Tag Archives: Advie

The Strathspey Line – Part 3 – Ballindalloch Railway Station to Boat of Garten

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This is the third article following the Strathspey Line. The first can be found here. [3] The second can be found here. [4]

The featured image above is a Manson O class 4-4-0 locomotive. When the GNSR Directors requested larger engines to handle increasing passenger traffic loads, and Manson designed his Class O (LNER D42) locomotives to meet this need. Initially allocated to main line passenger duties between Aberdeen and Elgin, as later 4-4-0s (e.g..the D40s) were introduced, they were displaced to secondary duties. By the time of the Grouping (1923), they could be found across the GNSR system, including at Boat of Garten working the Speyside Line. [32]

We start this next leg of the journey at Ballindalloch Railway Station.

Ballindalloch Railway Station as it appears on the 25″ Ordnance Survey of 1902, published in 1905. [5]
The location of Ballindalloch Railway Station as it appears on the satellite imagery provided by railmaponline.com. [6]

The scenery undergoes a change beyond Ballindalloch, and the woods that have so far characterised the journey give place to the wilder moorland country of upper Strathspey. [2: p6]

Just to the West of Ballindalloch Railway Station the line bridged the Burn of Ayeon. [7]
The same location in the 21st century with the line of the old railway superimposed on modern satellite imagery. [6]
The warehousing on the above satellite image seen from the road, the old railway was beyond these buildings. [Google Streetview, September 2025]
As the line curved towards the South following the course of the River Spey, a cattle-creep allowed access from the fields to the river bank. [8]
The same location in the 21st century. [6]
Near Church Yard Pool on the River Spey, two Futher small burns were bridged by the railway just prior to meeting the river. The first encountered is Achvochkie Burn, the next was Faeshellach Burn. [9]
The same location in the 21st century. [6]
As the line headed Southwest two further burns were crossed, the first is shown here, Caechan Ruadh. [9]
Approximately the same area in the 21st century as that in the Ordnance Survey extract above. [6]
The second and more substantial burn is the Burn of Advie. [9]
Approximately the same area in the 21st century as that in the Ordnance Survey extract above. [6]
Advie Railway Station at the turn of the 20th century. [10]
Approximately the same area in the 21st century as that in the Ordnance Survey extract above. This is the location of Advie station as shown on the railmaponline.com satellite imagery. [6]

Photographs of Advie Station when the line was operating and after the track had been lifted can be found here. [15]

The original Advie station, opened on 1st July 1863 as a simple halt at the north end of the road from Mains of Advie, was short-lived and relocated westward, with the replacement Advie station opening on 1st September 1868 to better accommodate growing needs. This second station featured a single platform on the south side of the line, initially short but later extended, along with a timber waiting room building, a goods yard accessed from the west including a siding, and facilities supporting local freight such as agricultural produce and goods from nearby Tormore Distillery. Today, remnants of the station, including the platform and a former railway building, survive as part of the disused line now incorporated into the Strathspey Way long-distance footpath. [11]

Looking East from the bridge at the East end of the Advie station site. [Google Streetview, September 2025]
The view West from the bridge in 2009. By 2025 vegetation had grown so that this view was impossible. [Google Streetview, March 2009]
The view East through the station from the West end of the platform. [Google Streetview, August 2011]

The line curved round to the South following the river.

Burn of Duiar was bridged close to the Bridge of Duiar. [12]
The same location in the 21st century. [6]
The view from the Bridge of Duiar towards the route of the old railway line. [Google Streetview, September 2026]

“Six miles separate the non-crossing stations of Advie and Cromdale, but when the line was opened this section was broken by a rather isolated station at Dalvey (spelled Dalvie in the very early timetables). Closed in 1868, the buildings and platform have long since been dismantled, but the site of the station, some three miles from Advie, can still be identified.” [2: p6]

Burn of Dalvey was a bridged adjacent to the Bridge of Dalvey. For a short time after the building of the line there was a station at this location. [13]
The same location in the 21st century. [6]
The view East along the A95 across the Bridge of Dalvey. The railway bridge was immediately adjacent to the road bridge. The parapet railings can still be seen to the left of the road bridge.
Burn of Dalcapple was bridged to the West of the road which would become the A95. [14]
The same location in the 21st century. [6]
The view to the West from the A95 at the road bridge over the Burn of Cromdale. The railway line is across the field visible in the foreground.
Burn of Cromdale was bridged only a short distance to the East of Cromdale Railway Station. [14]
The same location in the 21st century. [6]
Cromdale Railway Station was a short distance to the North of the village. A branch left the Speyside Line at the station which served the Balmenach Distillery. [14]
The same location in the 21st century. [6]
This photograph taken by H.A. Vallance, shows the station buildings at Cromdale which were typical of GNSR stations on the line. The view looks East through the station site, © Public Domain. [2: p7]

Photographs of the station during the diesel era can be found here. [17]

Cromdale Railway Station in 2012, © Euan Nelson and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [16]
The view Northeast through the station from the bridge at the Southwest end of the station site. The station is now a ‘Staycation’ holiday location. [Google Streetview, September 2025]
The view North into the old station site, which in the 21st century is a staycation location, from the road called The Old Station. [Google Streetview, September 2025]
The view Northeast from the Northeast end of the road called The Old Station. The driveway and the building to the right sit over the beginning of the branch to Balmenach Distillery. [Google Streetview, September 2025]
Turning through 180°, this is the view from the bridge at the end of the station site, Southwest along the line of the old railway. [Google Streetview, September 2025]

“At Cromdale, a branch serves a distillery more than a mile south-east of the station.” [2: p6] We will follow the line of this branch before returning to the Strathspey Line Southwest of Cromdale Station.

Cromdale village sat on the East side of the Branch. The main road through the village bridged the branch line. [14]
The same location in the 21st century. [6]
The view North from the A95 towards Cromdale Station Yard along the line of the old branch line.
Looking South from the A95 along the line of the old railway towards Balmenach Distillery. [Google Streetview, September 2025]
The line followed the Balmenach Road towards the distillery. Looking South the line was on the left of the road. [Google Streetview, September 2025]
The terminus of the branch at Balmenach- Glenlivet Distillery, South of Cromdale. [15]
The same location in the 21st century. [6]
The view back to the North from the Distillery entrance along the shallow embankment which used to carry the branch line. [Google Streetview, September 2025]
Turning through 180°, the line continued on a slight embankment into the distillery site [Google Streetview, September 2025]
A final view from the end of the branch looking back along the embankment which carried the line North away from the distillery. [Google Streetview, April 2022]

Beyond Cromdale, “The train crosses the boundary between Morayshire and Inverness-shire beyond Cromdale, and reaches Grantown-on-Spey, 24.25 miles from Craigellachie.” [2: p6]

Continuing Southwest on the Strathspey Line. ….

We pass under the road bridge and head Southwest along the Strathspey Line. Seen here from the road bridge. [Google Streetview, September 2025]

The line curved round to the South and began to run alongside the Spey once again. …..

An access road from the Mains of Cromdale bridged the line and ran South alongside it. Just to The North of the bridge the line was joined by a short siding which served old gravel pits. This is the 25″Ordnance Survey from the turn of the 20th century again. [18]
The same length of the old railway as it appears on the satellite imagery from railmaponline.com. [6]
The line bridged two small tributary burns of the Allt Choire Odhair. [19]
The same location in the 21st century. [6]
It then bridged the Allt Choire Odhair itself. [19]
The same length of line shown on 21st century satellite imagery. [6]

Across the River Spey from Speybridge the railway ran into Grantown Railway Station. …

The same location in the 21st century. [6]
Across the River Spey from Speybridge the line was bridged by the old road to Speybridge which would have been the A95 before the new road was built. [21]
Looking West along the line of the old road where it crossed over the railway [Google Streetview, September 2025]
Looking East towards the old railway from the old A95. [Google Streetview, September 2025]
The line ran into Grantown Railway station. [22]
The location of Grantown Railway Station as it appears in the 21st century. It was renamed Grantown-on-Spey East during the 20th century. [6]
The Grantown-on-Spey East Railway Station in April 2008, © Paul Anderson and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [28]

More photographs of the station can be found here. [29]

“Founded in 1776, Grantown-on-Spey is laid out on a spacious and regular plan on the western (Morayshire) side of the Spey. In addition to its importance as a local business centre, it enjoys considerable favour as a holiday resort. The station on the Strathspey line (now designated Grantown-on-Spey East, to distinguish it from the former Highland Railway station) is on the opposite side of the river, in a rather isolated position, more than a mile from the town, and is in Inverness-shire. The layout and the buildings are similar to those at the other crossing stations.” [2: p6]

Three images follow below, of the site of Grantown East Railway Station as it appears in the 21st century. …

The three images above show the Grantown Railway Station site as it appears in the 21st century. [Google Streetview, September 2025]
Looking back along the line of the railway from the West end of the station site. [Google Streetview, September 2025]
Looking West along the route of the old line from the same location as the last image. [Google Streetview, September 2025]
As it left the station heading West it bridged the old road from Speybridge to the Southwest. [22]
The same location in the 21st century. [6]
Looking West-northwest along the line of the old railway. The Speyside Way rejoins the line of the old railway just a few hundred metres ahead. The view looking back towards Grantown Railway Station from this point is obscured by vegetation. [Google Streetview, May 2025]

“Between Grantown and Nethy Bridge, the railway reaches its summit, 702 ft. above sea-level, the highest on the former Great North of Scotland Railway. The gradual ascent from Craigellachie (270 ft. above sea-level) is in complete contrast to the steep fall into Strathspey from Dufftown, and involves no gradient steeper than 1 in 75, and that for short distances only. The summit is in open moorland country, and snow fences protect the railway from drifts during winter blizzards.” [2: p6 & 8]

A short distance along the line it spanned three streams in short succession.

The length of line referred to above. The most northerly stream is Auchernack Burn. The other two are not named on the OS mapping. [23]
The area is heavily wooded so little is visible other than the tree canopy on satellite imagery. The railmaponline.com mapping shows the lines of the streams in the 21st century most clearly.

The line was then bridged by an access road. …

A farm access road bridged the line. [24]
The same location on railmaponline.com mapping. [6]
The access Road to Balliefurth Farm also bridged the line. [27]
The same access road in the 21st century. [6]
The bridge over Allt Mor. [20]
The same location in the 21st century. [Google Maps, February 2026]
Another farm access crossed the line South of Allt Mor. [25]
The same location in the 21st century. [Google Maps, February 2026]
Nethy Bridge Railway Station at the turn of the 20th century. [26]
The location of the Nethy Bridge Railway Station in the 21st century. [6]
The platform at Nethy Bridge Railway Station, seen in the snow, from the Speyside Way. [Google Streetview, March 2023]
Nethy Bridge Railway Station, seen in the snow, from the Speyside Way. [Google Streetview, March 2023]

A series of photographs of Nethy Bridge Railway Station can be found here. [30]

Nethy Bridge Railway Station building in the 21st century, © Nigel Brown and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [33]

“Originally named Abernethy when it opened on the Strathspey Railway, the station was renamed Nethy Bridge on 1st November 1867 to avoid confusion with another Abernethy station near Perth, after which misdirected goods deliveries occurred.” [31]

“Construction of the station was straightforward, reflecting its rural setting in the sparsely populated Abernethy area, with a basic single-platform layout designed for modest traffic volumes. Key engineering features included a substantial rail bridge spanning the River Nethy immediately adjacent to the station, whose stone supports remain visible today as remnants of the original infrastructure.” [31]

“The name change for the station prompted a corresponding renaming of the nearby village from Abernethy—known in Scottish Gaelic as Obar Neithich—to Nethy Bridge, reflecting the influence of the expanding rail network on local identity; however, Abernethy remains in common local use for the broader parish area.” [31]

“In the station’s early years through the late 19th century, operations focused on fundamental passenger and goods handling along the single-track Strathspey Railway, which connected remote Highland settlements to broader networks at Craigellachie and later Boat of Garten. The station primarily accommodated local residents traveling for work, markets, and social purposes, while also supporting the nascent tourism to Speyside’s scenic landscapes and sporting estates, with basic platforms and a modest goods shed facilitating timber, agricultural produce, and visitor luggage.” [31]

“Safety measures were implemented from the outset on this lightly trafficked branch line, including a signal box to control train movements and manned level crossing gates at the nearby road intersection, essential for managing single-line working and preventing collisions in the rural setting.” [31]

Looking back into Nethy Bridge Station site along the line of the old railway from what was a level-crossing. [Google Streetview, May 2025]
Turning through 180° and looking ahead along the line of the old railway. [Google Streetview, May 2025]

Immediately after crossing the road at the South end of the station site, the railway bridged the River Nethy. The railway then turned “sharply westward, and crosses the Spey for the third time on a girder bridge of five spans supported on masonry piers. It then curves back towards the south, and runs beside the main line of the former Highland Railway to Boat of Garten, 33.5 miles from Craigellachie. Throughout the final stages of the journey, the Cairngorms rise boldly on the eastern horizon, their dark outlines relieved by the snow which frequently lingers in the corries until midsummer.” [2: p8-9]

The sharp right bend to the South of Nethy Bridge Railway Station, as it appears on the OS mapping from the turn of the 20th century. [34]
The bridge across the River Nethy. [34]
The same location in the 21st century. [6]
Close to Duackbridge the line bridged the Duack Burn. [34]
The same location in the 21st century. [6]
Northwest of Duackbridge, the line is bridged by a minor road. [34]
The same location in the 21st century. [6]
Looking back to the East from the bridge over the old railway’s line. [Google Streetview, March 2023]
Looking West from the same bridge. [6]
Another access road crosses the line before the old railway reached another bridge over the River Spey. [35]
The same location in the 21st century. [6]
A cattle creep at Tomachrochar. [36]
Roughly the same location in the 21st century. [6]
The bridge over the River Spey. [37]
The bridge abutments and piers still remain in the 21st century. [6]
The remaining piers of the bridge over the River Spey, seen from 100 metres upstream on the South bank, © Anne Burgess and licenced for reuse under a Creative Commons licence (CC BY-SA 2.0). [43]
The line met the Highland Railway shortly after crossing the river. There was no junction at this point. The two lines ran parallel to each other into Boat of Garten Railway Station. [38]
The same location in the 21st century. [6]
A field access bridge over the two lines. [39]
The same location in the 21st century. [6]
A view of the level-crossing from the West, © Richard Webb and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [44]
Further to the Southwest, a cattle creep passed under the two lines. [40]
The same location in the 21st century. [6]
A slightly out of focus overall view of Boat of Garten Railway Station. [41]
Boat of Garten Railway Station in the 21st century. [6]
The GNSR Engine Shed and turntable. [41]
The same location in the 21st century. [6]
The underpass North of the Station. [41]
The same location in the 21st century. [6]
The station platforms at Boat of Garten. [41]
The same location in the 21st century. [6]
Boat of Garten Station building, © Donald H. Bain and licenced for reuse under a Creative Commons licence (CC BY-SA 2.0). [45]

“The southbound platform at Boat of Garten Station is an island, the outer face of which is used by the Strathspey trains. The layout includes a run-round loop, and sidings for the exchange of traffic. The only physical connection between the two railways formerly was at the south end of the station, but [in the 1950s] an improved junction, allowing trains to run direct between Strathspey line and the Highland line platforms, [was] provided at the north end.” [2: p9]

Services on the Strathspey Line

H.A. Vallance describes services on the line: “The early train services on the Strathspey line call for little comment. The trains stopped at all stations, and were characterised by their leisurely progress. There were three trains in each direction in summer, and two in winter, but with the gradual improvement of services on the Great North after the early 1880s, the number of services was increased, and there was some improvement in speed. At least three trains were run throughout the year, and in summer there were additional trains, some of which worked only between Craigellachie and Ballindalloch. The services suffered some reduction during the first world war from which they never fully recovered. In [the period before Vallance was writing] there [were] three trains in each direction, and the journey time for the 33.5 miles between Craigellachie and Boat of Garten [was] about 1.25 hour.” [2: p9]

“In the early years of the [20th] century, the GNSR introduced a summer programme of long-distance half-day excursions by special trains from Aberdeen on Wednesdays and Saturdays. The first of these trips to the Speyside line was on 17th June 1905, and the fare for the return journey to Boat of Garten (101.25 miles each way) was 2s. 6d. The train ran non-stop between Aberdeen and Craigellachie (68 miles) in 85 min., and reached Boat of Garten in 2.25 hours.” [2: p9]

During the summer of 1906, the journey “was extended for 17 miles over the Highland Railway, from Boat of Garten to Kingussie, but this innovation lasted for one season only. By 1909, the non-stop run had been shortened to 64 miles by the addition of a stop at Dufftown. The GNSR. had no restaurant cars, but lunches provided by the Palace Hotel, Aberdeen, owned by the railway company, were served on the outward journey in saloon carriages fitted with tables. Teas were served on the return journey.” [2: p51]

“After being withdrawn during the first world war, these excursions were re-introduced by the London & North Eastern Railway, but at increased fares. The catering arrangements were improved by the provision of a fully-equipped restaurant car, and the trains also ran on Sundays, thus becoming the first Sunday services on the Strathspey line. The trains were again withdrawn on the outbreak of the second world war, and [were not] restored.” [2: p5]

“The sharp curves on the lines between Keith and Elgin are said to have led the GNSR to use locomotives with a leading bogie at an early date. For many years after its opening in 1863, the Strathspey line was worked by some of the first 4-4-0s built for the company. ” [2: p51]

“Successive locomotive superintendents perpetuated the 4-4-0 wheel arrangement for general mixed-traffic duties, and, as the older locomotives were withdrawn from service, several of these types appeared on the Boat of Garten trains. Six-coupled engines were unknown on the line until after grouping, when 4-6-0s from the former Great Eastern Railway were sent to North-East Scotland, and were used on the Strathspey excursion trains. In [the 1950s], British Railways standard 2-6-0s … worked the passenger services, and class “K” 2-6-0s [worked] goods trains.” [2: p51]

“On 3rd November 1958, the services on the Strathspey line were re-organised by the introduction of one of the new diesel railbuses. … These vehicles, which [had] seats for 56 passengers, and a top speed of 55 m.p.h., [were] designed for use on routes on which traffic [was] light. The railbus [made] three journeys in each direction daily on the Strathspey line, and the only remaining steam-hauled passenger service [was] the late evening train from Craigellachie, on Saturdays only, which convey[ed] a through coach from Aberdeen.” [2: p51]

“Advantage [was] taken of the ease with which a diesel unit can be reversed to extend the railbus journeys over the main line between Craigellachie and Elgin. The introduction of through services between Strathspey and Elgin was among the suggestions made in an article on the possibilities of light diesel units in the North of Scotland, which appeared in The Railway Magazine for January, 1956. Two journeys in each direction also [were] extended between Boat of Garten and Aviemore. distance from Aviemore to Elgin via Craigellachie is 51 miles, and the railbus [was] thus covering a daily mileage of almost 300, or 1,800 miles a week.” [2: p51]

A significant series of photographs at locations along the line can be seen here. [42]

References

  1. The Railway Magazine Volume 105 No. 693, Tothill Press, London, January 1959.
  2. H.A. Vallance; The Strathspey Line; in The Railway Magazine Volume 105 No. 693, Tothill Press, London, January 1959, p3-9 & 51.
  3. https://rogerfarnworth.com/2026/01/16/the-strathspey-line-part-1-keith-to-dufftown
  4. https://rogerfarnworth.com/2026/01/29/the-strathspey-line-part-2-dufftown-to-ballindalloch
  5. https://maps.nls.uk/geo/explore/#zoom=16.2&lat=57.41331&lon=-3.38888&layers=168&b=ESRIWorld&o=100, accessed on 30th January 2026.
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