This article covers the northern half of the line and has a quick look at the motive power and rolling-stock used.
Another article covers the history of the Line and the southern half of its route. It can be found here. [18]
This article covers the length of the line from Sardorella to Casella. [1]A topographical map of the route. [1]Perhaps a little clearer than the topographical map. [2]
We restart our journey from Genoa to Casella at Sardorella Halt. …
The railway is on three different levels on the hillside at Sant’Olcese. The first accommodates the Chiesa Halt, the tunnel above opens out onto the second level. The third level hosts the Tullo Halt.
A photograph of a later elettromotrice travelling on this curve can be found here. [17] In the linked image, unit A12 is shown on the curve from Casella Deposito to the Vittorio Veneto bridge (over the River Scrivia). It was shared by Gian-Paolo Codebo on the Sei de Casella se… Facebook Group on 7th May 2020.
During Construction steam power was employed by the contractor and there are images around which show at least one excursion event that was steam hauled prior to the Line’s formal opening.
Two pictures can be found on the first article in this series, here. [18]
In that first article, we noted that the electric supply was originally 2400V DC. “The first electric locomotives were supplied by Breda, numbered 1 to 3. They were 360 horsepower Bo-Bo locomotives with an innovative Breda-Somarini energy recovery system, unique in Italy. In addition to the motive power, 4 third-class carriages (Nos. 50-53); 3 mixed first-third class carriages (Nos. 20-22) and 16 freight wagons of various types were delivered in 1926, well before the railway opened.” [1]
Unless noted otherwise, the paragraphs below are translated/paraphrased/amended from the Italian Wikipedia page about the Genoa (Genova) to Casella Railway. [21]
Locomotives
At the commencement of the service on the railway, the three locomotives mentioned above were supplied by Breda and numbered 1 to 3. [21]
On 23rd August 1937, two of the locomotives were destroyed in an accident near Vicomorasso in which five people lost their lives. [22: p67]
This accident meant that replacement locomotives were required. Three electric locomotives were purchased from the Società Veneta. They had been built by MAN in 1913 for the Montebelluna – Asolo and Montebelluna – Valdobbiadene tramways in Veneto which closed in 1931. [21]
One of the locomotives mentioned in the paragraph above at Stazione di Caerano sometime between 1913 and 1931 in Montebelluna, at [23]
“These locomotives entered service in 1939, initially maintaining the original numbering (053, renumbered 055 in 1943, 054 and 056), after conversion of the original power supply system from 975 V DC to 2400 V DC.” [1]
Locomotive 28 and 29 were built in 1924 for the Adriatic-Appennino Railway. The electrical equipment was supplied by TIBB of Vado Ligure; the body and bogies were made by Carminati & Toselli of Milan. Originally, they were part of a 1922 order for 14 locomotives of 950 mm gauge for the Sangritana Railway. Two (Nos. 28 and 29) were sold to Ferrovia Genova Casella (FGC) – No. 28 in 1956 and No. 29 in 1960. [22: p98 & 184] Conversion was necessary as the locomotives required a gauge change and modification from freight/baggage locomotives to passenger locomotives.
The two locomotives entered service in 1962. No. 29 is currently the oldest electric locomotive still in operation in Italy and is used in composition with three carriages (C22-C103-C104) as a historic train used on charters. No. 28 was placed in storage in 1975 and finally decommissioned and dismantled in 1998. [21][22: p184]
Electtromortices A1, A2 and A3 were built in 1929 for the Ferrovia della Val di Fiemme (Ora – Predazzo), similarly by TIBB and Carminati & Toselli. These were transferred on the closure of the Ora – Predazzo line in 1963 to the Ferrovie Genoa Casella. [21][1]
Elettromotrice A1 while employed by Ferrovia della Val di Fiemme (Ora – Predazzo) at Ora depot. [25]
A1 was painted blue/cream in 2011 with AMT logos. It was used for ordinary trains until 2019 and in 2022 it was set aside awaiting significant maintenance. [21]
A2 was reconditioned and returned to its 1929 condition. It re-entered service in June 2018. In that December it was involved in an accident but emerged with little damage. In September 2019, further restoration work was completed and from February 2020 it was undertaking a regular historic train service, usually being timetabled for Saturday running. [21][26]
A3 was built by Gleismac/EAA, after having suffered serious damage in an accident at Sardorella in 1974. It returned to service in 1983. It remained in service until 1999. After it was withdrawn, it doesn’t 12 years in storage before ultimately being dismantled in 2011. [21]
Elettromotrices, A1, A2 and A3 were part of a batch of about thirty electric locomotives which were built by Carminati and Toselli of Milan. Twenty-three of these were very similar to each other. being produced between 1924 and 1940. Three of this batch of locos (A1-A3) were deployed on the Ora-Predazzo line and on its closure came to the FGC. [21]
In addition, two 420 horsepower locomotives (max. speed 45 km/hr), B51 and B52 with Bo-Bo running gear were also transferred to the FGC in the early 1960s. [1]
Also from Val di Fiemme came six bogie-carriages, two longer coaches numbered C101 and C102 and four of shorter carriages, numbered from C103 to C106. [1]
Elettromotrices A4-A7 were built in 1957 on the chassis and bogies of locos built by TIBB/Carminati & Toselli in 1926 for the Spoleto-Norcia railway. That reconstruction was undertaken by Casaralta-TIBB. It saw the application of new electrical equipment and the adoption of a new rounded body, typical of the mid-20th century. These elettromotrices transferred to Genoa in 1970 with the closure of Spoleto-Norcia line. They entered regular service, re-numbered A4-A7, between 1971 and 1973 after gauge-conversion from 950mm to metre-gauge. [21]
Units A6 and A7 were visually the same as units A4 and A5.
Elettromotrice A6 at work on the line before it was set aside. [10]
Units A4 and A7 were scrapped (in 2014 and 2016 respectively), while A5 was restored to running order in February 2010, with the installation of fully electronic speed measuring devices and a dead man’s device, the application of a cream/blue anti-graffiti film and new AMT logos. It was taken away for restoration in 2022, and finally A6 has been shelved for over 10 years awaiting restoration. [21][22: p191]
Electric locomotives A8-A10 were built in 1993 by Firema-Officine di Cittadella at the request of Ferrovia Genova-Casella, they have identical bodies to the decommissioned A3. However, A8 uses the TIBB bogies from B51, the A9 those from B52 and the A10 those from A3. This last unit also has a body slightly different from the others due to the lower window line. [21]
Elettromotrices A11-A12 were built in 1998 by FiReMa-Officine di Cittadella at the request of Ferrovia Genova-Casella. They have a body identical to the A10. A11 underwent a restyling in 2011 with the application of cream/blue anti-graffiti film and new AMT logos and is currently used in regular service. A12 is also back in service after an extraordinary overhaul of the bogies. [21][22: p198]
Locomotive D1 was built in 1964 on behalf of the German railways by the manufacturer Gmeinder & Co. by adapting the MaK V100 standard-gauge locomotive to metre gauge, it was numbered V52 902 (later 252 902) and used on the 28 km long Mosbach-Mudau metre-gauge line. When it’s service on that line came to an end (2nd June 1973), it was first converted to standard-gauge by Gmeinder and used by Sudwestdeutsche Eisenbahngesellschaft (SWEG) which put it to work on the Breisach-Endingen-Riegel line (numbered VL46-01). In 1986, it was sold to the Gleismac company which converted it to metre-gauge and then sold it to the FGC. It was used to haul construction and passenger trains during the renovation of the overhead line. It was then set aside at Casella Deposito for over 10 years until in 2008 it was sent to Monopoli where it was rebuilt by 2014 and it returned to service on the line in November 2015. [33][34]
Locomotive D1 responsible for a single coach. [9]And here with two coaches. [9]And here, escaping from a tunnel portal. [19]
Other Rolling Stock
We have already picked up some snippets of information about coaching stock and wagons. …
When the line opened there were “4 third-class carriages (Nos. 50-53); 3 mixed first-third class (Nos. 20-22) and 16 freight wagons of various types (delivered in 1926, well before the railway opened).” [1]
We also noted that, along with the B51 and B52 locos “from Val di Fiemme came six bogie-carriages, two longer coaches numbered C101 and C102 and four of shorter carriages, numbered from C103 to C106.” [1]
The following information is gleaned from H Rohrer’s detailed website about Italian railways. That website can be found here. [35]
Coaches C20-C22 were built by Breda and supplied in 1926, of which C22 was renovated by FGC in 1960 and C21 was renovated by Gleismac in 1979-1980. An image of Coach 22 can be found here. [36]
Coaches C50-C53 were built by Breda and supplied in 1926. An image of Coach C50 can be found here. [37] An image of refurbished Coach C53 can be seen here. [38]
Coaches C101-C102 were long-wheelbase bogie coaches, built by Carminati Toselli and supplied in 1929. These were later renovated by Gleismac between 1980 and 1983. An image of Coach 101 in original condition can be found here. [39] The renovated Coach 101 can be seen here. [40]
Coaches C103-C106 were short-wheelbase bogie coaches built by Conti (?) and supplied in 1929 (?). Of these C105 and C106 were later renovated by Gleismac between 1980 and 1983. The original Coach 104 can be seen here. [41] A refurbished Coach C106 can be seen here. [42]
Coaches C60-C62 were built by Citadella Firema and supplied in 1996/1997. An example can be seen here. [43]
Huddleston looks at a number of different sections of the network and after looking at what he has to say about each we will endeavour to follow those railway routes as they appear in the 21st century. We will go into quite a bit of detail on the journey along the Kalka to Shimla narrow-gauge line. The featured image at the head of this post was taken at Taradevi Railway Station on the Kalka to Shimla line, (c) GNU Free Documentation Licence Version 1.2. [29]
Shikohabad to Farrukhabad
This branch line had, in 1906, recently been opened. Huddleston describes it as being 65 miles in length, running through the district of Manipuri from Shekoabad [sic] to Farukhabad on the River Ganges. Until 1906, Farukhabad [sic] had “only been served by the metre gauge line which skirts the river to Cawnpore.There was lots of traffic in the district and both the broad and metre gauge lines completed for it, whilst the river and canals and camels compete with the railways.” [1: p40]
The journey from Shikohabad to Farrukhabad. Indian Railways spellings of the two locations differ from those used by Huddleston in 1906. [4]
We start this relatively short journey (of 63 miles) at Shikohabad Junction Railway Station. “The old name of Shikohabad was Mohammad Mah (the name still exists as Mohmmad mah near Tahsil and Kotwali). Shikohabad is named after Dara Shikoh, the eldest brother of Emperor Aurangzeb. In its present form, the town has hardly any recognisable evidence of that era. Shikohabad was ruled under the estate of Labhowa from 1794 to 1880.” [5] “Shikohabad Junction railway station is on the Kanpur-Delhi section of Howrah–Delhi main line and Howrah–Gaya–Delhi line. It is located in Firozabad district in the Indian state of Uttar Pradesh.” [6] The station opened in1866. “A branch line was opened from Shikohabad to Mainpuri in 1905 and extended to Farrukhabad in 1906.” [7]
Shikohabad Junction Railway Station, Uttar Pradesh. [Google Maps, October 2024]Shikohabad Junction Railway Station (c) Mohit Yadav. (2022)Shikohabad Junction Railway Station (c) Anshu Yadavv. (2021)
Trains from Shikohabad set off for Farrukhabad in a southeasterly direction alongside the Delhi to Kolkata main line. In a very short distance as the railway passed under a road flyover (Shikohabad Junction Flyover) the line to Farrukhabad moved away from the main line on its Northside.
The rail bridge carrying the Farrukhabad line over the Lower Ganga Canal seen from a point to the North alongside the canal. [Google Streetview, May 2023]Looking East-Northeast along the railway towards Farrukhabad from the AH1 Flyover. [Google Streetview, May 2023]Basdeomai, Uttar Pradesh. The covered way either side of the underpass is typical of many locations where local roads cross railways. This view looks Northwest across the railway. [Google Streetview, May 2023]looking Southwest along the railway. [Google Streetview, May 2023]Looking Northeast along the railway [Google Streetview, May 2023]
The first stopping point on the line is at Burha Bharthara. As can be seen immediately below, it is little more than a ‘bus-stop’ sign!
Burha Bharthara, (c) Dev Kumar. (2018)Burha Bharthara. [Google Maps, October 2024]
Very soon after Burha Bharthara, trains pull into Aroan Railway Station which is a little more substantial that Burha Bharthara having a single building with a ticket office.
Aroan Railway Station, (c) Rajput Boy. (2019]Aroan Railway Station. [Google Maps, October 2024]
Takha Railway Station is next along the line.
Takha Railway Station. [Google Maps, October 2024]The view East-northeast from Takha Railway Station, (c) Ketan Gupta. [October 2021 – Google Maps]
A couple of hundred meters short of Kosma Railway Station, the line crosses the Karhal to Ghiror Road at a level-crossing.
The level-crossing which takes the line across the Karhal to Ghiror Road, seen from the South. [Google Streeview, October 2023]Looking East from the level-crossing towards Kosma Railway Station. [Google Streetview, October 2023]
Kosma Railway Station provides a passing loop to allow trains travelling in opposite directions to cross.
Kosma Railway Station. [Google Maps, October 2024]Kosma Railway Station, (c) Rajat Singh, April 2023. [Google Maps, October 2024]The railway bridges an irrigation canal, (another arm of the Lower Ganga Canal (?)), a little to the East of Kosma Railway Station. [Google Maps, October 2024]
A short distance further to the East is Tindauli Railway Station, after which the line crosses another arm the Lower Ganga Canal.
Tindauli Railway Station. [Google Maps, October 2024]Another arm of the Lower Ganga Canal. [Google Maps, October 2024]
Further East the line crosses a number of roads, most now culverted under the line.
This is a view East from one of the more minor crossing points near Auden Padariya (not far West of the junction on the approach to Mainpuri) which has yet to have an underbridge constructed and still had its crossing gates in 2023. [Google Streetview, May 2023]Passing under the Auden Mandal- Kharpari Bypass, the line meets the line from Etawah before running into Mainpuri Junction Railway Station. [Google Maps, October 2024]Mainpuri Junction Railway Station. [Google Earth, October 2024]Mainpuri Junction Railway Station, (c) Surabhl Study. (2022)Mainpuri Junction Railway Station, (c) Narendra Singh Chauhan. (2023)Mainpuri Railway Station seen from the level-crossing on the Mainpuri-Kishni Road at the station limits. [Google Streetview, May 2023]
To the East of Mainpuri Railway Station, the next station is Mainpuri Kachehri Railway Station, just to the East of the Sugaon to Husenpur Road.
Mainpuri Kachehri Railway Station. [Google Maps, October 2024]Mainpuri Kachehri Railway Station, (c) Protkarsh Kumar – still from video (2022), [8]Mainpuri Kachehri Railway Station, (c) Protkarsh Kumar – still from video (2022), [8]
The next station was Bhongaon Railway Station which had a passing loop to allow trains to cross.
Looking East towards Bhongaon Railway Station from a couple of hundred metres to the West of the Station. [Google Streetview, May 2023]Bhongaon Railway Station. [Google Maps, October 2024]Bhongaon Railway Station. [9]Bhongaon Railway Station. [9]Just at the East end of the station site the Aligarh-Kanpur Road (Grand Trunk Road) crosses the line at level. This is the view from the level-crossing, East towards Farrukhabad. [Google Streetview, May 2023]A short distance further East the line passes under the newly constructed Bypass. This view looks back under the modern viaduct towards Bhongoan Railway Station. [Google Streetview, May 2023]
Continuing on towards Farrukhabad, it is only a matter of a few minutes before trains pass through Takhrau Railway Station, where facilities are basic, and Mota Railway Station where facilites are a little more substantive.
Takhrau Railway Station building. (c) Pankaj Kumar, August 2017. [Google Maps, October 2024]Mota Railway Station, (c) Vinod Kumar, May 2023. [Google Maps, October 2024]
The Railway then bridges the Kaali Nadi River and passes through Pakhna Railway Station.
The railway bridge over the (c) Shiv Shankar, January 2020. [Google Maps, October 2024]Pakhna Railway Station. [Google Maps, October 2024]Pakhna Railway Station, (c) Gaurav Singh. (2021)Pakhna Railway Station, (c) Gaurav Singh. (2021)
The next stop is at B L Daspuri (Babal Axmandaspuri) Station.
Babal Axmandaspuri Railway Station. [Google Maps, October 2024]Babal Axmandaspuri Railway Station, (c) Rajat Singh (September 2023). [Google Maps, October 2024]
Another short journey gets us to Nibkarori Railway Station.
Nibkarori Railway Station. [Google Maps, October 2024]Nibkarori Railway Station seen from the Northeast, (c) Rakesh Verma (July 2021). [Google maps, October 2024]
The next stop is at Ugarpur Railway Station.
Ugarpur Railway Station. [Google Maps. October 2024]Ugarpur Railway Station, (c) Desh Deepak Dixit (December 2017). [Google Maps. October 2024]
Not much further along the line we enter Shrimad Dwarakapuri Railway Station.
Shrimad Dwarakapuri Railway Station. [Google Maps, October 2024]
As the line reaches the town of Farrukhabad it turns sharply to the North.
On the South side of Farrukhabad the line turns to the Northwest. [Google Maps, October 2024]
It then enters Farrukhabad Junction Railway Station from the Southeast.
Farrukhabad Junction Railway Station. [Google Maps, October 2024]Farrukhabad Railway Station (c) Anil Yadav7883 (2022)Farrukhabad Railway Station (c) Qazim Khan (2022)Farrukhabad Railway Station (c) Provas Rautroy (2021)
Farrukhabad sits on the River Ganges. It is a historic city with a rich culture defined by the traditions of Ganga-Jamuni Tehzeeb (Ganges-Yamuna Culture), [10] which amalgamates aspects of Hindu and Muslim cultural practices, rituals, folk and linguistic traditions. [11] The city was begun in 1714, and Mohammad Khan Bangash (a commander in the successful army of Farrukhsiyar, one of the princely contenders for the Mughal throne, who led a coup which displaced the reigning emperor Jahandar Shah) named it after Farrukhsiyar. It soon became a flourishing centre of commerce and industry. [12]
Initially, under the colonial state of British India, Farrukhabad was a nodal centre of the riverine trade through the Ganges river system from North and North-West India towards the East. [12] Farrukhabad’s economic and political decline under British rule began with the closure of the Farrukhabad mint in 1824. [11]
Farrukhabad, according to the 2011 census had a population of 1,885,204. This was just under four times its size in 1901. Its population is predominantly Hindu. [13]
At the time of the 2011 Census of India, 94.96% of the population in the district spoke Hindi (or a related language) and 4.68% Urdu as their first language. [14]
Tundla to Agra
“From Shekoabad, it is only a matter of 22 miles to Tundla but very few people would ever hear about Tundla, if it was not for the fact that it is the junction for Agra. …Agra would have been on the main line if the East Indian Railway had the original intention been followed of taking the line across the Jumna river at Agra and then following its right bank into Delhi; but, instead of doing this, it was decided … to build only a branch to Agra, and to run the main line on the left side of the Jumna. … If we want to visit Agra, we must change at Tundla and go along the 14 mile of the branch line.” [1: p41]
Huddleston tells us that:
“Approaching Agra … from Tundla you see [the Taj Mahal] first on your left-hand side, wrapped in that peculiar atmospheric haze that adds charm to every distant object in the East, a charm even to that which needs no added charm, the marvellous and wonderful Taj Mehal [sic]. As you rapidly draw nearer it seems to rise before you in solitary dazzling grandeur, its every aspect changing as the remorseless train, which you cannot stop, dashes on. Once catch your first glimpse of the Taj and you have eyes for. nothing else, you feel that your very breath has gone, that you are in a dream. All the world seems unreal, and the beautiful construction before you more unreal than all. You only know it is like something you have heard of, something, perhaps, in a fairy tale, or something you have read of, possibly in allegory, and you have hardly time to materialise before the train rattles over the Jumna Bridge, and enters Agra Fort station.
There on one side are the great red walls of the fortress within a few feet of you, and there on the other side is the teeming native city, with its mosques and domes and minarets, its arches and columns and pillars. its thousand and one Oriental sights, just the reality of the East, but all quite different to everywhere else. … There are things to be seen in Agra that almost outrival the Taj itself, such, for instance, as the tomb of Ihtimad-ud-Daula, on the East bank of the river, with its perfection of marble carving, unequalled in delicacy by anything of the kind in the world. There are delightful places nearby of absorbing interest, as, for example, Fatehpur Sikri, and its abandoned city of palaces; there is enough in Agra and its vicinity to glut a glutton at sight seeing, but we must go back to the railway and its work. The Jumna Bridge, of which we have talked, belongs to the Rajputana Railway; the rails are so laid that both broad and metre gauge trains run over it, and above the track for trains there is a roadway.
But this is not sufficient for the needs of Agra, though supplemented by a pontoon bridge which crosses the river half a mile further up the stream. The trade of Agra first attracted the East Indian Railway, then came the Rajputana Malwa, and then the Great Indian Peninsular. Each of the latter two lines wanted a share, and the East Indian had to fight for its rights; to do its utmost to keep to the Port of Calcutta what the rival lines wanted to take to Bombay. Another railway bridge became a necessity, a bridge that would take the East Indian Railway line into the heart of the native city instead of leaving it on its outskirts, and the East Indian Railway began to construct it.” [1: p42-43]
In 1906 the new bridge over the River Jumna was under construction, due to be completed in early 1907. Huddleston describes the bridge under construction thus:
“The bridge will consist of nine soane of 150 ft., and there will be a roadway under the rails; the bridge is being built for a single line, and all the wells have been sunk to a depth of 60 ft , or more. The work … commenced in September [1905], and it is expected that the bridge will be completed in March 1907. It need only be added that the site selected for this new connection is between the existing railway bridge and the floating pontoon road bridge, and the chief point of the scheme is that, when carried out, the East Indian Railway will have a line through the city of Agra, and a terminus for its goods traffic in a most central position, instead of being handicapped, as it now is, by having its goods depôt on the wrong side of the river. Mr. A. H. Johnstone is the East Indian Railway engineer-in-charge of the work.” [1: p43]
We start the journey along this short branch in the 21st century at Tundla Junction Railway Station.
Tundla Railway Station. [Google Earth, October 2024]Tundla Railway Station (c) Amit Kumar (2023)Tundla Railway Station (c) Bikram Dhara (2022)
We head Northwest out of the station alongside the main line to Delhi.
Looking West towards Tundla Junction Railway Station from the South side of the lines. The closest rail line is the branch to Agra. [Google Streetview, July 2023]
The first station along the branch was Etmadpur Railway Station.
Etmadpur Railway Station. [Google Maps, October 2024]Etmadpur Railway Station, (c) Harkesh Yadav, March 2021. [Google Maps, October 2024]
The line to Agra next passes under the very modern loop line which allows trains to avoid Tundla Station.
Looking West, back towards Etmadpur Station under the modern relieving line bridge. [Google Streetview, June 2023]
The next photograph shows the older single track metal girder bridge a little further to the West of Etmadpur with the more modern second line carried by a reinforced concrete viaduct.
Seen from the North side of the line looking South, the older single track metal girder bridge with the more modern second line carried by a reinforced concrete viaduct. [Google Streetview, June 2023]
The line curves round from travelling in an West-northwest direction to a West-southwest alignment and then enters the next station on the line, Kuberpur Railway Station.
Kuberpur Railway Station. [Google Maps, October 2024]Kuberpur Railway Station seen from the approach road to the North. [Google Streetview, June 2023]Kuberpur Railway Station building seen from the platform, (c) sanjeev kumar, May 2018. [Google Maps, October 2024]A low definition view of the line heading West towards Agra as seen from the modern concrete viaduct carrying what I believe to be Agra’s Ring Road (a toll road). [Google Streetview, June 2023]
As we head into Agra, the next station is Chhalesar Railway Station.
Chhalesar Railway Station. [Google Maps, October 2024]Chhalesar Railway Station (c) Sabha Shankar, June 2018.Chhalesar Railway Station (c) Rohit Jaiswal, August 2023.
From Chhalesar Railway Station the line continues in a West-southwest direction towards the centre of Agra. The next station is Yamuna Bridge Railway Station.
Yamuna Bridge Railway Station Agra. [Google Maps, October 2024]Yamuna Bridge Railway Station, Agra, (c) Ashish Yadav, February 2022.Yamuna Bridge Railway Station, Agra, (c) Hasharema International Private Limited, September 2024.
South West of Yamuna Bridge Railway Station a series of bridges cross the River Yamuna.
Bridges across the River Yamuna. [Google Maps, October 2024]
The ‘Yamuna Railway Bridge’ crossing the River Jumna/Yamuna at Agra was opened in 1875, and connected ‘Agra East Bank Station’ to ‘Agra Fort Station’. The bridge carried the Bombay, Baroda and Central India Railway (BB&CIR) Metre Gauge ‘Agra-Bandikui Branch Line’, the East Indian Railway (EIR) and ‘Great Indian Peninsula Railway (GIPR) Broad Gauge lines. [18]
The first bridge over the Yamuna River at Agra. It is the more southerly of the two bridges shown on the 1972 map of Agra below. [17]A map of Agra in 1962 which shows the two Yamuna River Bridges in place by then. Some of the significant features of the city can be identified clearly on this map: Agra Fort and its adjacent railway station appear close to the first Yamuna Bridge; the Taj Mahal is to the South East of the bridge on the South bank of the river; the Tomb of Itmad-ud-Daulah can be seen to the East of the river just North of the Strachey Bridge; a number of railway stations can also be picked out around Agra City. [20]
The ‘Strachey Bridge’, to the North the older bridge at Agra, was opened in 1908. It was a combined Road and Railway bridge and constructed by the ‘East Indian Railway Company’ (EIR). The bridge was named after John Strachey who planned & designed the bridge. The 1,024 metres (3,360 ft) long bridge was completed in 1908, taking 10 years to complete since its construction commenced in 1898. The ‘Agra City Railway Station’ was thus connected by the bridge to the ‘Jumna Bridge Station’ on the East bank. This Broad Gauge line became the ‘EIR Agra Branch Line’. [18]
The Strachey Railway bridge over the Yamuna River, The two-tiered bridge facilitated simultaneous movement of road traffic at the bottom level and rail transport at the upper level. Though the bridge is still in use today, it’s closed for road traffic and is used only by railways. This bridge appears on the satellite image above, on the South side of the Ambedkar Road Bridge. [19]
Once the Strachey Bridge (this is the one about which Huddleston speaks at length above) was opened in 1908. The EIR had access to the heart of the city and particularly to Agra City Station. We will look at City Station a few paragraphs below. But it is worth completing a look at the bridges over the Yamuna River with the bridge which replaced the first Yamuna River railway bridge.
Huddleston comments: “Delhi is one of the most important junctions on the East Indian Railway. The Rajputana Malwa, the North Western, Southern Punjab, Oudh and Rohilkhand and Great Indian Peninsular Railways all run into Delhi. There is a regular network of lines in and around, and the main passenger station is that belonging to the East Indian Railway. All the railways run their passenger trains into the East Indian Railway station, and most of the goods traffic passes through it also. For some years past Delhi has been in a state of remodelling; the work is still going on, and it will be some time before it is completed.” [1: p43]
He continues: “When you alight on one of the numerous platforms at Delhi station, there is a feeling of elbow room; the whole station seems to have been laid out in a sensible way. You are able to move without fear of being jostled over the platform edge, everything looks capacious, and especially the two great waiting halls, which flank either side of the main station building. These are, perhaps, the two finest waiting halls in India; passengers congregate there, and find every convenience at hand, the booking office, where they take their tickets, vendors’ stalls, where they get various kinds of refreshments, a good supply of water, and, just outside, places in which to bathe; a bath to a native passenger is one of the greatest luxuries, and he never fails to take one when opportunity offers.” [1: p44]
Wikipedia tells us that “Delhi Junction railway station is the oldest railway station in Old Delhi. … It is one of the busiest railway stations in India in terms of frequency. Around 250 trains start, end, or pass through the station daily. It was established near Chandni Chowk in 1864 when trains from Howrah, Calcutta started operating up to Delhi. Its present building was constructed by the British Indian government in the style of the nearby Red Fort and opened in 1903. It has been an important railway station of the country and preceded the New Delhi by about 60 years. Chandni Chowk station of the Delhi Metro is located near it.” [21]
Delhi junction Railway Station was the main railway station in Delhi at the time that Huddleston was writing his articles.
Delhi Junction Railway Station. [Google Maps, October 2024]Delhi Junction Railway Station as it appears on OpenStreetMap. [21]Delhi Junction Railway Station. [22]The Red Fort, Delhi (c) M F Music. (2023)Jama Masjid, Delhi (c) Md Asif. (2022)New Delhi Railway Station is marked on this OpenStreetMap extract with a blue flag, it is just a short distance Southwest of Delhi Junction Railway Station which is marked by a grey train symbol to the top-right of the map extract and named ‘Old Delhi’. [23]
Delhi, Ambala (Umbala) and Kalka
The East Indian Railway proper terminated at Delhi Junction Railway Station but the railway company also operated the independently owned Delhi-Umabala-Kalka Railway.
“A railway line from Delhi to Kalka via Ambala was constructed by the Delhi Umbala Kalka Railway Company (DUK) during 1889 and 1890 and operations were commenced on March 1, 1891. The management of the line was entrusted to the East Indian Railway Company (EIR) who were able to register a net profit in the very first year of operation. The Government of India purchased the line in 1926 and transferred the management to the state controlled North Western Railway. After partition, this section became part of the newly formed East Punjab Railway and was amalgamated with the Northern Railway on 14th April 1952.” [3]
The terminus of this line is at Kalka, 162 miles from Delhi. Huddleston tells us that, “In the beginning of the hot weather, when the plains are becoming unbearable, Kalka station is thronged with those fortunates who are going to spend summer in the cool of the Himalayas, and, when the hot weather is over, Kalka is crowded with the same people returning to the delights of the cold season, very satisfied with themselves at having escaped a grilling in the plains. Therefore, nearly everyone who passes Kalka looks cheerful, but, of course, there is the usual exception to the rule; and in this case the exception is a marked one. All the year round there is to be seen at Kalka station a face or two looking quite the reverse of happy, and, if we search the cause, we find it soon enough. The sad faces belong to those who have reached Kalka on their way to the Pasteur Institute, at Kasauli; Kasauli is in the hills some ten miles from Kalka. It is at Kasauli that Lord Curzon, when Viceroy, established that incalculable boon to all the people of India, a Pasteur Institute. Formerly, when anyone was bitten by a mad dog, or by a mad jackal, and such animals are fairly common in the East, he had to fly to Paris, and spend anxious weeks before he could be treated-some, indeed, developed hydrophobia before they could get there, or got there too late to be treated with any hope of success. Now, instead of going to Paris, they go to Kasauli.” [1: p44-45]
The western approach to Deli Junction Railway Station. The station is on the right of this satellite image. The lines to the New Delhi Railway Station leave the image to the South, to the left of centre. The line to Kalka leaves the image towards the top-left. [Google Maps, October 2024]The view West from the bridge carrying Pul Mithai over the railway. The lines entering the photograph from the left are those from New Delhi Railway Station. Those ahead begin the journey to Kalka. [Google Streetview, February 2022]Looking West from Rani Jhansi Road/Flyover. It may be difficult to make out, but the line to Kalka curves away to the right. [Google Streetview, February 2022]
The first station beyond the junction shown in the photograph above is Sabzi Mandi Railway Station.
Heading North-northwest out of Delhi, trains pass through Delhi Azadpur Railway Station, under Mahatma Gandhi Road (the Ring Road), on through Adarsh Nagar Delhi Railway Station and under the Outer Ring Road.
Looking North-northwest from Mahata Gandhi Road. [Google Streetview, April 2022]Looking North-northwest from the Outer Ring Road. [Google Streetview, April 2022]
Outside of the Outer Ring Road the line passes through Samaypur Badli Railway Station which is an interchange station for the Metro; across a level-crossing on Sirsapur Metro Station Road; through Khera Kalan Railway Station and out of the Delhi conurbation.
Looking North-northwest from Sirsapur Metro Station Road Level-Crossing. [Google Streetview, April 2022]
The line runs on through a series of level-crossings and various stations (Holambi Kolan, Narela, Rathdhana, Harsana Kalan) and under and over modern highways before arriving at Sonipat Junction Railway Station.
A typical view from another level-crossing looking North-northwest along the line.[Google Streetview, April 2022]
Sonipat Junction Railway Station provides connections to Gohana, Jind and Palwal. [24]
(c) Mohit, March 2022. (c) Arvind, August 2021.(c) Rahul Singh, February 2019.
Northwest of Sonipat Railway Station a single-track line diverges to the West as we continue northwards through Sandal Kalan, Rajlu Garhi (North of which a line diverges to the East), Ganaur, Bhodwal Majri, Samalkha, Diwana Railway Stations before arriving at Panipat Junction Railway Station.
Panipat Junction Railway Station was opened in 1891. It has links to the Delhi–Kalka line, Delhi–Amritsar line, Delhi–Jammu line, Panipat–Jind line, Panipat–Rohtak line connected and upcoming purposed Panipat–Meerut line via Muzaffarnagar, Panipat–Haridwar line, Panipat-Rewari double line, via Asthal Bohar, Jhajjar or Bypass by the Rohtak Junction Panipat-Assoti Double line via Farukh Nagar, Patli, Manesar, Palwal. 118 trains halt here each day with a footfall of 40,000 persons per day. [25]
(c) Pintoo Yadav, May 2021.(c) Sunil j, January 2023.
Just to the North of Panipat Junction Railway Station a double-track line curves away to the West. Our journey continues due North parallel to the Jammu-Delhi Toll Road.
A view North along the line from one of the access roads to the Jammu-Delhi Toll Road. [Google Streetview, June 2023]
North of Panipat the line passed through Babarpur, Kohand, Gharaunda, Bazida Jatan Railway Stations while drifting gradually away from the Jammu-Delhi Toll Road.
Kohand Railway Station (c) Vikas Haryana (2012)Gharaunda Railway Station (c) Rohan Khodlyan (2021)
Beyond Bazida Jatan Station, the line turns from a northerly course to a more northwesterly direction before swinging back Northeast to a more northerly route. It then passes through Karnal Railway Station before once again swinging away to the Northwest and crossing a significant irrigation canal, passing through Bhaini Khurd, Nilokheri, Amin Railway Stations and then arrives at Kurukshetra Junction Railway Station.
North of Kurukshetra Junction the line passes through Dhoda Kheri, Dhirpur, Dhola Mazra, Shahbad Markanda (by this time running very close to the Jammu-Delhi Toll Road again), and Mohri Railway Stations before it bridges the Tangri River.
The Tangri River Railway Bridge seen from NH44, the Jammu-Delhi Road. The photograph is taking facing Northwest. [Google Streetview, June 2023]
Not too far North of the Tangri River the line enters Ambala City and arrives at Ambala Cantt Junction Railway Station.
Ambala Cantt Junction Railway Station. [Google Maps, October 2024]Ambala Cantt Junction Railway Station (c) Charan Singh (2021)Ambala Cantt Junction Railway Station (c) Ashish Jha (2022)
Ambala (known as Umbala in the past – this spelling was used by Rudyard Kipling in his 1901 novel Kim) is “located 200 km (124 mi) to the north of New Delhi, India’s capital, and has been identified as a counter-magnet city for the National Capital Region to develop as an alternative center of growth to Delhi.” [26] As of the 2011 India census, Ambala had a population of 207,934.
Travelling further North towards Kalka, trains start heading Northwest out of Ambala Cantt Railway Station. and pass through Dhulkot, Lalru, Dappar, Ghagghar Rauilway Stations before crossing the Ghaggar River and running on into Chandigarh.
The Ghaggar River Railway Bridge seen from the Ghaggar Causeway to the Northeast of the railway Bridge. [Google Streetview, June 2022]
Chandigarh Junction Railway Station sits between Chandigarh and Panchkula. it is illustrated below.
North of Chadigarh the flat plains of India give way to the first foothills of the Himalayas. What has up to this point been a line with very few curves, changes to follow a route which best copes with the contours of the land. Within the city limits of Chandigarh, the line curves sharply to the East, then to the Southeast as illustrated below.
The route of the railway between Chandigarh and Kalka to the immediate North of Chandigarh Railway Station. [Google Maps, October 2024]
The line then sweeps round to the Northeast.
The route of the line is again marked by the thick blue line on this next extract from Google’s satellite imagery. [Google Maps, October 2024]It is possible to glimpse the line from the Chandigarh-Kalka Road (NH5) at various points. This image looks from the road into Chandimandir Military Station. The bridge over the access road which can be seen above the gates carries the line to Kalka. [Google Streetview, June 2022]
The next railway station is that serving the military base, Chandi Mandir Railway Station. The line continues to the Northeast, then the North and then the Northwest before running into Surajpur Railway Station.
A glimpse of the railway North of Surajpur. The camera is facing West across the railway which is on a low metal viaduct. Kalka is some significant distance away off the right of this photograph. [Google Streetview, June 2023]
The line continues to sweep round to the Northeast before crossing the Jhajra Nadi River.
The Jhajra Nadi River Bridge seen from the Southeast on Jhajra Nadi Road. [Google Streetview, June 2023]
The line then runs parallel to the Jhajra Nadi River in a Northeasterly direction on its North bank before swinging round to the Northwest and entering Kalka Railway Station.
Kalka Station. [1: p40]An East Indian Railway Mail Train leaving Kalka. [1: p43]Kalka Railway Station. [Google Maps, October 2024]Kalka Railway Station as illustrated on the IndiaRailInfo.com website, (c) Shubh Mohan Singh. The train on the right is, I believe, the ‘Himalayan Queen’.Kalka Railway Station, (c) Saumen Pal (2022)The end of the broad gauge at Kalka Railway Station, (c) Janet Hartzenberg (2022)
The broad gauge terminates at Kalka and the journey on into the Himalayas is by narrow-gauge train.
Kalka to Shimla
Huddleston comments: “Simla [sic] is full of hill schools, and Kalka often sees parties of happy children returning to their homes; a common enough sight in London, perhaps, but in India quite the reverse. In India, European school children only come home for one vacation in the year, and that, of course, is in the cold season when they get all their holidays at a stretch. Many of them have to journey over a thousand miles between home and school. Needless to say, the railway is liberal in the concessions it grants, and does all it can to assist parents in sending their children away from the deadly climate of the plains. … At Kalka you change into a 2 ft. 6 in. hill railway, which takes you to Simla, the summer headquarters of Government, in seven hours. If you are going up in the summer, don’t forget to take thick clothes and wraps with you, for every mile carries you from the scorching heat of the plains into the delightful cool of the Himalayas, and you will surely need a change before you get to the end of your journey. … Kalka is 2,000 ft. above sea level, Simla more than 7,000 ft., therefore, the rise in the 59 miles of hill railway is over 5,000 ft., and the fall in the temperature probably 30 degrees Fahrenheit.” [1: p45]
Train of Bogie Coaches about to leave Kalka for Shimla. [1: p44]A portion of the sinuous course of the Kalka-Shimla line’s climb into the Himalayas. [1: p45]
The plan is to try to follow the line of the railway as it climbs away from Kalka Railway Station. First a quick look at the narrow gauge end of Kalka Railway Station.
The North end of Kalka Railway Station is devoted to the narrow-gauge line to Shimla. [Google Maps, October 2024]The narrow-gauge platforms at Kalka Railway Station seen from the Northwest. [Google Streetview, January 2018]The Kalka-Shimla Line. Kalka station throat looking Southeast into the station complex. [Google Streetview, January 2018]
The two views above were taken from the rear of a Shimla-bound train. This will be true of many subsequent photographs of the line.
Looking back towards Kalka Station from alongside the Diesel Shed. [Google Streetview, January 2018]The Kalka-Shimla line winds its way through Kalka. [Google Maps, October 2024]The line continues to switch back and forth on its way to the first station at Taksal. [Google Maps, October 2024]Taksal Railway Station. [Google Maps, October 2024]Taksal Railway Station looking West. [Google Streetview, November 2017]Taksal Railway Station looking East. [Google Streetview, November 2017]From Taksal Railway Station the line continues to wander around following the contours, gaining height as it does so. The route can relatively easily be picked out on this satellite image. One length of tunnel has been highlighted in red. [Google Maps, October 2024]The Western Portal of the tunnel marked above. [Google Streetview, January 2018]The Eastern Portal of the tunnel marked above. [Google Streetview, January 2018]The line continues towards Shimla following the contours and continuing to rise into the hills. Its course runs relatively close to National Highway No. 5 (NH5)
Koti Railway Station and tunnel portal just at the northern limits of the station. [Google Maps, October 2024]
Train arriving at Koti from Kalka (c) Meghamalhar Saha. (May 2024)The tunnel portal at Koti (c) Divyansh Sharma. (April 2021)
Koti Tunnel (Tunnel No. 10) is 750 metres in length. Trains for Shimla disappear into it at the station limits at Koti and emerge adjacent to the NH5 road as shown below.
Koti Tunnel (Tunnel No. 10). [Google Maps, October 2024]The Northeast portal of Tunnel No. 10(Koti Tunnel). [Google Streetview, January 2018]Leaving the tunnel the line runs on the West side of the Kalka-Shimla Road (NH5). It can be seen here a couploe of metres higher than the road. [Google Streetview, June 2023]
For some distance the line then runs relatively close to the NH5. on its Northwest side and increasingly higher than the road. The central image below shows road and rail relatively close to each other. The left image shows the structure highlighted in the central image as it appears from the South. The right-hand image shows the same structure from the North. The structure highlighted here is typical of a number along the route of the railway.
For a short distance the line has to deviate away from the road to maintain a steady grade as it crosses a side-valley.
The line runs away North of the NH5 to allow gradients to remain steady. Top0-left of this image is a wayside halt serving the communities in this vicinity and as the line turns to cross the valley and return towards the NH5, there is a bridge carrying the line over the valley floor. [Google Streetview, October 2024]
The Halt and bridge shown in the image above on an enlarged extract from the satellite imagery. [Google Maps, October 2024]
The Halt. [Google Streetview, January 2018]The stone-arched viaduct to the Northeast of the Halt, seen from the platform. [Google Streetview, January 2018]
Tunnel No. 12 is only a short tunnel relatively close to the NH5. This is the West portal. [Google Streetview, January 2018]The East Portal of Tunnel No. 12. [Google Streetview, January 2018]Tunnel No. 13. [Google Maps, October 2024]Tunnel No. 14. [Google Maps, October 2024]
The sort tunnels above are typical of a number along the line. Tunnel No. 16 takes the railway under the NH5.
The NH5 climbs alongside the railway line which can be seen on the left of this image. around 100 metres further along the line Tunnel No. 16 takes the railway under the road. [Google Streetview, August 2024]The line crosses under the NH5 at the bottom left of this satellite image and can be seen following the contours on the Southside of the road across the full width of the image, leaving the photo in the top-right corner. [Google Maps, October 2024]Looking back down the line towards Kalka through Sonwara Railway Station. [Google Streetview, January 2018]Again looking back towards Kalka the structure that the train has just crossed is given its own sign board. It appears to be a 4 span stone-arched viaduct. [Google Streetview, January 2018]
The next tunnel on the line (No. 18) is a semi-circular tunnel.
Tunnel No. 18The first portal , facing Southwest, encountered by Shimla-bound trains.The exit portal also facing Southwest.
Tunnels No. 21 and No. 22 are shown below. The first image in each of these cases is the line superimposed on Google Maps satellite imagery (October 2024). The other two images, in each case, are from Google Streetview, January 2018.
Immediately beyond the station the line is bridged by the NH5 and then enters another tunnel.
The short tunnel to the North of Dharampur Himachal Railway Station which perhaps carried the original road, (c) Balasubramaniam Janardhanan. (Video still, April 2022) {Google Maps, October 2024]The same bridge and short tunnel. [Google Streetview, January 2018]The line running North beyond the tunnel. [Google Streetview, January 2018]
After a deviation away to the North, the railway returns to the side of the NH5. Tunnels No. 27 and 28 take the line under small villages. Another tunnel (No. 29) sits just before Kumarhatti Dagshai Railway Station.
Kumarhatti Dagshai Railway Station. [Google Maps, November 2024]Kumarhatti Dagshai Railway Station, (c) Faizan Ahmed. (2020)Kumarhatti Dagshai Railway Station, (c) Bhushan Saini. (2023)Kumarhatti Dagshai Railway Station building. [Google Streetview, January 2018]
As trains leave Kumarhatti Dagshai Railway Station, heading for Shimla, they immediately enter Tunnel No. 30.
Tunnel No. 30 is a short straight tunnel which takes the railway under the village and NH5. [Google Streetview, January 2018]
Two short tunnels follow in quick succession, various tall retaining walls are passed as well before the line crosses a relatively shallow side-valley by means of a masonry arched viaduct.
A short viaduct to the East of Kumarhatti Dagshai Railway Station. [Google Streetview, January 2018]
Tunnel No. 33 (Barog Tunnel) is a longer tunnel which runs Southwest to Northeast and brings trains to Barog Railway Station.
Barog Tunnel, Southwest Portal. [Google Streetview, January 2018]Barog Tunnel Northeast portal opens out onto Barog Railway Station. [Google Streetview, January 2018]Barog Railway Station. [Google Streetview, January 2018]
Now back on the North side of the NH5, the line continues to rise gently as it follows the contours of the hillside. Five further short tunnels are encountered beyond Barog (Nos. 34, 35, 36, 37 and 38) before the line runs into Solan Railway Station.
Solan Railway Station. [Google Maps, November 2024]A railcar at Solan Station, (c) N Nozawa. (2023)Solan Railway Station, (c) Vikas Chauhan. (2021)
Immediately to the Eat of Solan Railway Station trains enter Tunnel No. 39 and soon thereafter Tunnels Nos. 40, 41 and 42 before crossing the NH5 at a level-crossing.
Level-crossing on the main Kalka-Shimla Road. [Google Streetview, January 2018]
Further tunnels follow on the way to Salogra Railway Station.
Salogra Railway Station was oriented North-South approximately.
Looking North through Salogra Railway Station. [Google Streetview, January 2018]Salogra Railway Station buildings seen from the South. [Google Streetview, January 2018]Salogra Railway Station sign, (c) Travel More. (2015)
A further series of relative short tunnels protects the line as it runs on the Kandaghat Railway Station.
Tunnel No. 51, typical of many short tunnels on the line. [Google Streetview, January 2018]Approaching Kandaghat Railway Station. [Google Streetview, January 2018]Kandaghat Railway Station. [Google Streetview, January 2018]The stone-arched viaduct carrying the line over the NH5 (Kalka-Shimla Road) at the North end of Kandaghat Railway Station. [Google Streetview, July 2024]
Tunnels Nos. 56 and 57 sit a short distance to the East of the viaduct above. the line now accompanies a different highway which turns off the NH5 close to the viaduct.
The next significant structure is the galleried arch bridge below.
More tunnels, Nos. 58 to 66 are passed before the line crosses another significant structure – Bridge No. 541 – and then runs through Kanoh Railway Station.
Bridge No. 541 seen from the aine approaching it from the South. [Google Streetview, January 2018]Bridge No. 541 seen from its West end. [Google Streetview, January 2018]Kanoh Railway Station. [Google Maps, November 2024]Kanoh Railway Station, (c) Saumen Pal. (April 2022). [Google Maps, November 2024]
After Kanoh Station the line passes through a further series of short tunnels (Nos. 67-75) before meeting its old friend the NH5 (the Kalka to Shimla Road) again.
The Kalka to Shimla Railway line viaduct seen from the Southwest on the adjacent NH5 (Kalka-Shimla Road). [Google Streetview, July 2024]
Beyond this point the line passed through Tunnels Nos. 76 and 77 before arriving at Kathleeghat Railway Station.
Kathleeghat Railway Station.
Kathleeghat Railway Station. [Google Streetview, January 2018]Kathleeghat Railway Station. [Google Streetview, January 2018]Kathleeghat Railway Station. [Google Streetview, January 2018]
Immediately the Northeast of Kathleeghat Station the line enters Tunnel No. 78 under the Kalka-Shima Road (NH5) and soon heads away from the road plotting its own course forward toward Shimla through Tunnels Nos. 79 and 80, before again passing under the NH5 (Tunnel No. 81). Tunnels Nos 82 to84 follow and the occasional overbridge before the next stop at Shoghi Railway Station.
Shoghi Railway Station. [Google Maps, November 2024]Shoghi Railway Station, (c) Muhammed Riyas. (2022)Shoghi Railway Station, (c) Abhishek Dhiman. (2020)
North East of Shoghi Station the line turns away from the NH5 and passing though a series of short Tunnels (Nos. 85-90) finds it own way higher into the hills before passing through Scout Halt and into a longer Tunnel (No. 91).
Tunnel No. 91, seen from the track alongside Scout Halt, (c) Iqbal Singh. (2019)Scout Halt, seen from the South Portal of Tunnel No. 91. [Google Streetview, January 2018]The North Portal of Tunnel No.91. [Google Streetview, December 2017]
North of Tunnel No. 91, the line enters Taradevi Railway Station which sits alongside the NH5.
Immediately North of the station the line passes under the NH5 in Tunnel No. 92 and then runs on the hillside to the West of the road. It turns West away from the road and passes through Tunnels 93 to 98 before entering Jutogh Railway Station.
Jutogh Railway Station. [Google Maps, November 2024]Jutogh Railway Station. [Google Streetview, January 2018]Jutogh Railway Station, (c). Manoj Rai. (2022)
Leaving Jutogh Railway Station, the line turns immediately through 180 degrees and runs along the North side of the ridge on which the town sits. Tunnel No. 98 is followed by a short viaduct.
This viaduct sits just east of Tunnel No. 98, above the Shima-Ghumarwin Road. Just a short distance towards Shima, the same road climbs steeply over the railway which passes under it in Tunnel No. 99. [Google Streetview, January 2018]
east of the road, Tunnel No. 100 is followed by a long run before an overbridge leads into Summer Hill Station.
Summer Hill Railway Station looking back towards Jutogh Station. [Google Streetvoew, December 2017]Summer Hill Railway Station looking towards Shimla. [Google Streetvoew, December 2017]
Beyond Summer Hill Station, the line immediately ducks into Tunnel No. 101 which takes it under the ridge on which Summer Hill sits and then returns almost parallel to the line whch approached Summer Hill Station but to the East of the ridge. It runs on through Tunnel No. 102 to Inverarm Tunnel (No. 103) which brings the line into Shimla.
Inverarm Tunnel (No. 103) Western Portal. [Google Streetview, January 2018]Inverarm Tunnel (No. 103) Sotheast Portal. [Google Streetview, January 2018]The incline on the approach to Shimla Station. [Google Streetview, January 2018]The incline on the approach to Shimla Station. [Google Streetview, January 2018]Shimla Railway Station. [Gpgle Streetview, January 2018]Shimla Railway Station. [Google Maps, November 2024]Shimla Railway Station, (c) Agrim Maurya. (2022)Shimla Railway Station, (c) Shishu Ranjan. (2022)
Shimla is the end of this journey on first the East Indian Railway and its branches and then the line to Kalka before we travelled the narrow gauge Kalka to Shimla Line.
Wikipedia tells us that “the Kalka–Shimla Railway is a 2 ft 6 in (762 mm) narrow-gauge railway. … It is known for dramatic views of the hills and surrounding villages. The railway was built under the direction of Herbert Septimus Harington between 1898 and 1903 to connect Shimla, the summer capital of India during the British Raj, with the rest of the Indian rail system. … Its early locomotives were manufactured by Sharp, Stewart and Company. Larger locomotives were introduced, which were manufactured by the Hunslet Engine Company. Diesel and diesel-hydraulic locomotives began operation in 1955 and 1970, respectively. On 8 July 2008, UNESCO added the Kalka–Shimla Railway to the mountain railways of India World Heritage Site.” [28]
References
G. Huddleston; The East Indian Railway; in The Railway Magazine, July 1906, p40-45.
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]
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.
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; ElectricLoco 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.
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]An engraving showing the roadway under the rail bridge in early days. [3]Three lines crossed the bridge. This is a view from the South side of the Tyne at high level. [3]A similar image but this time showing more of the West face of the structure. [3]An aerial view of the High Level Bridge in 1967. [3]The entrance to the road bridge in more modern times, after weight and width restrictions were imposed. [3]A view of the High Level Bridge from the Southeast in 2012, looking upstream. [3]A view of the High Level Bridge in 2014 from the Northwest. [3]A modern DMU (A Class 185 diesel multiple unit) crossing the High Level Bridge in 2015. [3]
References
The New High Level Bridge at Newcastle-on-Tyne; in The Railway Magazine, London, July 1906, p9-11.
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]
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.
This is the second article in a series about the Border Counties Railway. The first can be found here. [3]
An online acquaintance pointed me to a film made in the mid-1980s, ‘Slow Train to Riccarton’ which records something of the lives of people associated with this railway line:
The film shows different lengths of the line and records a number of people speaking about their life on and around the line.
This first image is a still from the film which denotes where we are starting this next length of the journey along the line. A few more ‘stills’ will help to locate us as we travel along the line.
The line travelled on, Northwest from Chollerton, much of the time in deep cutting as far as Dallabank Wood, by which time it was running on a northerly course. Soon after the wood, the line turned towards the Northwest, passed under the local road (Dalla Bank), crossed a short but high embankment under which Barrasford Burn was culverted, and entered Barrasford Railway Station.
The red line shows the route of the old railway immdiately to the North of Chollerton Railway Station. [Google Maps, October 2024]The cutting South of Dalla Bank, Facing towards Chollerton in 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [15]The line continued on as marked by the red line under Dalla Bank and on to Barrasford Station which was located at the top left of this extract from Google’s satellite imagery. [Google Maps, October 2024]The view along the old railway line North-northwest from Dalla Bank. [Google Streetview, August 2023]Barrasford Railway Station name-board. [2]
Barrasford Railway Station opened on 1st December 1859 by the North British Railway. The station was situated on a lane to Catheugh, around “200 yards northeast of the centre of Barrasford village. A siding adjoined the line opposite the platform and there was a further loop to the northwest. Both of these were controlled by a signal box, which was at the northwest end of the platform. The station was host to a camping coach from 1936 to 1939.” [4]
“Barrasford station was closed to passengers on 15th October 1956 but remained open for goods traffic until 1st September 1958, although it was downgraded towards an unstaffed public siding.” [4]
A short distance Northwest of Barrasford Railway Station, was Barrasford Quarry which was provided with its own siding.
The line Northwest of Barrasford Railway Station. [Google Maps, October 2024]The track bed of the old railway a little to the Northwest of Barrasford Railway Station, looking back along the line towards the station in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [12]Looking back towards Barrasford Station from Chishill Way. The line was carried at high level over the road. Only the embankments remain. [Google Streetview, August 2023]A wintertime view along the old railway to the West from the East side of Chishill Way, in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [13]Looking West from Chishill Way. The railway embankment is to the right of the trees. [Google Streetview, August 2023]The track bed further West from Chswell Way, in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [14]Barrasford Quarry Sidings and Tramway. [7]Tarmac’s quarry at Barrasford is a much larger affair in the 21st century. [Google Maps, October 2024]The entrance to Barrasford Quarry. The red line indicates the approximate route of the old railway which is treelined to the West of the quarry road and through open fields to the East of the quarry road. The siding was on the North side of the line. [Google Streetview, August 2023]Just to the Northwest of Barrasford Quarry Siding was a branch line to Camp Hill, Gunnerton Quarry.This branhc was about 2 miles in length and is recorded on some maps as an old Waggonway. [8]The same location in the 21st century with the old railways superimposed. [Google Maps, October 2024]
The Camp Hill Branch as shown on satellite imagery from Railmaponline.com. The branch was a short industrial line serving a relatively small quarry to the North of Barrasford Quarry. It appears to have been disused by 1920 as one of the local OS Map sheets across which the line travels shows the line lifted by that time and referred to as an ‘Old Waggonway”. The line is present on map sheets surveyed in 1895.
A short section of the Camp Hill Branch Line as shown on the 1920 25″ Ordnance Survey which was published in 1922. [18]
A little further to the Northwest, the access road to Short Moor crossed the old railway. Just before that lane there was another stone bridge which gave access between fields either side of the line.
Stone bridge Southwest of the Short Moor access road in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [28]Two bridges crossed the line close to Short Moor. [29]
A distant view from the Southwest of the bridge carrying the access road to South Moor which is on the left of this image. The stone-arched bridge is just to the right of centre. [Google Streetview, April 2011]
Further to the Northwest, the line as shown on the railmaponline.com satellite imagery. {17}The line ran on to the Northwest and this is the next significant point on the old railway. Close to Chipchase Castle the line was bridged by a minor road. [20]The view across the old railway bridge from the Northeast. [Google Streetview, June 2009]This next roadoverbridge carries an access road over the Border Counties Railway close to Kiln Plantation shortly before the highway turns away from the railway to the West along the North side of the plantation. [21]The view from the South of the road bridge in the map extract above. [Google Streetview, April 2011]The same structure in a photograph taken by Paul Hill and shared by him on the Border Counties Railway Facebook Group on 17th August 2020. [23]
A short distance to the Northwest another access road runs off the highway and crosses the Border Counties Railway.
This map estract shows the lane leading to Comogon in 1920, which was carried over the old railway by means of a private access bridge. [24]The access road is private and this is the closest view of the old line at this location that is possible. The red lines show its route which was in a slight cutting to the right of the access road and a slight embankment to the left of the road. [Google Streetview, April 2011]Wark Railway Station as shown on the 25″ Ordnance Survey of 1895. [25]The view Southeast along the Border Counties Railway through Wark Railway Station. [Google Streetview, June 2009]The Goods Shed at Wark Railway Station. [Google Streetview, June 2009]Wark Signal Box when still in use. It sat just Northwest of the station platforms. This image was shared by Ian Farnfield on the Border Counties Railway Facebook Group on 6th April 2022. The provenance of this image is not known. [26]Wark Signal Box in the 21st century. This image was taken by Ian Farnfield and shared by him on the Border Counties Railway Facebook Group on 6th April 2022. [26]
A short distance Northwest from Wark Railway Station the Border Counties Railway passed under another minor road.
This next extract from the 1895 25″ Ordnance Survey shows that bridge mentioned above crossing the old railway. [27]The bridge mentioned above. [Google Streetview, July 2023]
From this point, the line turns to a more northerly direction as this next extract from the railmaponline.com satellite imagery shows. An accommodation track and Blind Burn next passed under the line of the railway. The image below shows the location.
The view Northeast along Piper Gate towards what was a bridge carrying the Border Counties Railway over the Burn and road. [Google Streetview, Aril 2011]
Northwest of Piper Gate a private access road follows the track bed to a private dwelling. Further North another access track passed underneath the line (shown in the first map extract below)
Continuing North from Countess Park alongside the River North Tyne, the Border Counties Railway reaches Redesmouth Railway Station which was a junction station.
Redesmouth as shown on the OS Explorer Map Sheet. The dismantled railways can easily be seen. The Border Counties Railway bears Northwest from the Station and crosses the River North Tyne.
The two images immediately above focus on the railway infrastructure at Redesmouth which spreads over quite a large site surrounding the hamlet of Redesmouth. [Google Maps, October, 2024] [36]
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.
The view East from Fall LaneThe view West from Fall Lane
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]
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]
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.
Woodhouse Bridge in 1905. [69]Woodhouse Bridge in 2024. [69]Looking West from Woodhouse Bridge in 2023. [Google Streetview, August 2023]Looking East 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).
Looking West from the M62 in July 2024Looking East from the M62 in July 2024Bradley 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.
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]Horbury & Ossett Railway Station. [44]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.
Thornes Lane BridgeA638, Ings Road BridgeThe 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]
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
Herbert Rake; The Manchester and Leeds Railway: The Origin of the Lancashire and Yorkshire Railway; in The Railway Magazine, London, December 1905, p468-474
Jeffrey Wells; The Eleven Towns Railway: The Story of the Manchester and Leeds Main Line; Railway & Canal Historical Society, Keighley, West Yorkshire, 2000.
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.
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]
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]
“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]
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.
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.
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.
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
A note in the August 1905 edition of The Railway Magazine mentions a 1904 report from the Light Railway Commissioners and comments from the Board of Trade in 1905. [1: p170]
The Regulation of Railways Act 1868 permitted the construction of light railways subject to ‘…such conditions and regulations as the Board of Trade may from time to time impose or make’; for such railways it specified a maximum permitted axle weight and stated that ‘…the regulations respecting the speed of trains shall not authorize a speed exceeding at any time twenty-five miles an hour’. [2]
“The Light Railways Act 1896 did not specify any exceptions or limitations that should apply to light railways; it did not even attempt to define a ‘light railway’. However, it gave powers to a panel of three Light Railway Commissioners to include ‘provisions for the safety of the public… as they think necessary for the proper construction and working of the railway’ in any light railway order (LRO) granted under the act. These could limit vehicle axle weights and speeds: the maximum speed of 25 miles per hour (mph) often associated with the Light Railways Act 1896 is not specified in the act but was a product of the earlier Regulation of Railways Act 1868. … However, limits were particularly needed when lightly laid track and relatively modest bridges were used in order to keep costs down.” [2]
Sir Francis Hopwood’s report to the Board of Trade on the proceedings of the Light Railways Commission during 1902, indicated “a growing tendency to embark on private and municipal light railway schemes all over the country. Thirty-one fresh orders, of which only two for steam traction, were submitted, eighteen being confirmed, making a total of thirty-five for the year. No order was rejected. Since 1896, 420 applications [had] been made, more than half being confirmed. They represented 3,900 miles of line, with a capital expenditure of £30,371,193. The total mileage sanctioned during 1902 amount[ed] to 1,500 miles, with a capital expenditure of £10,148,900, or over a third of the aggregate for five years.” [10]
The short report in the August 1905 Railway Magazine highlighted the “number of applications made to the Commissioners in each year since the commencement of the Act, the number of orders made by the Commissioners, and the number confirmed by the Board of Trade, with mileage and estimates.” [1: p170]
Applications for Light Railway Orders (*From 278 applications. + From 237 Orders submitted). [1: p170]
Railways built under the Light Railways Act 1896 struggled financially and by the 1920s the use of road transport had put paid to the majority. Some survived thanks to clever management and tight financial control.
“The Light Railways Act was repealed in 1993 for England and Wales by the Transport and Works Act 1992 and no new light railway orders were allowed to be issued for Scotland after 2007. … Until the Transport and Works Act 1992 introduced transport works orders, heritage railways in the UK were operated under light railway orders.” [2]
Among many others, Light Railways which were built under the Act include these examples:
Welshpool and Llanfair Light Railway, opened in 1903, closed in 1956, reconstructed and reopened between 1963 and 1981 on the entire route except Welshpool town section. Articles about this line can be found here, here and here. [3]
Tanat Valley Light Railway, articles about the line can be found here and here. [4]
Shropshire & Montgomery Light Railway, five articles about this line and its rolling stock can be found here, here, here, here and here. [5]
Kelvedon & Tollesbury Light Railway, an article about this line can be found here. [6]
Campbeltown and Machrihanish Light Railway is referred to in this article. [7]
Bere Alston and Calstock Light Railway, the East Cornwall Mineral Railway and this line are covered in three articles which can be found here, here and here. [8]
Ashover Light Railway, is covered in three articles which can be found here, here and here. [9]
A parallel Act governed light railways built in Ireland.
The Railway Magazine of February 1922 introduced its readers to the advantages of ‘demountable flats’. ‘Demountable flats’ significantly improved the loading and unloading of consignments of goods on railways and road motor vehicles. ‘Demountable flats’ made it possible to transfer a load from one to the other or vice versa in a few minutes. The result was a significant “saving in time and labour. … The system, which [was] capable of considerable extension, [was] finding favour on several railways. It [had] recently been adopted by the London and South Western Railway with great advantage and two illustrations [were] reproduced [in their article] showing the arrangements employed.” [1: p137-138]
Demountable flat in position on stand-dray, London & South Western Railway. [1: p137]
“The old method of collecting goods was to despatch a pair-horse van with two men at 9 a.m. each day to pick up a load. The horses and men were compulsorily kept idle while the goods were loaded piecemeal, the van eventually returning to the goods yard with its load and frequently being unable to perform more than one return journey in the day. Under the new arrangement a motor lorry leaves the depôt at 9 a.m. with an empty demountable flat to pick up a load. Upon arrival the flat is pushed or lifted off the chassis and a loaded one transferred thereto by similar means. The lorry is able to return with this load at 10 a.m., the load being then transferred to the stand-dray, after which the motor sets out again on another trip at about 10.15 a.m., carrying an empty flat as before.” [1: p138]
Two men transferring a load of 50 barrels of apples (weight: 4 tons), London & South Western Railway. [1: p138]
“Horses are harnessed to the stand-dray to which the first load was, as stated, transferred, and haul it to the goods siding ready to load it on to a wagon of the goods train. By this means loads collected late in the afternoon can be delivered at far distant points early the following day per goods train. Also six return journeys can be accomplished in a day, whereas previously this might necessitate the employment of twelve men and six pairs of horses. The inward traffic or goods delivery is conducted on the same lines and with the same saving of time and labour. The wheels of the demountable flats illustrated are fitted with self-aligning ball bearings, which considerably facilitate the ease of handling of the flats, especially in their loaded condition.” [1: p138]
These revised methods of working were relatively novel in 1922. As can be seen in the text above,, working patterns were changing and manual labour was becoming less important as more mechanised operations were undertaken. No doubt, the reduced number of men required for these operations eventually saw redundancies.
“The larger the unit loads the greater the reduction in handling time for a given quantity of cargo. To make economic sense any container system has to be widely adopted, prior to the 1930s this meant that the majority of containers used were for bulk flows of minerals.” [4]
The presence of an article focussing on the use of ‘demountable flats’ in The Railway Magazine might suggest that they were a relatively early form of ‘unit load’ used on the railways. Their use was certainly a development in a flow of innovation in the movement of goods across different modes of transport. They were, though, effectively, but loosely, a form of ‘containerisation’. And containers had, by 1922, been around for some time, “various kinds were in regular use on the canals from the 1780s and wooden containers were adopted by the Liverpool & Manchester line in the 1830s for both coal and general goods.” [4]
“The Liverpool & Manchester Railway built open frame ‘skeliton (sic) wagons’ to carry rectangular bottom-door coal containers already in use of the canals but used their standard flat wagons to carry Pickfords general goods containers.” [4]
Although some of the mineral ‘containers’ “travelled on specially built wagons a lot were carried in three and four plank standard open wagons.” [4]
In 1841 Brunel introduced iron mineral boxes/containers in South Wales to protect friable coal. Cranes then lifted these containers into the holds of ships at Swansea docks. They were then emptied using bottom doors. 8ft long by 4.5ft wide, these containers were carried four to a wagon. [4]
During the pre-grouping era, containers were also used for passenger luggage where that luggage needed to be loaded onto boats travelling to the continent. Certainly, both the Great Eastern Railway and the South East & Chatham Railway provided this service. [4]
“By about 1900 road furniture vans were fitted with removable wheels so they could be moved on standard railway wagons, these evolved into covered furniture containers by the time of the First World War. Building on the work done by the pre grouping (pre 1923) companies railway container designs were standardised during the later 1920’s. The new RCH approved standard containers were based on the existing designs of the time. This move was mainly lead by the LMS who began promoting containers in 1928 in order to counter the competition from road haulage companies for door-to-door services.” [4]
By the 1930s, furniture and some high value items were being carried in containers. In the late 1930s almost all meat transportation by rail was undertaken using dedicated containers.
“British railways built many thousands of containers, mainly to the standard pre-war ‘van’ type designs. Up to the 1960’s it was usual to send containers through the system as single loads, hauled in standard mixed goods trains but under British Railways all-container ‘liner’ services began to emerge in the late 1950s.” [4]
The breweries used tank wagons of both the fixed and ‘demountable’ kind for beer and spirits. “Guinness developed a steel tank in the 1940s that could be carried in ordinary open wagons but demountable beer tanks were in effect containers and ran on purpose built chassis. Bass built up quite a fleet of these tanks, some of which were later used for other work, one example being the movement of glue to chipboard factories. This latter traffic was carried throughout the 1950s and 60s but … transferred to road in the 1970s. There were a few demountable tanks carried in pairs on a single wagon, Scottish and Newcastle had two of these and Truman’s had one (which could carry either two tanks or a single tank mounted … centrally).” [2]
‘Conflats’ were developed, in the era before nationalisation of the railways. ‘Conflat’ was the telegraphic code within the GWR’s “coding of railway wagons for a container wagon. Unlike normal wagon loads, containers were only listed to carry furniture or goods (unless they were refrigerated containers, which carried frozen products kept cold by ice) which needed to be placed on a specialist flatbed wagon which had train braking capability due to the fragile nature of the products carried.” [3]
These “wagons were removed from service (as were the containers themselves) when more modern containers came into use.” [3]
“British Railways used several standard types of wagon. The Conflat A, which could carry one type ‘B’, or two type ‘A’, containers, was the most common. It was regularly used to carry AF (frozen food) containers: while the Conflat L, which could carry three smaller containers for bulk powders, was also produced in large numbers. … The Conflat B wagon could carry 2 AFP (frozen food) containers. These were slightly wider than the standard AF containers, and were designed to carry loads on pallets.” [3]
Innovation continued through the 1950s, 1960s and 1970s, but this discussion has taken us quite a distance from the ‘demountable flats’ of the 1920s and their dramatic impact on goods handling.
Roger Farnworth 
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