman cars upon many lines, and through carriages providing a wide variety of through facilities, culminating in the introduction last year of direct communication without change of vehicle between Penzance, Plymouth and Aberdeen, Southampton and Edinburgh, etc.” [1: p382]

In the period from 1897 to 1922, there had been essential changes to traffic characteristics:

“notably in the abolition of second-class accommodation by all but a very few lines in England and Scotland, though it is still retained generally in Ireland and to some extent in Wales.” [1: p382]
“the generous treatment of the half-day, day and period and long-distance excursionist, who in later years has been given facilities almost equal, in regard to speed and comfort of accommodation, to those associated with ordinary traffic.” [1: p383]

Gairns also provides, in tabular form, comparative statistics which illustrate some remarkable changes over the period from 1827 to 1922. His table compares data from 1897, 1913 and 1920.

Table showing comparative statistics for 1897, 1913 1920 and, in the case of cash receipts and expenditure, 1921. The year of 1913 was probably chosen as it was the last full set of statistics available prior to the start of the first World War. [1: p383]

In commenting on the figures which appear in the table above, Gairns draws attention to: the decline in numbers of second class passengers, the dramatic fall and then rise in the number of annual season tickets; the rise and then fall in tonnages of freight carried by the railways; and the significant increase in turnover without a matching increase in net receipts.

In respect of season tickets, Gairns notes that “whereas in 1897 and 1913 each railway having a share in a fare included the passenger in its returns, in 1920 he was only recorded once. … [and] that in later years the mileage covered by season tickets [had] considerably increased.” [1: p383]

He also comments on the way that in the years prior to the War, local tramways took significant suburban traffic from the railways, whereas, after the War, that traffic seemed to return to the railways.

Gairns also asks his readers to note the limited statistical changes to goods traffic over the period and to appreciate that in the 1920 figures freight movements were only records once rather than predicted to each individual railway company.

In respect of gross receipts and expenditure, he asks his readers to remember that in 1920 the Government control of railways under guarantee conditions was still in place and to accept that, “the altered money values, and largely increased expenditure (and therefore gross receipts) figures vitiate correct comparison, so that the 1897 and 1913 figures are of chief interest as showing the development of railway business.” [1: p383]

‘Articulated’ Sleeping Car, East Coast Joint Stock, designed by H.N. Gresley and built at Doncaster. [1: p382]

Two different Pullman Cars. The top image illustrates a First Class car on the SE&CR, the lower image shows a Third Class car on the LBSCR. [1: p384]

Gairns goes on to show rolling-stock totals for 1897 and 1920. …

Steam Loco numbers increased from 19,462 to 25,075; Electric Loco numbers rose from 17 to 84; Railmotor cars rose from 0 to 134; Coaching vehicles (non-electric) increased from 62,411 to 72,698; Coaching vehicles (electric, motor and trailer) rose from 107 to 3,096; Goods and mineral vehicles rose from 632,330 to 762,271.

A GWR Steam Railmotor and Trailer Car. [1: p385]

“In 1897 the 17 electric locomotives were all on the City and South London Railway, and 44 of the electric motor cars on the Liverpool Overhead, and two on the Bessbrook and Newry line, with the 54 trailer cars on the City and South London, and seven on the Liverpool Overhead.” [1: p383-385]

Gairns notes as well that by 1922 there was a “widespread use of power for railway signalling with its special applications for automatic, semi-automatic and isolated signals.” [1: p385]G

Gairns completes his article with an optimistic look forward to the new railway era and the amalgamations that would take place as a result of the Railways Act, 1921. Changes that would come into effect in 1923.

References

G.F. Gairns; Twenty-five Years of Railway Progress and Development; in The Railway Magazine, London, June 1922, p377-385.
The Cardiff Railway in The Railway Magazine, London, April 1911.
https://en.m.wikipedia.org/wiki/Port_Talbot_Railway_and_Docks_Company, accessed on 26th October 2024.
https://en.m.wikipedia.org/wiki/Chipping_Sodbury_Tunnel, accessed on 28th October 2024.
https://www.geograph.org.uk/photo/782781, accessed on 28th October 2024.
https://www.geograph.org.uk/photo/804338, accessed on 28th October 2024.
https://www.streetmap.co.uk/map/idld?x=378500&y=182500&z=120&sv=378500,182500&st=4&mapp=map[FS]idld&searchp=ids&dn=607&ax=373500&ay=183500&lm=0, accessed on 28th October 2024.
https://rogerfarnworth.com/2024/10/26/the-new-high-level-bridge-at-newcastle-on-tyne-the-railway-magazine-july-1906.
https://www.britainfromabove.org.uk/image/EAW003166, accessed on 28th October 2024.
https://www.railwayarchive.org.uk/getobject?rnum=L2431, accessed on 29th October 2024.

Early Small Petrol-Powered Rail Inspection Cars

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The featured image for this short article is the petrol motor-car used by the Croydon District Engineer of the London, Brighton, and South Coast Railway, in connection with his duties. The car is block-signalled in the same way as a train and carries head code discs. It was included in The Railway Magazine of July 1906. [1]

Petrol Motor-car used by the Croydon District Engineer of the London, Brighton, and South Coast Railway, © J. Reynolds. [1]

This article includes an eclectic mix of inspection vehicles, united only by the fact that they are petrol-powered.

First, some Ford Model T inspection cars:

1912 Ford Model T converted to rail use for J.P. Murphy, superintendent for the Little River Railroad. [2]

And some other examples:

Swedish, four-wheeled inspection vehicle with two-cylinder air-cooled petrol engine. Magnetic ignition. Weight approximately 285 kilos, © Public Domain. [3]

Petrol-Powered Inspector’s car at a Santa Fe Station, 1912. You can make out ‘Santa Fe’ in the centre of the emblem. The lettering around it says ‘Get the Safety Habit’. [4]

Motorised inspection trolley built by Alldays & Onions, 8 hp. [5]

Alldays & Onions was an English engineering business and an early automobile manufacturer based at Great Western Works and Matchless Works, Small Heath, Birmingham. It manufactured cars from 1898 to 1918. [9]

1907 El Dorado Springs Railway Company Texas Auto Railway Car. [6]

In the United States and Canada, in the 20th century, a particular form of inspection vehicle known often as a ‘Speeder’ was developed. “A speeder (also known as a section car, railway motor car, putt-putt, track-maintenance car, crew car, jigger, trike, quad, trolley, inspection car, or draisine) is a small railcar formerly used around the world by track inspectors and work crews to move quickly to and from work sites. Although slow compared to a train or car, it is called speeder because it is faster than a human-powered vehicle such as a handcar. Motorized inspection cars date back to at least 1896, when it was reported that the U.S. Daimler Motor Company created a gasoline-powered rail inspection car capable of 15 mph (24 km/h).” [10][11]

Much later, in the 1990s, many speeders were replaced by pickup trucks or sport utility vehicles with additional flanged wheels that could be lowered for travelling on rails, called “road–rail vehicles” or “hi-rails” for “highway-railroad”. Speeders are collected by hobbyists, who refurbish them for excursions organized by the North American Railcar Operators Association in the U.S. and Canada and the Australian Society of Section Car Operators, Inc. in Australia.

Three typical ‘Speeders’ are shown below: [10][12]

The three cars above are:

A Fairmont Speeder; [12]
A speeder in use in Santa Cruz, California; [10] and
A former Chessie System (a holding company that owned the Chesapeake and Ohio Railway) speeder at the Linden Railroad Museum, Linden, Indiana. [10]

References

The Railway Magazine, London, July 1906, p24.
Floyd Clymer; Henry’s Wonderful Model T 1908-1927, Bonanza Books, 1955, via https://progress-is-fine.blogspot.com/2015/08/model-t-inspection-car.html?m=1, accessed on 11th October 2024.
https://jenikirbyhistory.getarchive.net/media/fyrhjulig-dressin-med-tvacylindrig-luftkyld-bensinmotor-magnetelekrisk-tandning-7bb43c, accessed on 11th October 2024.
https://www.trainboard.com/highball/index.php?attachments/418249778_10221002059915743_3696497498370196004_n-jpg.278504, accessed on 11th October 2024.
https://atom.drisa.co.za/index.php/railcar-built-by-allday-onions-8-hp, accessed on 11th October 2024.
https://www.worthpoint.com/worthopedia/1907-el-dorado-springs-railway-1913047085, accessed on 11th October 2024
https://www.mtfca.com/discus/messages/80257/84718.html?1237133514, accessed on 17th October 2024.
https://justacarguy.blogspot.com/2011/07/steampunkvehicles, accessed on 17th October 2024.
https://en.m.wikipedia.org/wiki/Alldays_&_Onions, accessed on 17th October 2024.
https://en.wikipedia.org/wiki/Railroad_speeder, accessed on 21st October 2024.
The Automotor and Horseless Carriage Journal, December 1896, p103.
https://the-north-valley-shortline.fandom.com/wiki/Derek?file=Fairmontspeeder.jpg, accessed on 21st October 2024.

The New High Level Bridge at Newcastle-on-Tyne – The Railway Magazine, July 1906

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A contemporary account of the completion of the additional rail bridge over the River Tyne.

This is the Bridge that became known as the King Edward VII Bridge. It is a Grade II listed structure and has been described as “Britain’s last great railway bridge”. [4]

The King Edward VII Bridge, Newcastle, (c) Ardfern and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [5]

A map of the North-Eastern Railway at Newcastle -on-Tyne. This sketch comes from the article in The Railway Magazine and suffers from a minor problem that left me struggling, for a short while, to make sense of it. Surely Central Station, Newcastle is on the North bank of the Tyne? It was the lack of a North point on the map that left me confused! [1: p9]

The introduction to the article in the Railway Magazine says:

“Travellers journeying by the East Coast route to and from places north of Newcastle-on- Tyne, have always commented on an anachronism of the twentieth century, that hitherto has required trains to run into a ‘dead end’ station, thus compelling a stop, with consequent delay, whatever might be the stress of competition between the rival routes. Now however, all this is to be altered. Readers of The Railway Magazine are acquainted with the fact that for some years past the North-Eastern Railway has had under construction a duplicate high-level bridge across the Tyne, by means of which trains north to south, and vice versa, will be enabled to pass through the Central Station, without stopping, if necessary, but, at all events, without having the direction in which the train is travelling altered. The plan [above shows] how this improvement is effected by means of the new bridge and connecting lines. His Majesty the King has consented to open the new bridge, and thus inaugurate the improvement, on Tuesday, 10th July, after which date it will be possible to work the North-Eastern Railway trains that pass through Newcastle-on-Tyne in a manner showing a considerable improvement in the system now [pertaining]” [1: p9-10]

The New High Level Bridge Carrying the North Eastern Railway across the Tyne at Newcastle. [1: p10]

From the South side of the River Tyne a triangular junction gives access to the bridge, which is described by The Railway Magazine::

“A stone viaduct of three spans forms the approach to the bridge proper, which consists of four girder spans; the first being 191 ft. between piers, the two centre ones each 300 ft., and the northern span 231 ft. between the piers; this is followed by a stone viaduct of 10 spans each 25 ft. wide. The height of the ten piers of this viaduct, from road level to the spring of the arch, is 18 ft., and the arches are semi-circular, the arch stones being 18 in. in depth. The distance from road level to rail level is 33 ft., the foundations being on clay and averaging about 7 ft. in depth. This arching rests on ashlar piers 4 ft. thick and 51 ft. transversely, each pier being relieved by three 7 ft. arches.

The new line is next carried by a bridge across Pottery Lane, and then enters the well-known Forth goods warehouse of the North-Eastern Railway at the first storey level by steel girders resting on brick piers. The spans through the warehouse are 40 ft., and the foundations for the piers are taken down to good clay beneath the cellar floor. The distance from rail to the bottom of the foundation is 40 ft. The roof of the warehouse is held up by a wind screen, resting on the piers outside the parapet girders, and the corner of the building, cut off by the railway, is now being used as offices for the goods staff.

Beyond the goods warehouse the new line continues to a junction with the Newcastle and Carlisle Railway, a short distance west of the Central station at Newcastle.

The new bridge carries four pairs of metals.

The total length of the main bridge, measuring from the first abutment on the north side to the abutment on the south side is 1,150 ft. The girders measure 48 ft. 6 in. from centre to centre of parapets, and the breadth of steel work overall is 50 ft., so that there is thus provided a space of 6 ft. between the tracks, and room for a pathway for the use of platelayers on either side. The girders are built of double lattice work, with top and bottom booms 3 ft. deep, and are braced together at the top and bottom by transoms, of which the lower are of lattice work and the upper of plate work 164 in. deep, the latter carrying the timberway on which the rails run. Each girder has panels of 23 ft., of which the struts or ties are lattice girders 4 ft. 1 1/2 in. wide.

The girders for the centre spans have a camber of 7 1/2 in. and the north span of 6 in. The parapets, which are 5 ft. high are bracketed to the outside of the girders and are of lattice work, and, in order to carry the railway over the piers, the opposite top booms are bracketed out towards each other leaving a space of 6 in. between the ends of the top booms of the girders. To provide for expansion these girders rest on roller bearings at one end of cast steel, with a base of 38 sq. ft. each. The total weight of steel for each of the spans is: North span, 950 tons; two central spans, 3,482 tons; southern span, 1,350 tons. As the rails begin to diverge on the pier in the southern side of the river they are some distance apart at the next pier, there being then 132 ft. between the parapets. For this span of 191 ft. there are also five girders, but they spread out towards the south like a fan instead of being parallel.

The river piers are of Norway granite, and the foundations have all been taken down to the same depth, namely, 69 ft. below high water, and they have been built in caissons. The adoption of the caisson method of constructing the foundations marks a difference between the new high-level and the old bridge, as the latter was built on piled foundations. It should, however, be remembered that in 1845, when Stephenson’s great work was undertaken, the Tyne could almost be forded at low water, whilst there is now a deep-water channel beneath both bridges.

The total length of the new railway is 4 furlongs 2 chains, whilst the loop to the south-east is 1 furlong 2 chains in length. Of this length of railway 19 chains is straight, including the crossing of the river, but the rails are on a 10-chain curve on leaving the west end of the Central station, and again, on a similar curve on reaching the south side of the river, the south-east curve having a radius of 7 chains. The line is level from the commencement on the north side as far as the pier on the south side of the river, when the main curve falls to the south-west on a gradient of 1 in 132, and the loop falls at 1 in 226. The new high-level bridge has been constructed from the designs of Mr. C. A. Harrison, the chief engineer of the Northern Division of the North-Eastern Railway, and this gentleman laid the foundation stone on 29th July 1902, so that less than four years have been occupied in constructing the bridge and new approach railway to Newcastle Central station.” [1: p10-11]

Another view of the King Edward VII Bridge, Newcastle, (c) Nathan Holth, 13th May 2018. [6]

The original ‘High Level Bridge’ – designed by Robert Stephenson

The first High Level Bridge across the Tyne at Newcastle was opened in 1849. It was designed by Robert Stephenson, that bridge carried rail and road traffic and was the first in the world to do so.

Network Rail tells us that “the Newcastle & Berwick Railway secured the Act to build its line in 1845. It stipulated that the company should construct a combined road and rail bridge across the River Tyne between Newcastle and Gateshead, to be completed within four years. … The bridge was designed by Robert Stephenson and detailed drawings were made under the supervision of Thomas E Harrison. To avoid excessive width, and thereby expense, it was decided to carry the railway above, rather than beside, the roadway. The roadway itself was designed to be 20ft (6m) wide with a 6 1/2ft (2m) footway on either side. The combined width allowed three standard gauge tracks to run across the top rail level of the bridge. The overall length of the bridge was to be 1338ft (408m).” [2]

An extract from the contract drawings for Stephenson’s bridge. [2]

Network Rail goes on to describe the construction of the bridge:

“The bridge was a tied arch (or bow-string) bridge with the main structural elements made of either cast or wrought iron. It had in total six spans each 125ft (38m) in length, the cast iron bows supporting the railway while wrought iron ties supported the road deck below. To enable a level line for the railway across the deep and wide Tyne valley, the roadway was built at 96ft (29m) and the railway 120ft (37m) above high water on the river. Contracts for the production of the ironwork were let to local firm Hawkes, Crawshay & Co. of Newcastle.

The bridge sits on five masonry piers, 50ft (15m) thick and 16ft (5m) wide. Although the River Tyne at the point the bridge is constructed was no more than 3ft (1m) deep at low water, its bed consisted of some 30ft (9m) of silt before underlying bedrock could be reached.

A recent invention, the ‘Nasmyth Steam Pile Driver’, was used for the first time in bridge building, enabling the piles for the bridge foundations to be driven down to the bedrock quickly and efficiently. Rush & Lawton of York were contracted to build the five main masonry piers and the land arches on each side carrying the approaches; 50,000 tons of stone was quarried near Newcastle, mainly at Heddon on the Wall.

To assist in the construction work a wooden viaduct was built immediately to the east of the permanent one. This temporary structure was opened to railway traffic on 29 August 1848, just a year before the High Level Bridge itself was opened by Queen Victoria on 28 September 1849. The public roadway over the bridge was not completed and opened until some six months later.” [2]

A Gallery of photos, drawings and engravings of Stephenson’s High Level Bridge. …..

A coloured early engraving looking downstream (1863). [3]

References

The New High Level Bridge at Newcastle-on-Tyne; in The Railway Magazine, London, July 1906, p9-11.
https://www.networkrail.co.uk/who-we-are/our-history/iconic-infrastructure/the-history-of-the-high-level-bridge-newcastle, accessed on 25th October 2024.
https://en.m.wikipedia.org/wiki/High_Level_Bridge,_River_Tyne#/media/File:Newcastle_high_level_bridge,_12_September_2010.jpg, accessed on 26th October 2024.
David Morton; The Tyne’s King Edward VII railway bridge at 110: A brief history in 14 historic facts; in The Evening Chronicle, Trinity Mirror, Newcastle upon Tyne, 7th July 2016, accessed via https://web.archive.org/web/20120429085232/http://www.twmuseums.org.uk/discovery/buildingbridges/the-king-edward-vii-railway-bridge/ on 27th October 2024.
https://commons.wikimedia.org/wiki/File:King_Edward_VII_Bridge,_Newcastle_upon_Tyne,_July_2015_(05).JPG, accessed on 27th October 2024.
https://historicbridges.org/bridges/browser/?bridgebrowser=unitedkingdom/kingedward7bridge, accessed on 27th October 2024.

LNWR “Reversible” Steam Train

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The Railway Magazine, August 1922. [1]

An unattributed article about these LNWR units was carried in the August 1922 issue of The Railway Magazine. From 6th February 1922 a ‘reversible’ or ‘push-and-pull’ train was in use for working locally between Manchester (Victoria) and Atherton.

Courtesy of Mr. Ashton Davies, M.Β.Ε., General Superintendent (Northern Division) of the LNWR, The Railway Magazine was able to illustrate and describe the equipment of the train employed:

“The train normally consists of a tank engine adapted to run with two bogie coaches, but can be increased to four or six coaches when the volume of traffic calls for further accommodation. The vehicles adapted for use in this way are arranged in pairs, providing nine third-class compartments in one vehicle, seating 108 passengers, while the composite carriage has two first-class and four third-class compartments seating 64 passengers, together with luggage and driver’s compartments. There is thus total accommodation for 172 passengers for each unit pair of vehicles. The length over buffers of each coach is 57 ft. 7 in. and the width over the body is 9 ft. The engine is a 2-4-2 radial tank, the diameter of the coupled wheels being 5 ft. 8 in. and of the radial wheels 3 ft. 7 in. Cylinders are 17.5 in. diam. and 26 in. stroke: boiler pressure is 180 lb. per square inch; length over buffers, 37 ft. 2 in. When the train is made up to six coaches the total length over buffers is 382 ft. 8 in. In one direction the engine is operated as with an ordinary steam train, but in the other direction the driver operates the engine from the driver’s compartment at the rear end of the train.” [1: p128]

A General View of a Two-Coach Train ‘Unit’ with the Driver’s Control Compartment Leading. [1: p128]

The locomotives used on the push-pull services in the old Lancashire and Yorkshire Railway area of the then very new combined company were Webb’s 2-4-2T locos. [4]

No. 761 appears in this official works photograph from the 19th century, © Public Domain. [5][6]

The LNWR 4ft 6in Tank was a class of 220 passenger 2-4-2T locomotives manufactured by the London and North Western Railway in their Crewe Works between 1879 and 1898. The ‘4ft 6in’ refers to the diameter of the driving wheels. “The design was an extension of the earlier 2234 2-4-0T built from 1876 which became known as ‘Chopper Tanks’. They had been designed for working local passenger trains. From 1909 many locomotives of the class were fitted for Push-Pull working, giving the nickname of ‘Motor Tanks’. … Withdrawals started in 1905: 118 were scrapped in the years up to 1923 grouping, leaving 90 to be passed to the London, Midland and Scottish Railway. They were allocated power class 1P, and assigned the numbers 6515–6600 and 6758–6761; although only 37 survived long enough to receive them: withdrawals restarted in 1924, and when the last was withdrawn in June 1936, the class became extinct. None were preserved.” [5]

The 2-4-2T engines were not the only locos adapted by the LNWR for push-pull working. From 1914 onwards some of the LNWR Webb ‘Coal Tanks’ “were fitted with push-pull ‘motor train’ equipment with the first so equipped being 576 and 597 which were then deployed on the Brynmawr to Ebbw Vale service. The system used by the LNWR involved the use of mechanical rods and linkages which ran beneath the axles of the locomotives. By 1921, the company was operating 30 branches by this method with many being worked by ‘Coal Tanks’. As a result, 55 locomotives had been equipped with the necessary equipment.” [2]

Webb built his class of 500 0-6-0 coal locomotives between 1873 and 1892 for slow freight work. Between 1881 and 1897 he built 300 0-6-2Ts which were tank engine versions of his of the 58320 class. These tank engines became known as ‘Coal Tanks’. “They had the same cheaply produced cast iron wheels and H-section spokes as the tender engines. A trailing radial truck supporting the bunker was added also with two similarly cast iron wheels. … They were almost entirely built of Crewe standard parts, including the radial rear axle. … Most were relieved of freight duties when the extent of their appalling brakes (initially made of wood) were uncovered, and some were fitted for motor train working.” [3]

The Interior of the 2-4-2T Locomotive Cab, Showing Regulator Fittings, Steam-Driven Air Compressor, etc. [1: p129]

The Railway Magazine article continues:

“The engine and train are fitted with the automatic vacuum brake. A compressed-air apparatus is installed to operate the regulator handle on the engine, when the driver is controlling from the driver’s compartment.

The regulator handle is shown connected to a rod by means of a French pin; the other end is coupled to an operating air cylinder by means of a bell crank lever. The operating cylinder contains two pistons, one larger than the other; both are mounted on the same piston rod. The chamber between the two pistons is directly connected to an auxiliary reservoir, to which air pressure is supplied through a back pressure valve, so that a sufficient air pressure is always available. The underside of the large piston can be put in communication with the main reservoir or the atmosphere under the control of the driver’s compressed air valve. When air pressure is supplied to the underside of the large piston it is placed in equilibrium, and the air pressure from the auxiliary reservoir then forces up the small piston, and opens the regulator. When the air pressure on the underside of the large piston is destroyed, by opening the driver’s compressed-air valve to atmosphere and closing the air supply from the main reservoir, the air pressure from the auxiliary reservoir forces down the large piston and shuts the regulator. By manipulating the driver’s compressed air valve any desired opening of the regulator may be obtained. … Movement of the regulator on the engine is repeated to the driver by an electrical indicator fixed over the look-out window in the driver’s compartment. The vacuum and pressure gauges are placed on each side of the electrical indicator in the driver’s compartment, above the observation window. A pneumatic whistle is provided to give warning on the road.

A special feature of this train is the driver’s ‘safeguard’ in the event of the driver becoming incapacitated when driving alone from the rear. If he releases his hold of the brake handle in this condition it will act as an ’emergency handle’, immediately shutting the regulator and applying the brake.” [1: p129]

Following the 1923 grouping, the London Midland & Scottish Railway (LMS) became responsible for this fleet of push-pull fitted 2-4-2T and 0-6-2T Locomotives. The LMS took the decision to adopt the Midland Railway’s vacuum-worked push-pull equipment instead of the LNWR system.

As we have already noted, withdrawals of the 2-4-2T locos started as early as 1905: 118 had gone before the 1923 grouping, 90 were passed to the LMS. “They were allocated power class 1P, and assigned the numbers 6515–6600 and 6758–6761; although only 37 survived long enough to receive them: withdrawals restarted in 1924, and when the last was withdrawn in June 1936, the class became extinct. None were preserved.” [5]

In all, 65 of the ‘Coal Tanks’ (0-6-2Ts) received the LMS vacuum-worked push-pull fittings, “12 of them formerly having had the mechanical type. … The use of push-pull equipped ‘Coal Tanks’ was long-lived with the last one running on the Bangor to Bethesda branch as late as 1951.” [2]

References

‘Reversible’ Steam Train, London & North Western Railway; in The Railway Magazine, London, August 1922, p128-129.
https://www.keymodelworld.com/article/lnwr-webb-coal-tanks-0-6-2t-history, accessed on 25th October 2024.
https://preservedbritishsteamlocomotives.com/2f-58880-58937-0-6-2t-lnwr-webb-coal-tank, accessed on 25th October 2024.
https://www.discountmags.com/magazine/the-railway-march-1-2022-digital/in-this-issue/38, accessed on 25th October 2024.
https://www.hattons.co.uk/directory/vehicledetails/3144969/2_4_2t_class_4_6_chopper_lnwr, accessed on 25th October 2024.
https://en.m.wikipedia.org/wiki/LNWR_4ft_6in_Tank_Class, accessed on 25th October 2024.

The Burton and Ashby Light Railway – Part 1

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An article by Seymour Glendenning in the July 1906 issue of The Railway Magazine focussed on the newly opened Burton & Ashby Light Railway. [1]

The light railway was a 3ft 6in gauge electric tram line supplied with electricity from a diesel generator plant near Swadlincote. [17] The power plant sat alongside the tram depot. [1: p56]

Glendenning explains that the rail network in the area between Burton and Ashby-de-la-Zouch was, of necessity design round the topography of South Derbyshire which resulted in the Midland Railway bypassing some significant industry and associated communities. A branch, built by the Midland Railway, off the main line penetrated the South Derbyshire Hills to serve Bretby Colliery. Another Midland Railway branch line described a rough horseshoe alignment, leaving the mainline not far from the Bretby Colliery line. This second branch served Newhall, Swadlincote and Woodville with a short branch designated as the Woodville Goods Branch.

This network of lines meant that the journey from Burton to Ashby was longer than the two towns might have hoped, and that transport to and from Ashby and Burton and the villages in the hills was much longer than it might be if an alternative could be designed which could cope with the steeper gradients necessary on a more direct route.

Initially local interests brought a bill before Parliament for the construction of a Light Railway. The Midland Railway opposed the bill which was then withdrawn with the Midland Railway agreeing to construct the line. Glendenning notes that it took only two years from the Midland’s agreement to carry out the project to its completion in 1906.

The Light Railways was “an electric railway, laid upon the public highway, with stopping places at all penny stages and intermediate points, while the various villages and towns through which it passes will practically serve as stations. … [Some] of the line … resembles that of a branch railway, fenced or hedged in on either side, this being necessary in consequence of short cuts across fields or garden plots. … The electric current is taken from an overhead cable, suspended from steel poles or standards, placed at frequent intervals along the line of route.” [1: p54]

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

Glendenning tells us that “the greater part of the track [was] laid singly and on one side of the public highway, a double road being laid at frequent intervals to serve as crossing places. An enormous expense, however, [was] incurred in widenings and clearance. For nearly half-a-mile in Newhall the street … had to be widened, involving the demolition of a number of houses and the clearing away of numerous front gardens. In Ashby itself, also, where the tram [had] to take some very abrupt curves on its tortuous way to the station, valuable property [was] cleared away in Bath Street and Market Street, in order to afford a safe route for the cars.” [1: p54]

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

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

The line runs through 3 counties – Staffordshire, Derbyshire and Leicestershire. In 1906, Glendenning starts to describe the route:

“At the western extremity is Burton, with its huge breweries which supply a great part of the world’s beer. It was intended at first that, after crossing the Trent Bridge, the railway should leave Burton up a steep slope between the Winshill and Stapenhill roads, but eventually it was mutually agreed between the town and the railway that the Corporation track should be used as far as Winshill. The new line, therefore, begins at High Bank Road, with a very deep curved gradient up to Moat Bank, where a height of 250 ft. above Burton is reached. A fine stretch of hilly country then opens to view, with Brizlincote Hall on the right; next the line dips 60 ft. to cross a lateral valley. Then it rises again, and follows a number of switchback undulations until it enters Newhall, which is 400 ft. above ordnance survey datum line. Newhall furnishes a strong contrast to the fair country west of it. Collieries, brick yards, and pipe works abound. Newhall displays the characteristics of mining villages, i.e., it is dingy, squalid, and untidy. However, its teeming population will doubtless find the new line a very great convenience, both for business and pleasure purposes, and there seems little doubt but what the Midland Railway Company will reap a continued harvest of fares from the thousands of miners and their families. From Newhall, the level of the track gradually descends until it is below 200 ft., and then leaves the Ashby main road to take a right-angled turn into Swadlincote. Here the line, after going due south for a time, is carried over the old railway the single loop to Swadlincote and Woodville before mentioned on a long bridge of steel girders, resting on blue brick piers. The bridge [as can be seen below] has a switchback appearance, while the [second view below] taken from Swadlincote goods yard, shows a Midland Railway train passing under [the bridge there]. Shortly after crossing the bridge the track takes an abrupt turn to the left, in order to resume its eastward direction. At the same place, there is a branch about two miles long, going first south and then south-west to Gresley. The road towards Ashby rises continuously until it reaches a height of 569 ft. above sea level. It passes through the heart of the Derbyshire Potteries, where a great industry is carried on in the manufacture of furnace bricks, sanitary pipes, and common earthenware. Furnaces and kilns abound in Swadlincote, and the subsidiary industry of crate making is also much in evidence.” [1: p54-55]

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

Before continuing to follow Glendenning’s description of the line East from Swadlincote, it is worth looking at the first part of the line already described by Glendenning on contemporary mapping from the early 20th century, and as it appears in the 21st century.

The Burton terminus of the line was in Wellington Street, although as we have already noted the route within Burton ran not on Midland Railway metals but on those of the Corporation.

Burton-on-Trent’s tramway network opened on 3rd August 1903. “The system comprised four routes going out from Station Street to Horninglow, Branston Road, Stapenhill, and Winshill. The depot was in Horninglow Road. … The initial 20 tramcars were built by the Electric Railway & Tramway Carriage Works of Preston. A further four cars were obtained in 1919. … The system was closed on 31 December 1929.” [3]

The Burton-on-Trent tramway network. The terminus of the Burton and Ashby Light Railway was to the West of the railway station which sits, in the adjacent map extract, below the second ‘n’ of Burton-on-Trent. The terminus of the tramway was close to the Town Hall on Wellington Street, just beneath the second ‘o’ of Burton-on-Trent.

The terminus of the Burton and Ashby Light Railway was outside the post office on Wellington Street, just a stone’s throw from Burton Town Hall and the railway station just a short distance to the Southeast. The lilac line superimposed on the 1920 25″ OS map (published in 1922), shows the route of the line which ran along the town’s tramway network. [4]

The same area in the 21st century. [Google Earth, October 2024]

The railway station, seen from the Northwest in 1927. Burton-on-Trent Railway Station Passenger Facilities were at road level above the station platforms. Borough Road ran across the front of the station building, at the centre of this extract from Britain From Above aerial image No. EPW019724. The route followed by trams from the Burton and Ashby Light Railway started off the bottom of the image on Wellington Street and followed Borough Road. [11]

The 1920 25″ OS mapping shows the route continuing along Station Street and turning up High Street. [5]

Approximately the same area in the 21st century. [Google Earth, October 2024]

Burton and Ashby Light Railway trams continued Northeast on High Street. [6]

The Light Railway trams continued to follow the track of the Corporation Tramways across Trent Bridge. [7]

The Light Railway’s trams continued to the East along Bearwood Hill Road. [7]

Trent Bridge and Bearwood Hill Road to the East.

A series of images showing Trent Bridge in tramway days follows below.

Electric Tram on Trent Bridge, © Public Domain. [10]

The view West across Trent Bridge towards the centre of Burton-on-Trent during roadworks in 2018. These historic tram tracks were used by the trams of both the Corporation and the Burton and Ashby Light Railway. [8]

The Lilac line shows the Burton Corporation Tramway route with the vivid green line marking the route of the Burton and Ashby Light Railway after it turned South along High Bank Road. [7]

A similar area in the 21st century – Bearwood Hill Road and High Bank Road Junction. [Google Earth, October 2024]

High Bank Road turns to the East and rises to meet Ashby Road (A5110. [12]

Ashby Road (A511). Both these map extract come form the 1920 revision of the 25″ Ordnance Survey. [12]

Approximately the same area as is covered by the two 1920 25″ OS map map extracts above. [Google Maps, October 2024]

Trams ran up/down the centre of High Bank Road. This photograph looks East towards the point where High Bank Road meets the present A511, Ashby Road. The A511 is just to the right of this image behind the hedging. [Google Streetview, July 2023]

Looking East along the A511, Ashby Road. [Google Streetview, August 2023]

The Burton and Ashby Light Railway appears to run down the centreline of Ashby Road. 1920 25″ Ordnance Survey. [13]

A distance further along Ashby Road the Light Railway crossed the Midland Railway Colliery Branch which, in 1920, only ran a little further Northeast of the road bridge and served a coal wharf just Northeast of the bridge. The Midland Railway Branch served Bretby Brick & Stoneware Works which sat to the Southwest of this location and, further to the South, Bretby Colliery. [13]

A similar area in the 21st century. The green line shows the route of the Light Railway.

Looking Southeast on Ashby Road/Burton Road (A511). The parapets of the Midland Railway Branch Line Bridge can still be seen. [Google Streetview, August 2023]

The view Southwest towards Bretby Colliery along the line of the abandoned Midland Railway Bretby Colliery Branch from the A511 road bridge in 2021, © Ian Calderwood and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [16]

Looking Northwest along what was eventually to become the A511. The Stanhope Arms is on the left of the photograph. [This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain for the original image. [24]

A tram on what was to become the A511 close to Bretby Colliery. This image was shared on the Newhall, Stanton & BretbyYesteryears Facebook Group by Keith Townsley on 5th December 2020, (c) Public Domain. [24]

A tram turns onto the Ashby Road, later the A50 and later still, the A511 from the dedicated length of the line leading to Sunnyside. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain. [24]

A tram close to Bretby Colliery. It appears to be turning South off what was to become the A511. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 5th August 2020, (c) Public Domain. [24]

A slight diversion from the route of the Burton and Ashby Light Railway allows us to see Bretby Colliery as it appeared in 1899. It sat alongside Newhall Park Road. The line on the West side of this image is the Midland Railway Branch which further to the North we have seen passing under the route of the light Railway. See the map extract above this one. [14]

Pre-contact plans for the construction of the Midland Railway Bretby Colliery Branch Line. The Burton and Ashby Light Railway crossed this line at the bottom right of the plan. [15]

After crossing the Midland Branch the Burton and Ashby Light Railway turned of the road that became the A511 (Burton Road) to the South and rather then following a highway picked its own route through the fields.

The Burton and Ashby Light Railway turned South off Burton Road (A511) to the East of what was the Stanhope Arms. [Google Streetview, August 2023]

A tram on what appears to be the length of the line between the A511 and Sunnyside, (c) Public Domain. [9]

The Burton and Ashby Light Railway followed its own fenced route South as Far as Sunnyside where it turned to the East. [16]

The modern satellite image has the approximate route of the tramway superimposed in green. Before reaching Sunnyside, the railway followed what is now the line of ‘The Tramway’ a modern small estate road. It then turned towards the East running down Sunny side and across it junction with Bretby Road. [Google Maps, October 2024]

Looking Northwest from Sunnyside, the green line shows the route of the old railway. [Google Streetview, March 2023]

A view looking Northwest on Sunnyside – on the right of this image a tram can be seen approaching Sunnyside from the North. This image was shared on the Newhall, Stanton & BretbyYesteryears Facebook Group by Keith Townsley on 5th December 2020, (c) Public Domain. [27]

On this very similar image, a tram is turning onto Sunnyside. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain for the original image. [24]

Looking Southeast along Sunnyside towards Bretby Road with the Light Railway rails in the road surface. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 12th September 2020, (c) Public Domain for the original image. [24]

Looking Southeast from Sunnyside across its junction with Bretby Road and along the line of the Light Railway which ran next to Matsyard Footpath. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Julie Brown on 14th August 2022, (c) Public Domain [25]

A similar view in 2024. The Light Railway ran along the line of the footpath. {Google Streetview, February 2023]

The view towards Newhall from Bretby Road. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Simnett, Public Domain for the original. [24]

This further extract from the 1920 25″ Ordnance Survey shows the line entering Newhall village alongside Matsyard Footpath and then running along the High Street. [16]

Approximately the same area as it appears on Google Maps satellite imagery. The line entered at the top left corner of this image and then ran onto and along High Street (B5353). [Google Maps , October 2024]

Looking Northwest from High Street, Newhall along Matsyard Footpath. The green line shows the approximate line of the old railway. [Google Streetview, February 2023]

A tram approaching High Street, Newhall from the Northwest. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain for the original image. [24]

Tram No. 13 entering Newhall at the same location as the Google Streetview image above, (c) Public Domain. [18]

High Street, Newhall. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Marcus Payne on 10th September 2020, (c) Public Domain for the original image. [24]

A tram on Newhall High Street. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Julie Brown on 16th January 2023, (c) Public Domain [26]

The line ran on Southeast along High Street, Union Road and Newhall Road (B5353) passing St. Peter & St. Paul’s Catholic Church (which appears bottom-right on this map extract). [16]

A tram on High Street/Union Street, Newhall. This image was shared on the Newhall, Stanton & Bretby Yesteryears Facebook Group by Julie Brown/Keith Townsley on 15th February 2023, (c) Public Domain. [24]

Much the same location in the 21st century. [Google Streetview, August 2022]

Approximately the same area as that shown on the extract from the 1920 25″ Ordnance Survey. [Google maps, October 2024]

Looking Southeast along Newhall Road, B5353 with St. Peter and St. Paul Roman Catholic Church on the right of the image. The Button and Ashby Light Railway ran down Newhall Road towards Swadlincote. [Google Streetview, Aril 2019]

Another extract from the 1920 25″ Ordnance Survey. Trams from Burton-on Trent remained on Newhall Road for only a short distance, turning South along Midland Road. [16]

The same area in the 21st century, as shown by Google Maps satellite imagery. [Google Maps, October 2024]

This next extract from the 1920 25″ Ordnance Survey shows the Burton and Ashby Light Railway heading South towards Swadlincote Market Place along Midland Road. Sitting to the West of the Light Railway Bridge and at a lower level was Swadlincote Railway Station. To its North were some Sanitary Earthenware Works. [20]

The North end of the bridge on Midland Road, a tram is approaching from the North. Three trams are waiting to head out from the depot access road towards the Market Place. [29]

Glendenning provided a photograph of the bridge in this photograph under construction (see above). The bridge appears on the map extract immediately above and is seen here in use by the Burton and Ashby Light Tramway, (c) Public Domain. [19]

The bridge over the Swadlincote and Woodville Branch seen from the East. A Midland Railway locomotive is about to depart the yard through Swadlincote Railway Station which is on the far side of the bridge. The station footbridge can be seen beneath the Light Railway Bridge. [1: p57]

A similar view in the 21st century. [Google Streetview, August 2022]

The tram depot for the Burton and Ashby Light Railway was accessed at high level off the bridge shown above.

The tram depot off Midland Road, Swadlincote, seen from the West. The trams on the depot are (left to right) Nos. 18, 5, 14, 9 and 10. On the left of the depot is the horse-drawn trolley tower. The map extract immediately below shows the depot (top-left). [17]

We digress a little here to take a quick look at the Midland Railway’s Swadlincote and Woodville Branch which passes under the Light Railway in the image above.

This extract from the 1921 revision of the 252 Ordnance Survey shows the Swadlincote and Woodville Brach to the East of the Light Railway overbridge. Note the Mineral Railway leaving the Branch approximately at the centre of this extract. [21]

To the East of the overbridge a Mineral Railway left the Swadlincote & Woodville Branch in a southerly direction, it served a number of industrial concerns including: Anchor Glazed Brick and Sanitary Pipe Works (which sat to the Southwest of Swadlincote High Street and which were served by means of a bridge under High Street); Swadlincote Sanitary Pipe Works (on the East side of the High Street/Hill Street); Jack i th’ Holes Pottery (by means of a tunnel under Hill Street and Granville Colliery); Middle Sinks & Chimney Pots Works; and Hill Top Works (by means of a tunnel under Granville Colliery.

To the West of the overbridge sat Swadlincote Railway Station and the branch line headed away from Swadlincote to the West-southwest.

Swadlincote Railway Station sits on the West side of Midland Road close to the Light Railway Bridge. The map extract shows the Swadlincote and Woodville Brach heading away to the West-southwest. [20]

West of Swadlincote, the Swadlincote and Woodville branch served a number of industrial concerns, those closest to Swadlincote included: Swadlincote Old Colliery (and associated Brick & Pipe Works); Stanton Colliery (and Hawfields Brickworks); and Cadley Hill Colliery.

Returning to the Light Railway, we note that at Swadlincote Market Place a branch left the main line to Ashby-de-la-Zouch which ran South from Swadlincote to serve Castle Gresley.

The Castle Gresley Branch

The branch line to Castle Gresley first ran West-southwest along West Street and then, by means of a relatively wide arc (see the small image below), turned down Alexandra Road. Track was dualled along these two streets as far as a point a little to the South of the Public Library. [20]

The Light Railway turned South into Alexandra Road by means of a wide arc. The green line gives the approximate alignment of the double track tramway at this location. [Google Streetview, March 2023]

Tram No. 10 dropping down Alexandra Road towards Swadlincote Town Centre. Sharpe’s can be seen at the bottom of the hill. This image was shared by Keith Townsley on the New and Old of Swadlincote & Burton on Trent Facebook Group on 10th April 2021. [28]

The line ran South from Alexandra Road into Church Avenue. It then turned to the South-southeast along Wilmot Road before sweeping round to the West on York Road before turning sharply into Market Street. [20]

The Light Railway ran off Wilmot Street in a wide arc through what is now park land. [Google Streetview, March 2023]

The Burton and Ashby Light Railway (Gresley Branch) swept round from Market Street into Church Street. [20]

Trams swept round from Market Street into Church Street. [Google Streetview, April 2019.

The line continued in a generally westerly direction passing Church Sanitary Earthenware Works and Church Gresley Colliery. Sharp right and left curves took the railway through the square at the colliery gates and onto Castle Street. [22]

The light Railway served the square outside Castle Gresley Colliery which is now a roundabout. It turned sharply towards the North and then back to wards the West as it left the square. [Google Streetview, March 2023]

A short distance along Castle Street took the line as far as Gresley Railway Station where the Gresley Branch terminated in front of the Station buildings.

The branch line terminated outside Gresley Railway Station buildings. [22]

These two views shows the Gresley Station buildings before closure of the Station. Both show the platform elevation of the station, (c) Public Domian, found on the Burton-on-Trent Local History site maintained by Kevin Gallagher. [23]

Gresley Station is long-gone, the railway remains in place in the 21st century.

The location of Gresley Station seen from High Cross Bank Roundabout on the A444. [Google Streetview, March 2023]

References

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

The East Indian Railway – The Railway Magazine, December 1905 and a journey along the line.

4 Replies

The featured image for this article shows a Class AP 4-4-2 Locomotive of the East Indian Railways. [19]

At the end of 1905, G. Huddleston, CLE., was Deputy Traffic Manager (Goods) East Indian Railway. This article is based round the one written by him in the December 1905 Railway Magazine.

In 1905, there were over 27,000 miles of railway in India: some owned and worked by the State, while other lengths of railway were owned by the State but worked by private railway companies, and others privately owned and worked. Of all of these, the East Indian Railway had the highest traffic figures and earnings. It was worked for the Government by a private company.

The East Indian Railway (EIR) had a network, including branches and lines worked by it, covering a distance of 2,242 miles. The first image below provides an illustration of what this meant on the ground.

The adjacent sketch map provides a simple comparison between a map of the UK and the network of the EIR – although Kolkata (Calcutta) is not clearly marked. [1: p483]

This schematic map gives a much clearer idea of the route of the line, oriented more traditionally, which shows the line running from Kolkata (Calcutta) to Delhi. [5]

“Roughly speaking, the East Indian Railway [was] as long as from Land’s End to John-o’Groats and back again, and, in addition, [had] several important branches. It traverses very much the same country as that great waterway, the mighty river Ganges, which, before the days of railways, afforded the chief means of transport for the commerce of Bengal and the North-West, The original main line was, as a matter of fact, constructed to tap the river at various points, and to draw from it the traffic then carried by boat. As indicated by the Chairman (General Sir Richard Strachey) at the last general meeting of the Company, the line [passed] through the richest and most populous districts of British India, following more or less closely the great trade route between the metropolis of Calcutta and the province of the Punjab, which [had] existed for centuries from the time, in fact, of Alexander the Great, if not before.” [1: p481]

The construction of the EIR was commenced before the Mutiny of 1857, “the general idea being to connect the seat of the Supreme Government in Calcutta with Delhi, the ancient capital of Hindustan. … Only 121 miles were open to traffic when the outbreak occurred.” [1: p481-482]

The country through which the EIR passed was for the most part on the level. “In the first 950 miles of its course from Calcutta the line rises less than 700 ft. The absence of heavy gradients [was] naturally a great help towards economical working, …, the [EIR] was probably the cheapest worked line of its size in the world, it’s working expenses being less than 33% of its gross receipts, or about half that on English lines.” [1: p482]

One of the carriages used by the Prince and Princess of Wales (later George V and Queen Mary) during their tour of India between November 1905 and March 1906. The saloon above, and the other coaches used, were generally referred to as the Royal train. These were, however, built just after the turn of the 20th century for the use of the Viceroy and suite, and were known as Viceregal saloons. They were numbered 3002 to 3007, inclusive, and were constructed in India from the designs of Mr. H. K. Bamber, the Carriage and Wagon Superintendent of the East Indian Railway. The saloons weighed 45 tons each. [1: p481][2]

“Leaving Calcutta, where its chief offices were situated the main line ran through more than 400 miles of the Province of Bengal; then traverse[d] the United Provinces of Agra and Oudh, and, crossing the Jumma River, reache[d] the Punjab at Delhi. Here the [EIR] proper end[ed], but the Delhi Umballa Kalka Railway, which [was] worked by the East Indian, continued for another 162 miles to the foot of the Himalayan Mountains, whence a hill railway [ran] to Simla, 7,084 ft. above sea level. … The [EIR] thus connect[ed] the winter and summer headquarters of Government, and [was] not only the route followed by the mails between these points, but [was] the route followed by the mails between Bombay and Calcutta, the Great Indian Peninsular Railway carrying them over the section between Bombay and Jubblepore, where it connect[ed] with the Jubblepore branch of the [EIR].” [1: p482]

On the EIR, 1st and 2nd class passengers taken together only provided 7% of the passenger income in 1905. 3rd class passengers provided over 70% of the EIR’s income and we’re therefore “all important to the railway, and it is to assist him and to make his journeys as comfortable and pleasant as possible that the efforts of the management [were] mainly directed.” [1: p482]

After the turn of the 20th century, the EIR was carrying more than 20 million 3rd class passengers each year. A significant proportion of these rail users are pilgrims travelling to holy shrines and particularly to/from the sacred River Ganges.

Huddleston comments on the fares paid by 3rd class travellers: The Anna is the equivalent of 1d and there are 12 Pies in one Anna. “The third class fare [was] 2.5 Pies per mile for the first 100 miles, with a still lower rate for distances beyond. … The third class fare [was] considerably below a farthing a mile. If [EIR] fares were charged in England a trip from London to Brighton would [have] cost about 10d., and a journey from London to Edinburgh could [have been] made for about 8s. 6d.” [1: p485]

In 1905, the standard fare for third class rail travel in the UK was 1d per mile, and first class fares were usually 1.5–2 times that. Fares were based on distance traveled, and the shortest route between two places was used to calculate the price. For example, if there were multiple routes between London and Edinburgh, the price for all routes would be based on the shortest route. [3]

Making the assumption that the distance between London and Edinburgh by rail is/was 332 miles then a 3rd class ticket from London to Edinburgh would have cost £1 7s 8d. Rail travel on the EIR was around 30% of that in the UK at the time.

We have noted the importance of 3rd class passengers to the finances of the EIR. Huddleston tells us that, “Still more important [were] the goods and minerals carried, for these contribute[d] nearly 70 per cent of the gross earnings. During the year 1904, the weight of coal and general merchandise transported over the East Indian Railway system amounted to considerably more than 12,000,000 tons, the average distance carried being more than 200 miles, the average freight charged being less than a halfpenny per ton mile in the case of ordinary merchandise, and a fraction over a farthing per ton mile in the case of coal.” [1: p485]

The EIR provides the main means of access to the coalfields of Bengal, from which it carried more than 6,000,000 tons of coal annually. “This traffic, of which a large proportion [was] exported from Calcutta, [had], by cheap rates and by the opening up of new and important coal- producing areas, been enormously developed during the [past] ten years, and [was] still continu[ing] to grow. At the time the construction of the East Indian Railway was started, coal was almost unknown in India, and India’s requirements, which were practically confined to its ports, were met by Cardiff. [After the turn of the 20th century] hardly any English coal [was] sent to India. … and Bengal claim[ed] that it [could] supply all requirements east of Suez.” [1: p485]

In addition to the coal traffic, the EIR also transported “large quantities of wheat, seeds, grain, cotton, salt, and other articles of general merchandise, and in order to enable it to make a profit out of the very low rates charged [paid] great attention to the question of train and wagon loads. The greatest importance [was] attached to traffic statistics. A system of accurately recording ton and passenger unit mileage, together with such other statistics as [were] necessary to judge of work done on a railway, was introduced in India [in the second half of the 19th century. These statistics were] placed each week before the officers concerned in the management of the traffic, so that they [were] continually kept acquainted with its essential features and [were] in a position to watch progress and to remedy defects without loss of time.” [1: p485]

“Since 1872, the average train load on the EIR … increased from a little over 100 tons to more than 275 tons in 1904. … The Indian figures [were] far beyond those on the best worked lines in England.” [1: p485-486]

The EIR uses only its own wagons for the carriage of domestic freight. “The standard of work for each wagon on the line [was] laid down at 75,000 ton miles per half year, and this figure [was] often exceeded. … The average cost of coal consumed on the [EIR was] less than 2s. 8d. per ton. … There [were] … other reasons besides a cheap fuel supply for the great economy in working which the statistics show; labour, for instance, [was] very cheap compared with European standards, and this tend[ed] to keep down the cost of maintenance and the cost of staff generally. But beyond all this the attention paid to detail [was] remarkable. Competition exist[ed], especially between the railway systems serving the rival ports of Bombay and Calcutta, and [that called] for a close watch on every ton of traffic, each fluctuation requiring explanation. The wagon supply, as already indicated, being on a low scale, necessitate[d] every vehicle being looked after; the movements of each wagon [were] known, in fact, from day to day. Train mileage, shunting mileage and detention mileage [were] kept as low as possible, the figures for each section of the line being closely scrutinised every week.” [1: p486-487]

Huddleston then goes on to describe travel for European expats on the EIR Punjab mail train from Calcutta (Kolkata] to Delhi, in 1st class naturally! …

“Suppose yourself, in the month of December, to be a first-class passenger by the Punjab mail train from Calcutta to Delhi; after having taken your ticket, and booked your luggage and a berth at a cost of considerably less than a £5 note, which, by the way, will also cover your return journey if you take a Christmas holiday concession ticket available for a month, you will enter the train at half-past nine in the evening, and your servant will at once make your bed. During the night you will pass through part of the coalfields of Bengal, and travelling along the Chord, or present main line, find yourself at about 6.15 a.m. at Dinapore, 344 miles from Calcutta. Dinapore is a military cantonment, and is the first place on the line from Calcutta at which troops are stationed. Here you will be served with what is called ‘chotahaziri’, or, literally translated, ‘little breakfast’; this usually consists of tea and toast, and is ordinarily taken in India the first thing in the morning.” [1: p487]

“Leaving Dinapore, after a halt of ten minutes, you will dress at your ease, assisted by your servant, who will afterwards roll up your bedding, and leave you to your newspaper and cigarette until half-past nine, when the trin arrives at the important junction of Moghalsarai, a few miles from Benares, the sacred city of the Hindoos. At Moghalsarsi, during a halt of twenty-five minutes, you will proceed to the refreshment room to breakfast, which consists of several courses and coats two shillings. Leaving Moghalsarai, the train passes the old fort of Chunar, now abandoned by the military, but once an important stonghold. Shortly afterwards the city of Mirzapur, famous for its hand made carpets and its brass and metal ware, is passed. The shrines and temples along the banks of the Ganges, on which Mirzapore is situated, are well worth seeing,because of their beautifully carved stone-work. … The train runs on to Allahabad, large civil and military cantonment, in time for luncheon, and the next station of importance is Cawnpore, notorious on account of the massacre of Europeans there during the Mutiny of 1857. Cawnpore is now the junction with several railway systems and a very important centre of trade, with numerous mills and factories; woollen mills, cotton mills, leather works, sugar factories and flour mills are to be found in greater number in Cawnpore than in any other up-country station in India. During the fifteen minutes the train stays there you have afternoon tea, and shortly afterwards, or at about 7 p.m., there is a halt of 30 minutes for dinner. Dinner in India is the big meal of the day, and costs at the railway refreshment room 2s. 8d. – not a very extravagant sum for a substantial meal of at least five courses.” [1: p488]

“The junction for Agra, which, by the way, is on a branch line and 14 miles distant from the main line, is passed shortly after 9 p.m., and Delhi is reached at 1.30 in the morning. Rather an awkward hour at which to alight, but through trains cannot be timed to reach everywhere at convenient hours, and your train has still a long way to go. Delhi is naturally one of the most interesting places in the East; it is a large fortified city on the west bank of the River Jumna, and was, at the time of the Moghal dynasty, the capital of India. … Your journey of 954 miles from Calcutta will have taken you little more than 28 and 1/2 hours and when it is remembered that, in addition to shorter halts, there have been three long stoppages for breakfast, lunch, and dinner, that about half the distance has been over single line, and that the load of the train equal to 18 heavy coaches, the running a is time is by no means bad. … Throughout your journey you will have seen many objects of interest, and will have gained some idea of the extent of our great Eastern dependency. You will have noticed the hundreds of miles of cultivated plain through which your train has passed; great seas of rice, wheat, seeds and other grains and cereals, broken only by villages and trees, without a hedgerow or a single field of grass. You will have crossed some great rivers, among them the Keul, the Soane and the Jumna – the latter at two points, the first at Allahabad, where it runs into the Ganges, the second at Delhi. You will have found throughout a perfect climate, getting colder as you proceed to the north, but always bright, with sunshine every hour of the day. You will have observed great crowds of natives of all creeds and caste, Hindoos and Mahommedans predominating. You will have seen camels, bullock-carts, and other means of transport used by the natives, and, above all, you will have experienced the glorious fascination of the East, which is beyond description.” [1: p488]

Huddleston completes his article in the December 1905 issue of The Railway Magazine at this point with a promise of more articles in future editions of the journal.

We return to Kolkata and attempt to follow the same journey to Delhi over a century later.

The Route of the East Indian Railway (EIR) from Kolkata to Delhi.

Making a journey from Kolkata West-northwest towards Delhi, we start at Howrah Railway Station on the banks of the River Hooghly. Distances are so vast that it would be impossible to follow every mile of the line. Hopefully what follows gives a good flavour of the line.

Howrah Railway Station in Kolkata. [Google Earth, October 2024]

Howrah Railway Station, Kolkata, (c) samarkumarsarkar, Public Domain. [7]

Howrah railway station (also known as Howrah Junction) is a railway station located in the city of Howrah, West Bengal in Kolkata metropolitan region. “It is the largest and busiest railway complex in India as well as one of the busiest and largest train stations in the world. It is also the oldest surviving railway complex in India. Howrah is one of the five large intercity railway stations serving the Kolkata metropolitan area, the others being Sealdah, Santragachi, Shalimar and Kolkata railway station.” [8]

Howrah Railway Station, Kolkata, shared on the Beauty of India Facebook Page on 19th February 2019. [9]

The first significant conurbation outside Kolkata is Barddhaman.

Barddhaman Junction Railway Station. [Google Earth, October 2024]

Looking Northwest through Barddhaman Junction Station, (c) pinakpani and licenced for reuse under a Creative Commons Licence (CC BY_SA 4.0). [7]

Barddhaman Junction Passenger Station building seen from the station forecourt. [Google Streetview, October 2019]

The modern cable-stayed bridge which spans the track at Barrdhaman. [Google Streetview, May 2023]

Proposed new station building at Barddhaman (21st August 2023). [6]

Our next scheduled stop is at Durgapur but on the way we pass through a number of local stations. Just one example is Mankar Railway Station.

Mankar Railway Station. [Google Eartth, October 2024]

Durgapur Railway Station. [Google Earth, October 2024]

The Main station building at Durgapur, (c) Satyajit Dey. [Google Streetview, February 2019]

Looking Southeast from Cinema Hall Road towards the Railway Station at Durgapur. [Google Streetview, April 2023]

Beyond Durgapur is a very significant steelworks and power station.

Durgapur Steelworks and Thermal Power Station. A couple of views appear in the two images below. [Google Earth, October 2024]

Durgapur Steelworks (c) Debanku Sarkar [2018]

Just a couple of stations en-route to Asansol, our next stop, are shown below.

Adnal Railway Station (c) Rahul Kumar. [2018]

We arrive at Asansol Railway Station. …

Asansol Railway Station and Electric Loco Shed. [Google Earth, October 2024]

Asansol Railway Station. [Google Earth, October 2024]

Continuing on from Asansol we pass through Sitarampur and Kulti.

Sitarampur. [Google Earth, October 2024]

And on through Barakar before leaving West Bengal and entering Jharkhand and crossing the Barakar River.

The Bridges over the Barakar River, The original single-track railway bridge is beyond the more modern bridge which also carries a single track. (c) Sarsati Devi, 2023.

West of the Barakar River we travel on through Kumardubi, Mugma, Thapar Nagar, Kalubathan, and Chhota Ambana.

Kalubathan (c) Pankaj Kumar Mondal. [2021]

The journey continues through Pradhankhunta Junction and Dokra Halt before arriving at the next significant conurbation, Dhanbad.

Dhyanbad Junction Railway Station and Goods Yard. [Google Maps, October 2024]

Dhanbad Railway Station forecourt seen from the South. [Google Streetview, July 2023]

Dhanbad Railway Station seen from one of the three station footbridges, (c) Gaurav Kumar. [Google Maps, September 2022]

Dhanbad Railway Station seen from the North, (c) Kaushik Dhar. [Google Maps, July 2021]

From Dhanbad Railway Station, the EIR ran on through Bhuli to Tetulmari.

Tetulmari Railway Station. [Google Earth, October 2024]

And on from Tetulmari through Nichitpur, Matari and Ramakunda Halt to Gomoh Junction.

Gomoh Junction Railway Station and Yard. [Google Earth, October 2024]

Gomoh Junction (c) Bishwas Munshi (2022)

From Gomoh Junction Railway Station the line continued Northwest through Bholidih and Nimiaghat to Parasnath Railway Station.

Parasnath Railway Station. [Google Earth, October 2024]

rom Parasnath the line continued Northwest through Chaudhribandh, Chichaki, Garea Bihar to Suriya Railway Station (Hazaribag Road Station).

Suriya Railway Station (Hazaribag Road Station). [Google Earth, Octo9ber 2024]

From Suriya we travel on across the Kheruwa River Railway Bridge and the Barsoti River Bridge, through Chaube and Dasara Railway Stations, over the Banka Railway Bridge and through Parsabad Railway Station before crossing the Acto River Bridge and entering Sarmatanr Railway Station.

The Banks River Bridge. [Google Earth, October 2024]

The line continues West from Sarmatanr through Hirodih Railway Station and into Koderma Junction Railway Station.

Koderma Junction Railway Station. [Google Earth, October 2024]

Koderma Junction Railway Station seen from the Southeast, from the Ranchi-Patna Road. [Google Streetview, July 2023]

Leaving Koderma Junction travelling West-northwest the line runs on through Gujhandi, Delwa, Nath Ganj The scenery is more rugged, tunnels and sharp curves are needed to keep railway gradients to a minimum. Tunnel No. 3 is shown below.

The Western Portal of Tunnel No. 3. Nath Ganj Railway Station is a few hundred metres behind the camera, (c) Safal Ahmed. [Google Earth, October 2024]

A little to the West of Nath Ganj Railway Station, (c) Md Asif Raza. (2022)

West of Nath Ganj the line passes through Baskatwa B. H. and Gurpa Railway Stations, crosses the River Dhadhar River, runs through Paharpur Railway Station, Bansinala Halt, Tankuppa and Bandhua Railway Stations, before entering Manpur Junction Station.

Manpur Junction Station. [Google Earth, October 2024]

Looking back to the East towards Manpur Junction Railway Station from Manpur Overbridge. [Google Streetview, July 2023]

West of Manpur the line crosses the Falgu River Bridges.

The Falgu River Bridges. [Google Earth, October 2024]

Falgu River Bridges, (c) Raghwendra Kumar (2022)

The line continues to the West for only a very short distance before sweeping round to the South into Gaya Junction Railway Station.

Gaya in Bihar State is the second city in the state. It sits on the West bank of the Falgu (Phalgu) River. Gaya is 116 kilometres (72 mi) south of Patna and has a population of 470,839. The city is surrounded on three sides by small, rocky hills (Mangla-Gauri, Shringa-Sthan, Ram-Shila, and Brahmayoni).

Gaya is a city of historical significance and is one of the major tourist attractions in India. It is sanctified in the Jain, Hindu, and Buddhist religions. Gaya district is mentioned in the great epics, the Ramayana and the Mahabharata. It is the place where Rama, with Sita and Lakshmana, came to offer piṇḍadāna for their father, Dasharatha, and continues to be a major Hindu pilgrimage site for the piṇḍadāna ritual. Bodh Gaya, where Buddha is said to have attained enlightenment, is one of the four holy sites of Buddhism. [10]

Gaya Railway Station (c) Niranjan Yadav. (2023)

Turning sharply to the West at the Railway Station limits, the line runs through Kastha Railway Station and over the Morhar River Bridge.

The first Morhar River Bridge seen from the West bank of the river channel. [Google Streetview, June 2023]

Once across the first bridge (above) the line passes through Paraiya Railway Station and then crosses the western channel of the Morhar River.

The bridge over the western channel of the Morhar River seen from the West bank of the channel. [Google Streetview, June 2023]

On wards to the West, the line runs through Guraru, Ismailpur, Rafiganj, Jakhim, Phesar, Stations and into Anugraha Narayan Road Railway Station.

Anugraha Narayan Road Railway Station. [Google Earth, October 2024]

Continuing West, the line crosses the Punpun Railway Bridge passes through the relatively complex Son Nagar Junction and arrives at Son Nagar Junction Railway Station.

Son Nagar Junction Railway Station. [Google Earth, October 2024]

Son Nagar Junction Railway Station (c) Raushan Kumar. (2019)

Northwest from Son Nagar Junction Railway Station the railway crosses the River Sone (Soane). Huddleston provided a photograph of the first railway bridge across the river.

The Soane Bridge, East Indian Railway – 28 spans of 150 ft. The stone piers were constructed sufficiently wide to allow for bridge widening. [1: p484]

The Koilwar Bridge crosses the River Sone (Soane). The original Koilwar Bridge (Soane Bridge) “has twenty-eight wrought-iron lattice girders, each of 150 feet clear span, resting on brickwork piers 12 feet wide, these piers being built upon wooden curbs shod with iron and sunk into the clay bed of the river to an average depth of about 30 feet. The total length of the bridge between the abutments is 4,530 feet, added to which there are smaller spans on each side forming the land approaches. … The bridge (weighing approximately 3,500 tons) was constructed in the UK, and its erection in India was entrusted to the late Samuel Power, an experienced member of Mr. Brunel’s staff, with Bernhard Schmidt who soon took charge of the works with the rank of District Engineer. Work commenced in 1856 and the bridge was open by February 1863.” © Abdulbarisif, and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0). [4]

The two Koilwar Railway Bridges run immediately adjacent to each other. Together they form the more northerly crossing. The more southerly crossing is the modern road bridge. [Google Earth, October 2024]

The Nehru Setu Bridge built alongside the original Sone Bridge, (c) Vivek Singh. [Google Earth, October 2024]

On the West of the River Sone (Soane) the railway runs into Dehri on Sone Railway Station.

Looking into the Railway Station from a back road to the North of the rail lines. [Google Streetview, 2023]

To the West of Dehri the line runs through Pahaleja Railway Station. It is noticeable as we travel to the West that traffic levels must be high. There are significant additional tracks along this length of the line with a number of stations only on the new lines and others only on the older lines.

On the new lines we see New Karwandiya DFC Railway Station with Karwandiya Railway Station on the older lines.

Karwandiya Railway Stations. [Google Earth, October 2024]

West of Karwandiya, the line runs on through Sasaram Junction Railway Station, Kumahu, Shiu Sagar Road, Khurmabad, New Kudra Junction (and Kundra), Pusauli and Muthani Railway Stations before entering Bhabhua Road Railway Station. The two images below show the 5 main lines in use in the 21stcentury as seen from the overbridge to the Southeast of Bhabhua Road Railway Station.

Looking Southeast. [Google Streetview, July 2023]

Bhabua Road Railway Station. [Google Earth, October 2024]

Bhabhua Road Railway Station. [Google Streetview, December 2023]

Bhabhua Road Railway Station (c)nivedita narayan (2024)

On from Bhabhua heading Northwest the line runs on through New Durgauti Junction (Durgauti), Dhanaichha, Karamnasa, Saidraja, Chandauli Majhwar and Ganj Khawaja Railway Stations, by which now the line is running East-West. Immediately beyond Ganj Khawaja the line turns to the North, then sweeps round to the Southwest through a series of junctions and then through Mughal Sarai Marshalling Yard and DDU Railway Station.

Dean Dayal Upadhyaya Railway Station sited just to the Southwest of the Mughal Sarai Marshalling Yard. [Google Earth, October 2024]

DDU Railway Station © Ashish Kumar (2023)

Running on in a Southwesterly direction not far from the Southern bank of the River Ganges, the line runs through Jeonathpur, Narayananpur and Narayananpur Bazar (Ahraura) Railway Stations. On further through Kailahat Station to Chunar Junction Railway Station.

Chunar Junction Railway Station. [Google Earth, October 2024]

Huddleston says that this is Chunar Railway Station. Note the solid construction and the architectural detail of the water tower at the far end of the platform. I can only assume that as the line was widened these buildings were removed. [1: p486]

Chunar Junction Station © Shivkumar Shukla (2022)

The railway continues West through Dagmagpur, Pahara and Jhingura Railway Stations to Mirzapur Railway Station.

Mirzapur Railway Station. [Google Earth, October 2024]

Mirzapur Railway Station
Ankit Tiwari(c) (2018)

“Mirzapur … is known for its carpets and brassware industries, and the tradition of kajari and birha music. Straddled by the Maikal Hills, it served as the headquarters of the Mirzapur district [of Uttar Pradesh]. … Indian Standard Time is calculated from the clock tower in Mirzapur.” It had a population of 245,817 in 2011. [11]

Looking East from Sabri Level Crossing towards Mizapur Railway Station. [Google Streetview, March 2023]

West of Mizapur the line ran on through Vindhyachal, Birohe, Gaipura, Jigna, Mandah Road, Unchdih and Chauraha Railway Stations before crossing the Tamas River Rail Bridges.

Tamas River Rail Bridges. [Google Earth, October 2024]

Tamas River Rail Bridges, (c) S Kumar Gemar. [October 2022]

Continuing Northwest, the railway passes through Bheerpur and Karchana Railway Stations before entering Prayagraj Chheoki Junction Railway Station.

Prayagraj Chheoki Junction Railway Station. [Google Earth, October 2024]

Prayagraj Chheoki Junction Railway Station (c) Rahu. (2022)

To the Northwest of Prayagraj Chheoki Junction Railway Station the line runs through Naini Junction Station and then crosses the Old Naini Bridge over the Yamuna River.

Naini Junction Railway Station. [Google Earth, October 2024]

The original Old Naini Bridge! This picture shows it as it was in about 1870. [12]

The Old Naini Bridge, (c) Sai Vamsi. (2021)

The Old Naini Bridge is situated over the Yamuna River, “just above the confluence with the Ganges at Allahabad. … It opened in 1865 and is a great feat of British engineering; it is over 1,006 metres (3,300 feet) long.” [12] The present structure carries vehicles on a deck below the rail lines.

Prayagraj is also known as Allahabad. “The city is the judicial capital of Uttar Pradesh with the Allahabad High Court being the highest judicial body in the state. As of 2011, Prayagraj is the seventh most populous city in the state, thirteenth in Northern India and thirty-sixth in India, with an estimated population of 1.53 million in the city.” [13]

North of the Yamuna River in Prayagraj/Allahabad, the line turns West and enters the main city station,

Prayagraj Junction Railway Station. [Google Earth, October 2024]

Prayagraj Junction Railway Station (c) Akash Soni. (2020)

West of Prayagraj Railway Station the line passed through Subedarganj, Bamhrauli, Manauri, Saiyid Sarawan, Bharwari, Bidanpur, Shujaatpur, Sirathu, Athsarai, Kanwar, Katoghan, Khaga, Sath Naraini, Rasulabad, Faizullapur and Ramva Railway Stations before arriving at Fatehpur Railway Station.

Fatehpur Railway Station. [Google Maps, October 2024]

Fatehpur Railway Station (c) Deepak Singh. (2022)

Northwest of Fatehpur, the railway continued on through Kurasti Kalan, Malwan, Kanspur Gugauli, Binki Road, Aung, Karbigwan, Prempur, Sirsaul, Rooma, Chakeri, and Chanari Railway Stations before looping sharply round into Kanpur Central Railway Station.

Kanpur Central Railway Station. [Google Maps, October 2024]

Kanpur Central Station seen from the Ghantaghar Flyover West of the station. [Google Streetview, 2022]

After leaving Kanpur Central Railway station, the line ran through the GMC Marshalling Yard and on through Panki Sham, Bhaupur (and New Bhaupur), Maitha, Roshan Mau, Patra, Rura, Ambiapur, Jhinjhak, Parjani, Kanchausi, Phaphund, Pata, Achalda, Bharthana, Ekdil (and New Ekdil) and into Etawah Junction Railway Station.

Etawah Junction Railway Station. [Google Maps, October 2024]

Etawah Junction Railway Station. [Google Streetveiw, December 2022]

On to the Northwest from Etawah the line passes through Sarai Bhopat, Jaswantnagar, Balrai and Bhadan Railway Stations before entering Shikohabad Junction Railway Station.

Shikohabad Junction Railway Station. [Google Maps, October 2024]

Shikohabad Junction Railway Station (c) Mohit Yadav. (2022)

Beyond Shikohabad, we go on Northwest towards Delhi. The line passes through Makkhanpur Railway Station before arriving at Firozabad Railway Station.

Firozabad Railway Station. [Google Earth, October 2024]

Firozabad Railway Station Entrance (c) Mohammad Azam. (2021)

After Firozabad Railway Station, the railway continues Northwest through Hirangaon Railway Station and Tundla Goods Train Yard and into Tundla Junction Railway Station.

Tundla Junction Railway Station. [Google Earth, October 2024]

Tundla Junction Railway Station, (c) Bikram Dhara. (2022)

We continue on to the Northwest along the railway line running through Tundla Junction and on in a more northerly direction through Mitawali, Barhan Junction, Chamrola, Jalesar Road, Pora, Hathras Junction (and New Hathras DFCCIL) Railway Station. Just after crossing the station limits at Hathras Junction Station the line passed beneath a Warren Truss Steel Bridge carrying The Kasganj Mathura railway line. While the train is stopped at the station we explore the line carried by the rail overbridge.

The Kasganj Mathura Railway Line Bridge over the Kolkata to Delhi railway line at Hathras Junction. [Google Streetview, November 2022]

The adjacent extract from Google Earth’s satellite imagery shows Hathras Junction Station. At the bottom of the image a rail overbridge carries the Kasganj Mathura Railway lIne. A scheduled passenger service runs along this line between between Kasganj (KSJ) and Mathura Junction (MTJ). [14]

Mathura Junction Railway Station (MTJ) is an important station on the Agra–Delhi chord of the Delhi–Mumbai and Delhi–Chennai lines. It is located in Mathura district in the Indian state of Uttar Pradesh. It is one of the important North-Central Railway stations. It serves Mathura and Vrindavan.

Mathura is the birthplace of Lord Krishna. He spent his childhood in Vrindavan, 11 km away from Mathura. Therefore, both are major pilgrimage centres for Hindus. [15]

The Kasganj Mathura Passenger train covers a total distance of 105 kilometres. [14] Kasganj Junction Railway Station is situated on the Delhi-Kanpur line, it boasts 5 platforms and connects to various destinations across the country. The station is known for its historical significance, being located near the renowned Kasganj Fort and the historic mosque of Shah Jahan. [16]

Hathras Junction Railway Station serves the small city of Hathras. Hathras is a place in mythology where Lord Mahadev and Goddess Parvati stopped on their way to Brij to visit Lord Krishna at the time of his birth. There are also some significant historical and sites/remains in its vicinity. These include: Hathras Fort, a Monument to Major Robert Naim, a Monument to Samuel Anderson Nichterlein, a mound known as Gohana Khera; and a number of Hindu temples. [17] Hathras Junction Railway Station is about 164 km from Delhi.

Hathras Junction Railway Station (c) Munesh Kumar. (2022)

We leave Hathras Junction Station travelling North and pass through Mandrak and Daud Khan Railway Stations before reaching Aligarh Junction Railway Station.

Aligarh Junction Station. [Google Earth, October 2024]

Aligarh Junction Railway Station (c) MD Wasif (2022)

We are now perhaps about 150 kilonmetres from Delhi and travellin North-northwest. The line continues through Mehraval, Kulwa, Somna, Danwar and Kamalpur Railway Stations and into Khurja Junction Railway Station.

Khurja Junction Railway Station. [Google Earth, October 2024]

Khurja Junction Railway Station, seen from the road overbridge at the North end of the station site. [Google Streetview, April 2022]

we travel on through Sultanpur and Sikandarpur Stations, Gangraul Halt, Chola, Wair, Fatehpur Makrandpur, Dankaur, Ajaibpur, Boraki, Dadri, Maripat, Chipyana Buzurg Railway Stations and into Ghaziabad Junction Railway Station.

Ghaziabad Junction Railway Station. [Google Earth, October 2024]

Ghaziabad Junction Railway Station (c) Aryan Meena. (2022)

Heading on Northwest towards Delhi trans pass through Sahibabad Junction Railway Station.

Sahibabad Junction Railway Station. [Google Earth, October 2024]

Now running East-West the line continues on through Vivek Vihar Railway Station – the area around the line is now heavily built up. Ahead lies the Old Iron Railway Bridge over the Yamuna River.

Old Iron Railway Bridge (c) Zee News India. (2023) [18]

“The old Indian Railways bridge, popularly referred to as ‘lohey ka pul’ (iron bridge) has witnessed many floods and is also a reference point for measuring danger level for Yamuna water levels.” [18] The bridge was first opened for traffic in 1866 and is numbered as Bridge No. 249. It “was constructed initially as a single line, at a cost of £16,355. … It had a total length of 2,640 ft and consisted of 12 spans of 202 ft each. The superstructure consisted of steel lattice girders. … In 1913, the bridge was converted into a double line and later in the 1930s some of the spans were re-girdered and the roadway below was widened. The bridge was taken over by the North Western Railway in 1925 and is currently under the Northern Railway.” [18]

To the West of the Yamuna River, the line entered Delhi Junction Station.

Dehli Junction Railway Station was West of the Yamuna River. This extract from Google Earth’s satellite imagery shows bridges over the Yamuna River and Delhi Junction Railway Station. The Old Iron Railway Bridge over the Yamuna River is in the bottom-right quadrant of the image, the Station is just left of centre in the bottom half of the image. [Google Earth, October 2024]

The line runs on to the West through Kishanganj, Delhi Sarai Rohilla, Dayabasti, and Shakur Basti Railway Stations, any of which will allow a traveller to access the city of Delhi.

Our journey along the old EIR lines is completed here in Delhi. There may well be more articles in this series looking at some of the other lines initially constructed by the East Indian Railway. What has been most noticeable on the modern journey is the number of tracks required by the line and the frequency of services.

References

G. Huddleston; The East Indian Railway; in The Railway Magazine, London, December 1905, p481-488.
http://www.colonialfilm.org.uk/node/4544#:~:text=Between%20November%201905%20and%20March,members%20of%20the%20Royal%20Family, accessed on 9th October 2024.
https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.railwaymuseum.org.uk/sites/default/files/2024-08/Rail%2520fares%2520resource%2520pack.pdf&ved=2ahUKEwiJ8Zr0yIGJAxU32QIHHReBFiUQzsoNegQIAhAM&usg=AOvVaw3PS6VobUUgVWMQcx3s9jzo, accessed on 9th October 2024.
https://en.m.wikipedia.org/wiki/Koilwar_Bridge, accessed on 9th October 2024.
https://es.pinterest.com/pin/indian-railwaysa-utility-for-the-british-turned-out-to-be-a-boon-for-independent-india-in-2024–603130575127693830, accessed on 9th October 2024.
https://x.com/EasternRailway/status/1693572897451958538, accessed on 10th October 2024.
https://commons.wikimedia.org/wiki/File:065.STARTED_FROM_HOTEL_MANISH_ON_14.08.2017_AT_02-30_P.M._FOR_HOWRAH_RAILWAY_STATION_BY_HIRED_TAXI.jpg, accessed on 10th October 2024.
https://en.wikipedia.org/wiki/Howrah_railway_station, accessed on 10th October 2024.
https://www.facebook.com/photo/?fbid=1224418747723184&set=a.207457379419331, 10th October 2024.
https://en.wikipedia.org/wiki/Gaya_(India), accessed on 11th October 2024.
https://en.wikipedia.org/wiki/Mirzapur, accessed on 13th October 2024.
https://en.wikipedia.org/wiki/File:Allahabad_railwaybridge1870.jpg, accessed on 13th October 2024.
https://en.wikipedia.org/wiki/Prayagraj, accessed on 13th October 2024.
https://www.railyatri.in/trains/route-55339-kasganj-mathura-passenger, accessed on 16th October 2024.
https://en.wikipedia.org/wiki/Mathura_Junction_railway_station, accessed on 16th October 2024.
https://indiarailinfo.com/departures/kasganj-junction-ksj/254, accessed on 16th October 2024.
https://www.hathrasonline.in/guide/about-hathras, accessed on 16th October 2024.
https://zeenews.india.com/railways/priceless-heritage-know-all-about-indian-railways-157-year-old-yamuna-bridge-in-delhi-2636419.html, accessed on 16th October 2024.
https://jdhsmith.math.iastate.edu/term/slineir.htm, accessed on 16th October 2024.

GWR Steam Motor Road Vehicles

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The Railway Magazine of December 1905 included a photograph of a road vehicle powered by steam. The picture in The Railway Magazine is the featured image for this short article.

The Railway Magazine entitled this image, “Great Western Railway Enterprise.” It shows a steam motor wagon and trailer which was used for collecting and delivering goods at Henwick. [1: p480]

It seems as though the editor of The Railway Magazine removed the background from a photograph to prepare it for the magazine. The original photograph is shown immediately below.

An archive image from the GW Trust archive of road motors at Didcot. It is clear that this is the original image from which The Railway Magazine took their illustration. [2]

An article about GWR Steam Road Motors was included in Going Loco, May 2022. [2]

The two photographs show the same vehicle, No. U 308, built by the Yorkshire Patent Steam Wagon Co of Leeds in 1905. “The novel double-ended transverse-mounted boiler was used to avoid problems on steep hills. With a horizontal boiler mounted fore and aft, skill is required to keep the inner firebox crown covered with water when descending a steep hill.” [2]

The same photo can be found on the Leeds Engine Builders webpage. [3]

The novel double-ended transverse-mounted boiler was used to avoid problems of tilting when climbing hills. Internally it resembled a locomotive or Fairlie boiler with a central firebox and multiple fire-tubes to each end. In the Yorkshire though, a second bank of fire-tubes above returned to a central smokebox and a single chimney. [9]

More typical of the steam road motors was this vehicle which Hattons identify as “a Sentinel Dropside Short-wheelbase Steam Wagon which Corgi have produced in GWR Livery in 1:50 scale.” [4] This is actually Corgi CC20204 – Foden C-Type Dropside Wagon. [10]

A model of a Foden K Steam Road Motor Lorry. [5]

The full size version of the Foden K Steam Road Motor Lorry. [6]

Series Two Foden Steam Traction Lorry – Okehampton 1929, © Public Domain. [7]

References

The Railway Magazine, London, December 1905.
https://didcotrailwaycentre.org.uk/article.php/514/going-loco-may-2022, accessed on 10th October 2024.
https://www.leedsengine.info/leeds/gallery.asp?section=/leeds/images/Yorkshire%20PSWCo, accessed on 10th October 2024.
https://www.hattons.co.uk/213735/corgi_cc20204_sentinel_dropside_steam_wagon_with_sack_load_in_gwr_livery/stockdetail, accessed on 10th October 2024.
https://www.constructionscalemodels.com/en/foden-k-steam-wagon-south-eastern-finecast-sefte10, accessed on 10th October 2024.
https://fortepan.hu/hu/photos/?id=228651, accessed on 10th October 2024.
https://www.ebay.ph/itm/235633691321, accessed on 10th October 2024.
https://www.steampicturelibrary.com/gwr-road-vehicles/road-motor-vehicles/gwr-4-ton-thornycroft-lorry-1929-536382.html, accessed on 10th October 2024.
https://en.m.wikipedia.org/wiki/Yorkshire_Patent_Steam_Wagon_Co.#:~:text=The%20Yorkshire%20Patent%20Steam%20Wagon%20Co.&text=Their%20designs%20had%20a%20novel,was%20finally%20dissolved%20in%201993, accessed o. 10th October 2024.
https://www.chezbois.com/corgi/modern_corgi/Model_97124.htm, accessed on 15th February 2025.

The Manchester and Leeds Railway – The Railway Magazine, December 1905 – Part 2

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This is the second part of a short series about the Manchester and Leeds Railway. The first part can be found here. [66]

We re-commence our journey at Sowerby Bridge Railway Station. ….

Sowerby Bridge Railway Station – note the Ripponden Branch emerging from a tunnel and joining the Manchester and Leeds Railway at the East end of the Station. [15]

An early postcard image of Sowerby Bridge with the railway station in the foreground, © Public Domain. [23]

A colourised postcard view of the Station Forecourt at Sowerby Bridge around the turn of the 20th century. [60]

The main station building in Sowerby Bridge was demolished but the single storey building to the left of the postcard image above survives as can be seen in this image from 2016. [Google Streetview, 2016]

Sowerby Bridge Railway Station in 2006, (c) Ian Kirk and authorised for reuse under a Creative Commons Licence (CC BY 2.5). [24]

The area shown on this extract from Google Maps satellite imagery is a slightly enlarged area compared to the OS map extract above. It shows the area immediately around the railway station. [Google Maps, October 2024]

More images of Sowerby Bridge Railway Station can be found here [67] and here. [68]

Just beyond the eastern station limits Fall Lane bridges the line – two views from the bridge follow.

To the East of Sowerby Bridge the line crosses the River Calder again.

Another extract from the 25″ Ordnance Survey of 1905, published in 1907 shows Calder Dale Grease Works, Copley Bridge and Copley Viaduct. The Sowerby Bridge, Halifax and Bradford line leaves the main line at this point. [25]

The bridge and Viaduct as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]

An image of Copley Viaduct can be seen here. Just beneath the viaduct, at the left of the linked photograph, a train is crossing Copley Bridge on the line we are following. [61]

The Manchester and Leeds Railway then crosses the Calder once again and enters Greetland Station. The second arm of the Sowerby Bridge, Halifax and Bradford line joins the mainline just before (to the Northwest of) Greetland Station.

Greetland Station shown on the 25″ Ordnance Survey of 1905. Top-left the second arm of the triangular junction with the Sowerby Bridge, Halifax and Bradford line can be seen joining the Manchester and Leeds Railway. Bottom-right, the Stainland Branch leaves the main line just before the main line bridges the River Calder once again. [26]

The same location in the 21st century. Greetland Station is long gone and the branch South (the Stainland Branch has also been lifted. [Google Maps, October 2024]

Greetland Railway Station in 1962, just before closure. The camera is positioned at the Northwest end of the station. [28]

Greetland Railway Station “was originally opened as North Dean in July 1844. It was subsequently changed to North Dean and Greetland and then to Greetland in 1897. Situated near the junction of the main Calder Valley line and the steeply-graded branch towards Halifax (which opened at the same time as the station), it also served as the junction station for the Stainland Branch from its opening in 1875 until 1929. It was closed to passenger traffic on 8th September 1962.” [27]

Looking West from the A629, Halifax Road which sits over the line adjacent to the West Portal of Elland Tunnel. [Google Streetview, July 2024]

Rake says that the line then approaches “Elland Tunnel, 424 yards, in length, and, after leaving Elland Station, pass[es] through a deep cutting, from which a large quantity of stone for the building of the bridges was obtained.” [1: p471]

Rake says that this is the Eastern Portal of Elland Tunnel. Looking at the 25″ OS mapping it appears to be the Western Portal as Elland Station sits immediately to the East of the Eastern Portal. [1: p471]

Elland Tunnel and Elland Railway Station as they appear on the 1905 25″ Ordnance Survey. The Calder & Hebble Navigation and the River Calder also feature on the map extract. [29]

Elland Railway Station in 1964, seen from above the East Portal of Elland Tunnel, © Glock Wild & S. Chapman Collection. [30]

To the East of Elland Railway Station the railway is carried above the River Calder, passing Calder Fire Clay Works. Further East again, “the railway is carried across a steep and rugged acclivity, rising almost perpendicularly from the river. … The viaduct consists of six arches of 45ft span each, and leads directly to Brighouse, originally the nearest station to Bradford.” [1: 472]

The view from the South of the bridge which carries the railway over Park Road (A6025), Elland. Elland Station stood above this location and to the left. [Google Streetview, July 2024]

From Elland, the line runs on through Brighouse

Brighouse Station and Goods Yard as shown on the 25″ Ordnance Survey of 1905. [31]

The view West from Gooder Lane Bridge towards Cliff Road Bridge Elland. [Google Streetview, May 2023]

The view East across Brighouse Railway Station from Gooder Lane. [Google Streetview, May 2023]

Brighouse Railway Station (originally called ‘Brighouse for Bradford’). [1: p472]

B1 61034 Chiru at Brighouse — Embedded link to Flickr. The image shows B1 No. 61034 *Chiru* at Brighouse Station on 2nd April 1964.
The locomotive is arriving at the station from the East with a local passenger train. The locomotive had only recently been transferred to Wakefield from Ardseley. It was withdrawn at the end of 1964. The photograph looks Southeast through the station. [32]

A much later photograph of Brighouse Railway Station (2006) which looks Northwest through the station from platform 1, (c) Ian Kirk and authorised for reuse under a Creative Commons Licence (CC BY 2.5). [33]

To the East of the passenger facilities at Brighouse there were a significant array of sidings. The first length of these can be seen on the OS Map above. Around 75% of the way along these sidings Woodhouse Bridge spanned the lines. Much of the area has been redeveloped by modern industry. The next four images relate to that bridge.

Looking West from Woodhouse Bridge in 2023. [Google Streetview, August 2023]

Leaving Brighouse Station, the railway is joined, from the North, by the Bailiff Bridge Branch (long gone in the 21st century).

Immediately to the East of Brighouse Station Goods Yards, the Bailiff Bridge Branch joined the Manchester and Leeds Railway. [62]

Approximately the same area in the 21st century as shown on the OS map extract above. The line of the old Bailiff Bridge Branch is superimposed on the satellite image. [Google Maps, October 2024]

A little further to the East, in the 21st century, the line passes under the M62 and enters a deep cutting before, at Bradley Wood Junction, the Bradley Wood Branch leaves the line to the South (still present in the 21st century).

Bradley Wood Junction as shown on the 25″ Ordnance Survey of 1905. [70]

Much the same area in the 21st century. [70]

“Beyond [Bradley Wood Junction] the Calder is crossed by a viaduct of two arches of 76 ft. span each. this is succeeded by an embankment, along which the line continues down the valley. [It] again cross[es] the Calder by a viaduct similar to that just referred to.” [1: p472] The line was widened to the South side to create a four-track main line and single span girder bridges were positioned alongside the original structures.

At the first crossing of the River Calder mentioned immediately above, the original two arches of the stone viaduct can be seen beyond the more modern girder bridge in this photograph, (c) Uy Hoang. [Google Streetview, September 2022]

The same bridges as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]

In between the two bridges across the River Calder, was Cooper Bridge Station.

Cooper Bridge Station as it appears on the 1905 25″ Ordnance Survey. [34]

The Station at Cooper Bridge is long gone in the 2st century, but the bridges remain. The station sat over the road at this location with platform buildings between the rails of the left edge of this image. This photograph is taken from the North on Cooper Bridge Road. [Google Streetview, July 2024]

The second of the two crossings of the River Calder mentioned above. This photograph, taken from the Southwest, shows the girder bridge with the stone-arched 2-span bridge beyond, (c) Uy Hoang. [Google Streetview, September 2022]

This view from the North East and from under an adjacent footbridge shows the stone-arched 2-span structure, (c) Uy Hoang. [Google Streetview, September 2022]

Rake’s journey along the line seems not to focus so closely on the remaining length of the line. Various features and a number of stations seem to have been missed (particularly Cooper Bridge, Mirfield, Ravensthorpe, Thornhill, Horbury & Ossett). It also seems to suggest that the line goes through Dewsbury Station. Rather than rely on Rake’s commentary about the line, from this point on we will provide our own notes on the route.

At Heaton Lodge Junction, the LNWR Huddersfield & Manchester line joined the Manchester & Leeds line with the LNWR Heaton & Wortley line passing beneath. The Manchester & Leeds line ran on towards Mirfield Station passing the large engine shed before entering the station over a long viaduct which once again crossed the River Calder.

Heaton Lodge Junction as it appeared in 1905 on the 25″ Ordnance Survey. [71]

The same junction as it appears on the ESRI satellite imagery which is provided by the National Library of Scotland (NLS). [71]

The bridge carrying the Manchester and Leeds Railway over Wood Lane which can be made out to the right of the map extract and satellite images above. [Google Streetview, May 2023]

The view from the North of the viaduct carrying the line over the River Calder to the West of Mirfield Station. [Google Streetview, March 2021]

The same viaduct viewed from the Southwest. The original stone-arched viaduct was widened by metal spans on brick abutments and piers. [Google Streetview, March 2021]

Eastbound empties passing Mirfield Station behind BR 8F 2-8-0 Locomotive No. 48146. The photograph looks West from the central island platform and shows some of the Speed Signals – unusual in Britain – installed in 1932 on the exceptionally busy section of this dual trunk route between Heaton Lodge Junction and Thornhill Junction, which remained until 1969-70, (c) Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [35]

Mirfield Railway Station in 2010 taken looking West from Platform three which was a later addition to the station and sits alongside what was the up slow line. The original island platform can be see to the right of this image, © Alexandra Lanes, Public Domain. [36]

Just to the East of Mirfield Station was Cleckheaton Junction and then Wheatley’s Bridge over the River Calder. A bridge then carries Sand Lane over the railway.

Looking West from Sands Lane Bridge back towards Mirfield. [Google Streetview, May 2023]

Looking East from Sands Lane Bridge. [Google Streetview, May 2023]

Soon after this the line encountered Dewsbury Junction which hosted Ravensthorpe (Ravensthorpe and Thornhill) Station.

Dewsbury Junction and Ravensthorpe Station. [39]

Looking West from Calder Road towards Mirfield. [Google Streetview, May 2023]

The view East from Calder Road showing Ravensthorpe Station with the Manchester & Leeds line heading away to the right of the picture. [Google Streetview, May 2023]

Thornhill Railway Station was a short distance further East just beyond the junction where the Ravensthorpe Branch met the main line at Thornfield Junction.

Thornfield Junction, Goods Yard and Station as shown on the 25″ Ordnance Survey of 1905. [40]

Thornhill Station opened with the Manchester & Leeds Railway and only closed on the last day of 1961, a short time before Beeching’s closure of of Dewsbury Central. [37]

The same station looking East towards Wakefield, Normanton etc. In the background is the bridge of the ex-Midland branch from Royston to Dewsbury (Savile Town), closed 18/12/50, (c) Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [38]

The view West from Station Road in the 21st century, through what was Thornhill Railway Station. {Google Streetview, March 2023]

The view East from Station Road in the 21st century. The bridge ahead carries Headfield Road over the railway. [Google Streetview, March 2023]

The view West from Headfield Road Bridge towards the site of the erstwhile Thornhill Railway Station and Station Road. [Google Streetview, October 2022]

The view East from Headfield Road Bridge. [Google Streetview, October 2022]

East of Thornhill Station were Dewsbury West and Dewsbury East junctions which together with Headfield Junction formed a triangular access to Didsbury Market Place Station. This was a busy location which sat close to Dewsbury Gas Works, Thornhill Carriage and Wagon Works and Thornhill Lees Canal Locks and a canal branch. Just off the North of the map extract below was a further junction giving access to the GNR’s Headfield Junction Branch, before the line crossed the River Calder and entered Dewsbury Market Place Station and Yard and terminated there.

This extract from the 25″ Ordnance Survey of 1905 shows the triangular junction which provided access to Dewsbury Market Place Station and a series of Goods Yards and Sheds. Headfield Road is on the left side of this image. [41]

A similar area in the 2st century as it appears on Google Maps satellite imagery. [Google Maps, October 2024]

Dewsbury was very well provided for by both passenger and freight facilities. In its railway heyday the Midland Railway, the London & North Western Railway, the Lancashire & Yorkshire Railway and the Great Northern Railway all had access to the town. A computer drawn map showing the different lines can be found here. [42]

Continuing along the line towards Wakefield and Normanton, the next feature of note is the junction for Combs Colliery’s Mineral Railway at Ingham’s Sidings. Nothing remains of this short branch line.

Ingham’s Siding ran South, crossing the Calder & Hebble Navigation to reach Comb’s Colliery. [43]

Further East the line continues in a straight line East-southeast to cross the River Calder once again. It then passes the Calder Vale and Healey Low Mills at Healey and runs Southeast to Horbury and Ossett Station.

The bridge over the River Calder adjacent to Calder Vale and Healey Low Mills. [Google Streetview, April 2023]

The bridge over the River Calder at Calder Vale and Healey Low Mills is in the top-left of this map extract from the 1905 25″ Ordnance Survey. This area was chosen by British Rail in the 1960s for a large marshalling yard. [46]

British Railways developed a large marshalling yard in the 1960s at Healey Mills. The yard was opened in 1963 and replaced several smaller yards in the area. It was part of the British Transport Commission’s Modernisation plan, and so was equipped with a hump to enable the efficient shunting and re-ordering of goods wagons. The yard lost its main reason for existence through the 1970s and 1980s when more trains on the British Rail system became block trains where their wagons required less, or more commonly, no shunting. Facilities at the site were progressively run down until it closed completely in 2012. [46][47]

Healey Mills Marshalling Yard in April 1982, (c) Martin Addison and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [48]

Looking Northwest from Storrs Hill Road Bridge in the 21st century. [Google Streetview, March 2023]

Looking Southeast from Storrs Hill Road Bridge in the 21st century through the throat of the old marshalling yard. [Google Streetview, March 2023]

The site of Horbury & Ossett Railway Station in the 21st century. [Google Maps, October 2024]

Looking Northwest from Bridge Road, A642 towards Storrs Road Bridge. Horbury and Ossett Railway Station goods facilities were on the left. [Google Streetview, July 2024]

looking Southeast from Bridge Road. the passenger facilities were on the Southeast side of Bridge Road with the platform sat between the running lines. [Google Streetview, July 2024]

“Horbury and Ossett railway station formerly served the town of Horbury. … The station was opened with the inauguration of the line in 1840, on the west of the Horbury Bridge Road, to the south-west of the town. Later a new, more substantial structure was built just to the east. … British Railways developed a large marshalling yard in the 1960s at Healey Mills immediately to the west of the original station. … [The station] closed in 1970. Almost all that remains is the old subway which ran under the tracks. Ossett is now the largest town in Yorkshire without a railway station. Proposals to open a new one are periodically canvassed, perhaps on part of the Healey Mills site.” [45]

A little further East is Horbury Fork Line Junction where a mineral railway runs South to Harley Bank Colliery and the Horbury & Crigglestone Loop leaves the Manchester to Leeds line.

Horbury Fork Line Junction on the 1905 25″ordnance Survey. The junction sat just to the West of Horbury Tunnel. That tunnel has since been removed. [49]

The same location in the 21st century. The tunnel sat to on the East side of the present footbridge which is just to the left of the centre of this image. This image is an extract from the NLS’ ESRI satellite imagery. [49]

These next few photographs show views of the line from a series of three overbridges to the East of Horbury Fork Line Junction.

The view West from Southfield Lane Bridge. [Google Streetview, October 2022]

The view East from Southfield Lane Bridge. [Google Streetview, October 2022]

The view West from Dudfleet Lane Bridge towards Southfield Lane Bridge. [Google Streetview, October 2022]

The view East from Dudfleet Lane Bridge towards Millfield Road Bridge. [Google Streetview, October 2022]

The view West from Millfield Road Bridge towards Dudfleet Lane Bridge. [Google Streetview, October 2022]

The view East from Millfield Road Bridge. [Google Streetview, October 2022]

The next significant location on the line is Horbury Junction.

Horbury Junction on the 1905 25″ordnance Survey. Horbury Junction Ironworks sat in-between the Manchester and Leeds Railway and the. There was a Wagon Works just off the South edge of this image. The line heading South from Horbury Junction was the L&YR line to Flockton Junction and beyond. [50]

The same location in the 21st century as shown on the ESRI satellite imagery provided by the NLS.. [50]

Industrialisation in the immediate area of Horbury Junction began “in the early 1870s with the construction of Millfield Mill, followed by the Horbury Ironworks Co. In 1873, Charles Roberts bought a site for a new factory at Horbury Junction and moved his wagon building business from Ings Road, Wakefield to Horbury Junction. Before that, the area of Horbury Junction was a quiet backwater with a corn mill and a ford across the Calder for farm traffic.” In reality, a beautiful pastoral area of countryside was changed forever with the coming of the Railway, Millfield Mill, the Wagon Works and the Ironworks.” [51]

In the 21st century, just beyond Horbury Junction, the line is crossed by the M1.

In the 21st century, just beyond Horbury Junction (on the left of this extract from Google Maps), the line is crossed by the M1. [Google Maps, October 2024.

Horbury Junction seen, looking Southwest from the M1. [Google Streetview, July 2024]

Looking Northeast from the M1. [Google Streetview, August 2024]

Green Lane Underpass seen from the North. This underpass sits just to the East of the modern M1. [Google Streetview, October 2008]

Following the line on to the Northeast, it next passes through Thornes.

The railway bridge at the centre of Thornes in 1905. [52]

The same location in the 21st century. The now quadruple line is carried by two separate bridges. [52]

Thorne Bridge seen from the South in June 2024. [Google Streetview, June 2024]

Northeast of Thornes, the Manchester and Leeds Railway ran at high level into Kirkgate Joint Station in Wakefield.

The bridge carrying the line over Kirkgate. [All three images from Google Streetview April 2023]

The Manchester and Leeds Railway enters this extract from the 1905 25″ Ordnance Survey bottom-left, To the North of it id the GNR Ings Road Branch. To the South of it is a Goods Yard with access to Wakefield’s Malthouses and Mark Lane Corn Mill. [53]

The same area in the 21st century. The rail lines remain approximately as on the map extract above. Wakefield Kirkgate Station (top-right) is somewhat reduced in size. Much of the built environment is different to that shown on the map above. This image is another extract from the ESRI satellite imagery. [53]

Wikipedia tells us that once it was opened by the Manchester and Leeds Railway in 1840, Kirkgate station was “the only station in Wakefield until Westgate was opened in 1867. The railway station building dates from 1854. … Some demolition work took place in 1972, removing buildings on the island platform and the roof with its original ironwork canopy which covered the whole station. A wall remains as evidence of these buildings. After this, Kirkgate was listed in 1979.” [72]

Kirkgate Station was refurbished in two phases between 2013 and 2015. [72]

The view westward on 29th July 1966, through Kirkgate Station towards Mirfield, The locomotive is LMS Fairburn class 4MT 2-6-4T No. 42196 (built 3/48, withdrawn 5/67), © Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [74]

A series of modern images of Kirkgate Station are shared below

The images of Kirkgate Station above are:

The support wall to the overall roof which was retained in the 1972 reordering and which has been refurbished in the 21st century, © Rept0n1x and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [72]
The modern road approach to the station buildings, © Alan Murray-Rust and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [72]
A Pacer DMU at Wakefield Kirkgate platform one in May 2006, (c) Ian Kirk and licenced for reuse under a Creative Commons Licence, (CC-By 2.5). [72]

East of Kirkgate Joint Station in 1905. The landscape in Primrose Hill is dominated by the railway. The line exiting to the South of this extract is the L&YR Oakenshaw Branch which crosses the River Calder and runs past the station’s Engine Sheds. [54]

the same area in the 21st century, much of the railway infrastructure has disappeared and is beginning to be taken over by nature. [54]

Just to the East of Wakefield Kirkgate Station were Park Hill Colliery Sidings.

Much the same area in the 21st century. The Midland’s lines South of Goosehill have gone, the footbridge remains but the large area of sidings to the Northeast of the Junction have also gone. [56]

Park Hill Colliery Sidings and the River Calder in 1913. [55]

The same location in the 21st century. [55]

And beyond those sidings a further crossing of the River Calder.

The three arched stone viaduct across the River Calder. This photograph is taken from Neil Fox Way and looks Southeast towards the bridge. [Google Streetview, June 2024]

Just a short distance further along the line, at Goosehill, the Manchester and Leeds Railway (by 1905, The Lancashire and Yorkshire Railway) joined the North Midland Railway (by 1905, The Midland Railway)

Goosehill Bridge and Junction witht he Midland Railway entering from the bottom of the extract and the Manchester 7 Leeds entering from the bottom-left. [56]

Immediately to the Northeast of the last extract from the 1905 25″ Ordnance Survey, the Midland’s lines can be seen heading Northeast with branches off to the North and West. The branch heading away to the West is the St. John’s Colliery line running to wharves at Stanley Ferry. That to the North runs through the screens and serves St. John’s Colliery itself. [57]

The same area in the 21st century. The roadway crossing the railway and heading off the satellite image to the West runs to a large opencast site. [57]

Looking Southwest from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]

Looking Northeast from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]

Looking Southwest from the Newlands Lane Bridge. [Google Streetview, May 2023]

Looking Northeast from Newlands Lane Bridge. [Google Streetview, May 2023]

From this point on the traffic from the Manchester and Leeds Railway ran on North Midland (later Midland) Railway metals, via Normanton Railway Station and then passing Silkstone and West Riding Collieries, and on towards Leeds, approaching Leeds from the Southeast. Normanton Station appears on the map extract below.

An smaller scale extract from the 25″ Ordnance Survey of 1905 which shows Normanton and its railway station. St. John’s Colliery and Gooshill Junction are just of the extract on the bottom left. [58]

Looking Southwest from Altofts Road Bridge through the site of Normanton Railway Station. [Google Streetview, April 2023]

Rake’s last words on a journey along the railway are these: “Just previous to reaching Wakefield, the railway is carried over a viaduct of 16 arches, and, quitting that station it enters a deep cutting, and crosses the Vale of Calder for the last time, a little to the east of Kirkthorpe. Here was the most important diversion of the Calder, by which the cost of building two bridges was saved. … The line terminated by a junction with the North Midland Railway, a mile to the north of which point was situated the Normanton Station, where the York and North Midland, and by its means, the Leeds and Selby and Hull and Selby Railways united with the former lines. The remainder of the journey to Leeds, 9 miles, was traversed on the North Midland Railway.” [1: p472]

Rake goes on to talk about the gradients of the railway which “were considered somewhat severe. Starting from Manchester, the line ascends to Rochdale, 10 miles, over a series of inclinations averaging about 1 in 155; from Rochdale to the summit level, 6½ miles, the ascent is 1 in 300; the total rise from Manchester being 351 ft. From the summit level plane, which extends for 1 mile 55 chains, to Wakefield, a distance of 30 miles, the line descends for the first six miles on a gradient of 1 in 182, after which it is continued by easy grades of an average inclination of 1 in 350. Below Wakefield a comparatively level course is maintained to the junction with the North Midland Railway, the total fall from the summit being 440 ft. The curves were laid out so as not to be of a less radius than 60 chains. The gauge adopted on the Manchester and Leeds Railway was 4 ft. 9 in., to allow a in. play on each side for the wheels. … The rails were of the single parallel form, in 15 ft. lengths, with 3 ft. bearings, and were set in chairs, to which they were secured by a ball and key, as on the North Midland Railway. The balls, (3/4 in. diameter), were of cast iron, and fitted into a socket formed in one side of the stem of the rail; the key, which was of wrought iron, was 8 in. long (and 5/8 in. wide at one end, from which it tapered to 3/8 in. at the other end). … Stone blocks were used where they could be obtained from the cuttings, and were placed diagonally, but sleepers of kyanised larch were used on the embankments, the ballasting being of burnt and broken stone.” [1: p472-473]

It is interesting to note that the tramway/tramroad practice of using stone blocks as sleepers was in use when this railway was first built!

Rake continues: “The Manchester terminal station was located between Lees Street and St. George’s Road, and was entirely elevated on arches. The passenger shed was covered with a wooden roof, in two spans, and the whole length of the station was 528 ft. The passenger platform was approached by a flight of 45 steps from the booking-office on the ground floor. [1: p473]

Early signals on the Manchester and Leeds.Railway which became part of the Lancashire & Yorkshire Railway network. [64]

“The signals were of the horizontal double disc or spectacle form which, when revolved to the extent of a half circle, caused both discs to be invisible to the driver and indicated all right, the lamp above showing, when illuminated, green; the colour shown by the lamp when both discs were crosswise to the line being red.” [1: p473]

Rolling Stock

“The carriages consisted of three classes, The first class, in three compartments, upholstered, and fitted with sash windows painted blue; second-class, in three compartments, but open at the sides and furnished with wooden sliding shutters painted yellow; and carriages termed ‘mixed’, in which the middle compartment was for first-class, and each of the ends was for second-class passengers. There was also a carriage of novel construction, built according to the plan of the chairman of the company and used at the opening of the line. The under-framing was of the usual construction, but the body was unique. The floor was considerably wider than ordinary, and the sides curved outwards until they joined a semicircular roof, the greater part of which was fitted with wire gauze to give air, but capable of being instantaneously covered with waterproof material, by the action of an inside handle, so that sun and rain could be shaded out at pleasure. The sides were fitted throughout with plate glass, and ranges of seats occupied the floor, having passages on either side. Tents were also contrived in the sides which closed at will by spring action. The effect of the interior was said to resemble the interior of a conservatory! These carriages were in each case mounted on four wheels, with a perforated footboard of iron running the whole length of the body, in substitution for the lower tier of steps in use on other railways at the time.” [1: p473-474]

I have produced Rake’s description of this ‘unusual carriage’ as I have found it impossible to imagine what it looked like from Rake’s word-picture.

At the end of 1840, “an improved form of third-class carriage was constructed, in which each wheel was braked; the brake levers were attached to the axle-boxes and, consequently, when applied by the guard. who sat on the roof, did not bring the body of the carriage down on to the springs, The buffing springs were placed in front of the headstocks, and a flat iron bar attached to the buffer worked in brackets on the sole bar. The doors were fitted with latches on the outside, which were fastened by the guard when the passengers were inside.” [1: p474]

An improved third class carriage. Looking back from a 21st century perspective, these carriages seem to be not much better than the wagons used to carry livestock. This is borne out by Rake’s notes below. It was, however, a significant improvement on the open wagons, having a roof, glass windows and brakes. Contrary to what Rake appears to say below, Wells suggests that these covered third class wagons did have seating. [1: p474][75: p85]

“The windows and the doors being fixed, no passenger could open the door until the guard had released the catch. Roof lamps were not provided in these coaches, which were painted green. … The third-class carriages. or rather, wagons, were provided with four entrances, to correspond with the “pens” into which they were sub-divided by means of a wooden bar down the centre, crossed by another bar intersecting the former at right angles in the middle of its length. There were no seats, and the number of passengers for which standing room could be found was limited solely to the to the bulk Stanhope or ‘Stan’ups’, as they were derisively termed. The contrivance of pens was said to be due to a determination to prevent respectably dressed individuals from availing themselves of the cheaper mode of conveyance, in which there was little to distinguish them, it was complained, ‘from the arrangements for the conveyance of brute beasts which perish’. The company’s servants were strictly enjoined “not to porter for wagon passengers‘!” [1: p474]

Rake’s illustration of an early Manchester and Leeds Railway first class coach. [1: p474]

Further details of Rolling Stock on the Railway can be found in Jeffrey Wells book about the line. [75: p81-85]

Locomotives

Rake tells us that the locomotives were all mounted on 6 wheels and purchased from Sharp, Roberts & Co., Robert Stephenson & Co., and Taylor & Co. They all had 14 in. diameter, 18 in. stroke cylinders and 5 ft. 6 in. diameter driving wheels. Jeffrey Wells provides a more comprehensive, tabulated, list of those early locomotives. [75: p79-80]

A typical 0-4-2 Locomotive of 1839/1840. [76]

An early (1834) R. Stephenson & Co. 0-4-2 locomotive of very similar design to those supplied to the Manchester and Leeds Railway 9c0 Public Domain. [77]

The first three 0-4-2s were made by Robert Stephenson & Co., and that company supplied plans and specifications for its locomotives which meant that The Manchester and Leeds Railway could have the same design manufactured by other firms of the Company’s choice. The first 12 locomotives built for the Manchester and Leeds in 1839 were all to Stephenson’s 0-4-2 design. Wells tells us that of these locomotives, the first three (Nos. 1 -3) were called Stanley, Kenyon and Stephenson and were built by R. Stephenson & Co. They were supplied to the Railway in April and May 1839. [75: p79]

The next three locomotives (Nos. 4-6) were supplied by Sharp Bros., Manchester. Lancashire and Junction were supplied in May 1839 and York in July 1839. Nos. 7, 9 and 10, named respectively, Rochdale (16th July), Bradford (6th September) and Hull (7th September)came from Naysmith & Co., Patricroft. Nos. 8, 11, 12 (Leeds, Scarborough and Harrogate) were supplied by Shepherd & Todd by September 1839. [75: p79]

Wells comments that No. 1, ‘Stanley’ “was named after Lord Stanley, Chairman of the House of Commons Committee who supported the Manchester and Leeds Railway Bill in 1836. … Other Stephenson designs followed: 19 engines, numbered 15 to 40, of the 2-2-2 wheel arrangement were delivered between October 1840 and April 1842. These were recommended by Stephenson to work the eastern section of the line, between Sowerby Bridge and Wakefield, thus gradually removing the [Manchester and Leeds Railway’s] reliance on North Midland Railway motive power which had at first prevailed from late in 1840.” [75: p80]

R. Stephenson patented 2-2-2 locomotive No. 123 ‘Harvey Combe’ built 1835, from Simm’s ‘Public Works of Great Britain’, 1838. This locomotive is of a very similar design to those supplied by various manufacturers to the Manchester and Leeds Railway in 1840-1842. These were given the Nos. 15-40 and were supplied by Charles Tayleur & Co., Rothwell & Co., Laird Kitson & Co., Sharp Bros., Naysmith & Co., and W. Fairburn & Co., (c) C. F. Cheffins, Public Domain. [78]

He continues: “Once again several manufacturers were involved in the supply of these locomotives. Goods engines were represented by a further batch of 0-4-2s; 13 were delivered (Nos 33 to 46) between April 1841 and June 1843, the three manufacturers involved being R. Stephenson & Co., Haigh Foundry, Wigan, and William Fairbairn & Co. of Manchester. … Three standard Bury-type 0-4-0s were the last engines to be delivered (Nos 47 to 49) the first two bearing the names West Riding Union and Cleckheaton respectively. All three were completed between November 1845 and January 1846 by the firm of Edward Bury of Liverpool.”

And finally. …

Rake concludes his article, the first to two about the line in The Railway Magazine (I currently only have access to this first article) with two short paragraphs. The first reflects on policing: “There were no police on the railway, the whole of the platelayers being constituted as constables on the completion of the first section of the line; and, we are afterwards told, that ‘the vigilance resulting from the pride these men take, in being thus placed in authority, had been found to supersede the necessity of any more expensive system of surveillance.'” [1: p474]

The second notes that: “The directors [were] very anxious to complete the railway as far as Rochdale, at the earliest possible time, and on the 4th July, 1839, it was opened through that town to Littleborough, a distance of about 14 miles, the event ‘exciting a most extraordinary degree of local interest and wonder’ we are told.” [1: p474]

References

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The Manchester and Leeds Railway – The Railway Magazine, December 1905 – Part 1

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An article in the Railway Magazine in December 1905 prompted a look at the Manchester and Leeds Railway. For a number of years my parents lived in sheltered housing in Mirfield which is on the line. Looking at the line as it appeared in 1905 and again in the 21st century seemed a worthwhile exercise! Part 1 of this short series provides a short history of the line and takes us from Manchester to Sowerby Bridge.

The featured image at the head of this article shows the Manchester & Leeds Railway locomotive ‘Victoria’, in about 1878-80. This locomotive was designed by Edward Bury and built at his works in Liverpool. It was one of a batch of 0-4-0 engines ordered in 1845, and later converted to an 0-4-2 wheel arrangement (c) Public Domain. [65]

In his first article in 1905, about the Manchester and Leeds Railway which was accompanied by a series of engravings included here, Herbert Rake wrote that on 11th September 1830 a committee tasked with improving communications between Leeds and Manchester, emboldened by the success of the Liverpool and Manchester Railway, decided to hold a meeting to form a new railway company.

On 18th October 1930, the decision was taken. A board of directors was appointed, a survey was authorised and work was undertaken to prepare for an application to Parliament. It was based on a junction with the Liverpool and Manchester Railway at Oldfield Lane, Salford and at St. George’s Road, Manchester.

The route from Manchester to Sowerby Bridge was easily agreed, that from Sowerby Bridge to Leeds was more difficult to agree. The Bill prepared for Parliament focused on the Manchester to Sowerby Bridge length of the planned line and was presented on 10th March 1831. Opposition from the Rochdale Canal Company and others and then the dissolution of Parliament halted the progress of the Bill.

Resubmission was agreed on 8th June 1830 but once again failed in its progress through Parliament. In the end, the project was revised, the company was reorganised, and the capital fixed at £800,000 in £100 shares in a meeting in October 1935.

Rake tells us that this “new project abandoned the Salford junction line, but embraced a deviated extension beyond Sowerby Bridge, along the lower portion of the Vale of Calder, past Dewsbury and Wakefield, to Normanton, thence to Leeds, in conjunction with the North Midland Railway. … [The line was] intended to form a central portion of a great main line running east and west between Liverpool and Hull.” [1: p469-470]

The prospectus noted a few important facts, particularly:

The population density with three miles either side of the proposed line was 1,847 persons per square mile. The average for England was 260 persons per square mile.
Within 10 miles of the line there were 29 market towns, twelve with a population greater than 20,000.
Within 20 miles of the line there were 48 market towns with more than 10,000 inhabitants.

Rake tells us that “The Act of Incorporation received the Royal Assent on the 4th July 1836, and authorised a joint stock capital to be raised of £1,000,000, with an additional amount by loan of £433,000.” [1: p470]

Construction commenced on 18th August 1837. On 14th February 1838 it was decided to apply to Parliament for an Act authorising branch lines to Oldham and Halifax.

Victoria Station, Manchester, was first known as Hunt’s Bank Station. [1: p468]

Part of the original station at Manchester Victoria, as it appeared in 1989. In around 1860, the single storey station building was extended by the addition of a second floor. The Lancashire and Yorkshire Railway sensitively incorporated the original building into the new 1904 facade of Victoria station, © Whatlep and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [2]

Late in 1838, “a modification of the original plan for effecting a junction of the Manchester and Leeds Railway with the Liverpool and Manchester Railway was proposed, by an extension of both to a joint terminus within 500 yards of the Manchester Exchange. … The Act of Parliament for this and other purposes received the Royal Assent on the 31st July 1839, authorising the sum of £866,000 to be raised for the purpose of constructing the Oldham and Halifax branches, for making a diversion in the railway at Kirkthorpe, for enlarging the station in Lees Street, and for constructing the line to join the Liverpool and Manchester extension.” [1: p470]

Rochdale railway Station as shown on the 25″ Ordnance Survey 0f 1908, published in 1910. [21]

View NE from south end of Rochdale Station. On the left, Hughes/Fowler 5P 4F 2-6-0 No. 42724 on the 11.58am Wakefield to Manchester; on the right, Stanier 4MT 2-6-4T No. 42653 on a local to Bolton, © Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [22]

Rake explains that the railway ran through Miles Platting where the Ashton and Stalybridge branch diverges. At Middleton the Oldham branch connected to the main line. Mill Hills embankment (maximum height 75 feet) carries the line towards Blue Pits Station where the Heywood line joins the main line. The line runs on through Rochdale, Littleborough and Todmorden Vale before running in cutting (maximum depth 100 feet) to Summit Tunnel.

During construction, “Six contracts were awarded between the Manchester terminus and the Summit Tunnel and were progressing satisfactorily by August 1838.” [6]

The West Portal of Summit Tunnel is approached from Manchester through a deep cutting. [1: p469]

The same portal of Summit Tunnel in 20th century steam days. [3]

When built, Summit Tunnel was the longest in the world. It opened on 1st March 1841 by Sir John F. Sigismund-Smith.

“The tunnel is just over 1.6 miles (2.6 km) long and carries two standard-gauge tracks in a single horseshoe-shaped tube, approximately 24 feet (7.2 m) wide and 22 feet (6.6 m) high. Summit Tunnel was designed by Thomas Longridge Gooch, assisted by Barnard Dickinson. Progress on its construction was slower than anticipated, largely because excavation was more difficult than anticipated. … It … cost £251,000 and 41 workers had died.” [4]

Rake noted that the tunnel is “14 shafts were necessary, and the strata of rock shale and clay was of so treacherous a character that the brick lining of the roof, which is semi circular, consists in places of no less than 10 concentric rings.” [1: p471] He also comments that: the tunnel entrance is if an imposing Moorish design; 1,000 men were employed with work continuing day and night.

Beyond the tunnel, the railway “entered a cutting in silt, which required piling to secure a foundation. Continuing onwards, we pass through the Winterbut Lee Tunnel, 420 yds. in length, and across a viaduct of 18 arches, one of which is of 60 ft. span we then proceed over the Rochdale Canal, on a cast iron skew bridge 102 ft. in span, at a height of 40 ft. above the surface of the water.” [1: p471]

A colourised engraving of the bridge over the Rochdale Canal by A.F. Tait. [6]

The Manchester and Leeds Railway’s castellated bridge over the Rochdale Canal to the South of Todmorden on 16th September 2007, © Tim Green and authorised for reuse under a Creative Commons Licence (CC BY 2.0 Generic). [5]

The railway bridge illustrated above as it appears on the 25″ Ordnance Survey of 1905, published in 1907. [9]

“Tenders for work on the eastern section were advertised in 1838. … Contractors then worked fastidiously under the threat of heavy penalties should they over-run the set time limits. They were also forbidden to work on Sundays.” [6]

At Todmorden, “the railway is carried over almost the entire breadth of the valley by a noble viaduct of nine arches, seven of which are each of 60 ft. span, and two of 30 ft., at a height of 54 ft. above the level of the turnpike road.” [1: p471]

Todmorden Railway Station on the 25″ Ordnance Survey of 1905, published in 1907. The viaduct which spans Burnley Road to the East of the Railway Station appears top left on this map extract and below on a more modern photograph. [8]

Todmorden Railway Station, seen from Platform 2, in the 21st century, © Ian Kirk and licenced for reuse under a Creative Commons Licence (CC-BY 2.5). [20]

Todmorden – Railway Viaduct over Burnley Road: The railway viaduct reaching the station is a prominent feature and is here seen crossing Burnley Road with the bus station on one side of it and the local market on the other, © David Ward and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [7]

The junction with the Burnley Branch on the 25″ Ordnance Survey of 1905, published in 1907. [10]

Looking West from Hallroyd Road Bridge in 2023. Hallroyd Road Bridge overlooks Hall Road Junction close to the right side of the map extract above. [Google Streetview, April 2023]

Looking East from Hallroyd Road Bridge. [Google Streetview, April 2023]

Quitting Todmorden, where the Burnley branch diverges, the line enters Yorkshire, passes through Millwood Tunnel (225 yards), Castle Hill Tunnel (193 yards), and Horsefall Tunnel (424 yards) and then arrives at Eastwood Station. Some distance further on is Charlestown. Afterwards the railway “crosses river, road, and canal, by a skew bridge of three arches, the canal being separately spanned by an iron bridge.” [1: p471]

Looking back West from Cross Stone Road across the western portal of Millwood Tunnel. [Google Streetview, April 2023]

Looking East from the corner of Phoenix Street and Broadstone Street, above the eastern portal of Millwood Tunnel. [Google Streetview, April 2023]

These next few images give a flavour of the line as it travels towards Hebden Bridge.

Lobb Mill Viaduct sits alongside the A646, Halifax Road between Castle Hill Tunnel and Horsefall Tunnel. [Google Streetview, June 2023]

Looking Southwest along the line towards Todmorden from E. Lee Lane. [Google Streetview, April 2023]

A little to the Northeast, Duke Street passes under the railway. This view looks West from Halifax Road [Google Streetview, June 2023]

Eastwood Railway Station as it appears on the 1905 25″ Ordnance Survey. [63]

Thye approximate location of Eastwood Station as it appears on Google Maps satellite imagery in 2024. [Google Maps, October 2024]

A little further Northeast, this is the view Northwest along Jumble Hole Road under the railway. [Google Streetview, June 2011]

The view Northwest from he A646, Halifax Road along the Pennine Way Footpath which passes under the railway at this location. [Google Streetview, June 2023]

Again, looking Northwest from Halifax Road along Stony Lane which runs under the railway. [Google Streetview, June 2023]

The view Southwest along Oakville Road which runs next to the railway. [Google Streetview, April 2023]

The view Northeast from the same location on Oakville Road. [Google Streetview, April 2023]

A short distance Northeast, the railway “crosses river, road, and canal, by a skew bridge of three arches, the canal being separately spanned by an iron bridge.” [1: p471] The location is shown on the 25″ Ordnance Survey of 1905 below.

The bridge mentioned above, as it appears on the 25″ Ordnance Survey of 1905. [11]

The same location shown on Google Maps satellite imagery in 2024. [Google Maps, October 2024]

Looking Northeast along Halifax Road, the three arches of the viaduct are easily visible. Beyond it there is a girder bridge which Rake does not mention. [Google Streetview, June 2023]

A little further East Stubbing Brink crosses the railway.

Looking West along the railway from Stubbing Brink Bridge. [Google Streetview, April 2023]

The view East along the line from Stubbing Brink. [Google Streetview, April 2023]

The line next passes through a short short tunnel (Weasel Hall Tunnel (124 yards)) and arrives at Hebden Bridge Station.

Looking West-northwest from Shelf Road Bridge, it is just possible to make out the mouth of Weasel Hall Tunnel. [Google Streetview, April 2023]

The view East-southeast from Shelf Road Bridge towards Hebden Bridge Railway Station. [Google Streetview, April 2023]

This next extract from the 25″ Ordnance Survey shows Hebden Bridge Station. [12]

Platelayers at work at Hebden Bridge Station in 1840. [1: p470]

Hebden Bridge Railway Station (Platform 2) in the 21st century, © El Pollock and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [18]

After Hebden Bridge Station, the line proceeds along the South bank of the River Calder, through two small stations (Mytholmroyd and Luddenden Foot) and by a number of riverside mills.

Mytholmroyd Railway Station as it appeared on the 1905 25″ Ordnance Survey. The Station is still open in the 21st century. [13]

The original station building at Mytholmroyd, seen from the North in 2006, with the line crossing New Road at high level, © Ian Kirk and licenced for reuse under a Creative Commons Licence (CC By 2.5) . The building has since been renovated. [16]

Mytholmroyd Railway Station in the 21st century, © Rcsprinter123 and licenced for reuse under a Creative Commons Licence (CC BY 3.0,). [19]

East along the line towards Luddendenfoot, Brearley Lane bridges the line.

Looking West from Brearley Lane Bridge towards Mytholmroyd Station. [Google Streetview, July 2009]

Ahead to the East, the line curves round towards the location of Luddendenfoot Railway Station. [Google Streetview, July 2009]

Luddenden Foot Railway Station. The station closed on 10th September 1962. The site has been developed since 2007 and the northern half is now occupied by the Station Industrial Park, which is accessible via Old Station Road. Two gate pillars from the original station flank the entrance to the road. [14][17]

The location of the erstwhile Luddendenfoot Railway Station as seen from Willow Bank, (c) Matt Thornton. [Google Streetview, February 2021]

Looking Southeast from Willow Bank. The arch bridge visible ahead carries Jerry Fields Road over the line, (c) Matt Thornton. [Google Streetview, February 2021]

To the Southeast, Ellen Holme Road passes under the line.

Ellen Holme Road passess under the railway to the Southeast of the old Luddendenfoot Railway Station. [Google Streetview, June 2023]

Passing other mills and traversing a deep cutting the line enters Sowerby Tunnel, (645 yards) and reaches Sowerby Bridge Station.

Class 101 At Sowerby Bridge Tunnel. — This image is embedded her from Flickr. It shows a Class 101 DMU entering Sowerby Bridge Tunnel from the East while working 2M14 10:31hrs York to Southport service on 8th May 1987, (c) Neil Harvey 156. [59]

Sowerby Bridge Railway Station in 2006, (c) Ian Kirk and authorised for reuse under a Creative Commons icence (CC BY 2.5). [24]

We complete this first part of the journey along the Manchester and Leeds Railway here at Sowerby Bridge Railway Station.

References

NB: These references relate to all the articles about the Manchester and Leeds Railway.

Herbert Rake; The Manchester and Leeds Railway: The Origin of the Lancashire and Yorkshire Railway; in The Railway Magazine, London, December 1905, p468-474
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http://www.halifaxpeople.com/Historic-West-Vale.html, accessed on 24th September 2024.
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https://www.geograph.org.uk/photo/2151166, accessed on 24th September 2024.
https://www.chiark.greenend.org.uk/~owend/interests/rail/stnpages/mirfield.html, accessed on 20th May 2010.
https://en.wikipedia.org/wiki/Thornhill_railway_station, accessed on 24th September 2024.
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Category Archives: The Railway Magazine

Two Highlights from the Mountain Railways of New Zealand’s North Island

The Rimutaka Incline

The Raurimu Spiral

References

The Railway Magazine Silver Jubilee (July 1897 to June 1922)

References

Early Small Petrol-Powered Rail Inspection Cars

References

The New High Level Bridge at Newcastle-on-Tyne – The Railway Magazine, July 1906

The original ‘High Level Bridge’ – designed by Robert Stephenson

References

LNWR “Reversible” Steam Train

References

The Burton and Ashby Light Railway – Part 1

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The East Indian Railway – The Railway Magazine, December 1905 and a journey along the line.

The Route of the East Indian Railway (EIR) from Kolkata to Delhi.

References

GWR Steam Motor Road Vehicles

Further Reading

References

The Manchester and Leeds Railway – The Railway Magazine, December 1905 – Part 2

References

The Manchester and Leeds Railway – The Railway Magazine, December 1905 – Part 1

References