The featured image for this article showsVictoria Pit in the early to mid-20th century, (c) Public Domain. [7]
“In 1872–1873 the Hugo pit became productive; it was in high land above West Wemyss, and an inclined tunnel was dug, down which hutches of coal were lowered on a double track rope worked inclined plane, of 25 inches gauge. At the lower end of the tunnel the plane reached the small harbour of West Wemyss, already reached by the Victoria and Barncraig hutch tramways. An enlargement of West Wemyss Harbour was made at this time too, starting in 1872 and completed in September 1873.” [4][5]
An annotated satellite image from railmaponline.com which shows West Weymss and the locations of the two coastal pits (Victoria and Barncraig). Hugo Pit was further inland and utilised a tunnelled incline plane to get its coal to the harbour. Lady Pit was still in use in the 1890s and can be seen just to the West of the Harbour on the extract from the 1894 survey below. It is worth noting that it is possible to be much clearer about the alignment of the tramway between the Harbour and Victoria Pit than it is for the tramway which ran East to Barncraig Pit. [6]
Victoria Pit was once Weymss No. 7 Pit, Lady Emma Pit (Lady Pit) was close to the Harbour a West Wemyss. Barncraig (Coxtool) Pit was on the East side of the village. [7]
Barncraig (Coxtool) Pit was sunk circa. 1836 and is known to have been working into the 1860s. [8]
Lady Pit and the Harbour at West Weymss, circa. 1880.‘ (c) Public Domain. [10]
Lady (Emma) Pit was sunk circa. 1842, coal was last raised in 1902. The Pit shaft remained in use as an airshaft for adjacent pits until circa. 1939 when it is believed that it was in-filled. [10]
Victoria Pit in the early to mid-20th century, (c) Public Domain. [7]
This colourised image was produced by Levenmouth Pictures from a monochrome image in the Public Domain, dated 1910. The image was shared on their Facebook Page on 25th October 2019. [1]
It is known that the gauge of the tunnelled incline was 25″. [4] Given that the Hugo Pit will have wanted access to West Wemyss Harbour, this suggests that the tramways along the coast may have been of the same gauge.
This map extract is taken from the 25″ Ordnance Survey of 1894, published in 1895. It shows one of the tramways associated with the harbour. [2]This map extract is taken from the 25″ Ordnance Survey of 1913, published in 1914. It shows a significant expansion of operations at Victoria Pit and is explicit about the presence of the inclined plane descending to the tramway from the Hugo Pit to the North. Neither of these two extracts show a tramway to the East of the Harbour. [3]this map extract is taken from the 25″ Ordnance Survey of 1943, published in 1947. By 1943, the tramways and the pits have gone. The Harbour remains as doe the tunnel which carried the incline down from Hugo Pit. [9]Looking East along the line of the old tramway through the site of Victoria Pit towards the harbour at West Weymss, (c) Jonathan Kirk. [Google Streetview, July 2023]Looking North from the line of the old tramway towards the location of the tunnel portal for the inclined plane, (c) Jonathan Kirk. [Google Streetview, July 2023]A view of West Weymss Harbour from approximately the same location as the photograph immediately above. The rack ahead follows the line of the old tramway which at one time was on a viaduct over the top area of the harbour. The building on the left, beyond the steel container was present on site throughout the life of the tramway and can be seen on the extracts from the Ordnance Survey above, (c) Jonathan Kirk. [Google Streetview, July 2023]
The viaduct mentioned in the note under the image immediately above, ran East from the corner of the building visible on the left in this image. Once across the viaduct the tramway continued in a straight line to the East, (c) Jonathan Kirk. [Google Streetview, July 2023]
A careful look at the extracts from the different Ordnance Surveys above will show that the stone building in this West-facing image sat quite close to the harbour wall, and that the tramway ran between the building and the rockface to the right of this image, (c) Jonathan Kirk. [Google Streetview, July 2023]To the West of the Harbour there were two docks. That further to the West has been completely filled-in. That closer to the harbour has been partially filled. [Google Streetview, July 2023]Looking West from West Weymss towards the harbour across what was once a dock. The tramway ran West from outside the brown stone, red-roofed building beyond the first building on the right of this image. [Google Streetview, August 2026]
The tunnelled incline ran North to Hugo Pit. It preceded the rail link to the Pit and provided the most effective way, at the time, to get coal to markets. [11]
The location of the Hugo Pit is at the top edge of this satellite image. The tunnelled incline was of a considerable length. The purple lines at the top of this image are the sidings at the southern end of the later branch line on the Weymss Estate Railway. [6]
The Hugo Pit was sunk around 1873, it lay south of the village of Coaltown of Wemyss and was linked by an underground tunnel to the Victoria Pit (formerly Wemyss No. 7), to the south by around 1875. Later, by around 1891-92 it was linked by rail to the Lady Lilian (later re-named Lochhead) Pit, less than a mile to the north. By 1910, much of the production from the Victoria Pit was no longer being exported from the West Weymss Harbour and was being shipped up the incline and stored at what became known as Hugo depot. As required, the coal from the Hugo depot was then loaded onto waggons and sent to Methil Docks. [12]
The darker area on this satellite image, just to the right of centre is the location of the Hugo Pit, later the Hugo Depot. [Google Maps, November 2026]
D Landale; Description of an Under-dip Coal Working in Prize-Essays and Transactions of the Highland and Agricultural Society of Scotland, Volume X; William Blackwood and Sons, Edinburgh, 1835.
In mid-September 2026, I picked up a copy of the Souvenir Brochure for the closure of the Swansea and Mumbles Railway which occurred on 5th January 1960. Photographs of the pages of the brochure appear in the Appendix to this article.
Throughout the country, the internal combustion engine was beginning its ascendancy and many in national and local government together with those providing transport had been won over by the arguments which supported the rise of petrol and diesel-powered vehicles. Looking back from the 21st century, we can see that, while there was some value in the arguments put forward, the net effect has been significantly disadvantageous to the built environment and to our ability to get around. We also know now that Internal combustion engines have been heavily polluting and have contributed to the warming of our planet.
The closure of the Swansea & Mumbles Railway is just one example among so many, of decision-makers turning away from trams to buses amid the significant rise in car ownership. The reducing patronage of the line was partly caused by these transitions but it was also essentially a self-fulfilling prophecy. Expenditure on maintenance and renewals was perceived as unnecessary because of the lower demand for the service, this in turn resulted in a further lowering in patronage!
The brochure for the closure of the line talks of the way in which “More and more car owners meant fewer and fewer train passengers and naturally, a subsequent loss of earnings.” [1] It says that, “Not only did the traffic fall but costs increased alarmingly. The railway began to lose money. It had to be subsidised by the rest of the South Wales Transport undertaking; in effect, the bus passenger. Just as steam had ousted the horse, just as electricity had ousted steam, the internal combustion engine was ousting electricity. The 1950’s saw marked developments in the motor bus. It got bigger and better.” [1]
Perhaps inevitably the future horizon began to contract and all decisions were focussed on the here-and-now or the next few years. The result was lower investment and then a very significant cost for upgrading – £350,000. At the end of the 1950s that must have felt like a fortune. The decision was inevitable. The brochure tells us that “With great reluctance, the Directors [of the South Wales Transport Company] decided to close the undertaking and supplant it with services of modern, well-equipped motor buses.” [1]
So ends the story! The brochure finishes with a eulogy and with paragraphs which extol the motor bus as ‘the future’ of public transport:
“Whilst we have recorded briefly in cold facts the important stages in the development of the Mumbles Railway, coupled with that history has been a warm and human relationship between the Railway and the residents of Swansea and Mumbles. Maybe because it was to many a symbol of happiness by the seaside.
“It is little wonder then, when its ultimate fate was announced, that there was a distinct feeling of personal loss.
“In its passing it lays down the mantle of the ‘Oldest Surviving Passenger Railway in the World’ but no one can take from it the proud title of being the ‘First Passenger Railway in the World. We emphasise this as it passes from our everyday scene into the realms of history. What of the future? The closure of the railway does not mean the end of 155 years of public service. Far from it. That service will still continue with greater ability and efficiency to meet the demands of the traveller, in this modern day and age of 1960. The motor bus knows no boundary.” [1]
In the 21st century, First Cymru operates frequent regular bus services (such as routes 2A and 2B) connecting Swansea city centre directly to Oystermouth and Mumbles. The former railway route along the seafront now forms part of a popular walking and cycling track. Recent council updates to the Mumbles seafront have even embedded smart aluminium strips into the paving as a visual nod to the old Mumbles Railway tracks. Transport planners and local groups occasionally discuss light rail, tram-train, or wider Swansea Bay Metro concepts, but a dedicated rail link returning to Mumbles remains a long-term proposal rather than an active project.
As we look back from the 21st century, aware of the way things are now perceived, it is reasonable to speculate about ‘what might have been’ had significant investment been made on improvement of the tram network rather than it being set aside in favour of the ‘modern bus’!
A consultancy report – Greengauge21: Shaping Tomorrow’s Railways [2] – concluded that a “Swansea Bay Metro could use the same technology that is being developed for tram-style operation into Cardiff Bay to provide access to Swansea city centre from key valley towns such as Pontypridd and Aberdare. … Given where passenger railways started 214 years ago, someone is bound to ask whether the light rail into Swansea city centre could be extended to Mumbles. That is a challenge we leave for others to ponder.” [2]
The History of the Line
The Swansea and Mumbles Railway stakes a claim to be the world’s first passenger railway. [3] It was originally built under an Act of Parliament, the Oystermouth Railway or Tramroad Act 1804, to move limestone from the quarries of Mumbles to Swansea and to the markets beyond, it carried the world’s first fare-paying railway passengers under an agreement effective from 25th March 1807. It later moved from horse power to steam locomotion, and was finally converted to electric power, using the largest tram cars ever built for service in Britain. [3]
At the time of the railway’s closure, it was claimed to have been the world’s longest serving railway, although this distinction has to be qualified because other railways which were used solely for goods traffic (e.g. the Middleton Railway in Leeds, Yorkshire, dating from 1758) had been operating for longer. [4]
Wikipedia tells us that, “There was no road link between Swansea and Oystermouth at the beginning of the 19th century and the original purpose of the railway was to transport coal, iron ore and limestone. Construction seems to have been completed in 1806 and operations began without formal ceremony, using horse-drawn vehicles. As constructed, the line ran from the Brewery Bank adjacent to the Swansea Canal in Swansea, around the wide sweep of Swansea Bay to a terminus at Castle Hill (near the present-day Clements Quarry) in the tiny isolated fishing village of Oystermouth (known as Mumbles). There was also a branch from Blackpill which ran up the Clyne valley for nearly 1 mile (1.6 km) to Ynys Gate which was intended to promote the development of the valley’s coal reserves.” [4]
“In February 1807, approval was given to carry passengers along the line, when one of the original proprietors, Benjamin French, offered to pay the company the sum of twenty pounds in lieu of tolls for the right to do so for twelve months from the following quarter day, 25th March 1807. This is usually cited as the date when the first regular service carrying passengers between Swansea and Oystermouth began, thus giving the railway the claim of being the first passenger railway in the world. Passenger services operated from The Mount, the world’s first recorded railway station. [5: p333] The venture was … a success … The following year, French joined with two others in offering the increased sum of twenty five pounds to continue the arrangement for a further year, but the construction of a turnpike road parallel to the railway in the mid-1820s robbed it of much of its traffic and the passenger service (by that time in the hands of one Simon Llewelyn) ceased in 1826 or 1827, ironically just as events elsewhere in the United Kingdom (particularly in the north east of England) were paving the way for the development of railways as a truly national and international transport system for both goods and passengers.” [4]
“In its early days the line operated in the same manner as the contemporary canals and turnpike roads. Tolls and charges were laid down in the enabling act of Parliament and any trader could use the line on provision of a suitable waggon and after paying the appropriate toll to the owning Company. The railway was laid in the form of a plateway, with the rails being approximately 4 ft (1,219 mm) apart.” [6: p48]
Wikipedia continues: “After cessation of the passenger service the line became derelict and the original company of proprietors virtually moribund. The Clyne valley branch was re-laid in 1841/2 and extended for a further 1 mile (1.6 km) (as a private line) to the Rhydydefaid colliery where George Byng Morris, the son of one of the original proprietors, had started to exploit the coal and iron reserves of the valley. From about 1855, George Byng Morris took the line in hand, re-laid it with edge rails, as a conventional railway, to the standard gauge of 4 ft 8 1⁄2 in (1,435 mm) and reintroduced a horse-drawn passenger service between Swansea and a terminus at The Dunns in Oystermouth.” [4]
Trials were undertaken in 1877 using “one of Henry Hughes’ patent tramway locomotives, … ‘Pioneer’. These were successful and two further locomotives of the same type were obtained, although a dispute between the Swansea Improvements and Tramway Company (SI&T) (which owned the locomotives) and the line’s then owner, John Dickson (who had come into possession following the death of George Byng Morris) meant that horses continued to operate certain services until 1896.” [4]
More about Hughes’ locomotives can be found here, [7] here, [8] here [9] and here. [10]
At the end of the 19th century, “there was a junction between the Mumbles Railway and the Swansea town tramway system at the Slip, allowing SI&T cars to run through from Swansea town centre to Oystermouth. The nature of the dispute was such that the Swansea & Mumbles company demanded that the SI&T horse cars should follow their own steam-hauled services on the line. In 1889, a new company, the Mumbles Railway and Pier Company, was incorporated to extend the railway beyond Oystermouth to a new pier close to Mumbles Head. The first section, to Southend, was opened in 1893 and the remainder, including the pier, in 1898.” [4]
“The Clyne valley branch continued to be used for coal traffic from Rhydydefaid pit until its closure in 1885 after which the entire branch fell into disuse. In 1896 the promoters of the Gower Light Railway proposed incorporating it into their scheme but nothing came of it. The original branch to Ynys Gate (as authorised in 1804) was relaid in connection with the Clyne Valley slant (opened 1903) and used for coal traffic until the colliery closed in 1915. The extension of 1841/2 remained abandoned until 1920 when a narrow-gauge tramway was laid on its formation to carry coal from Ynys slant to Ynys Gate. This was used only until 1921 when the slant closed. There was then no further traffic on the branch, although the track remained in situ and was still usable as late as 1936 when it is recorded that a diesel locomotive made a trip up the branch as far as Ynys Gate.” [4]
“A somewhat motley collection of steam locomotives was used to maintain services between 1877 and 1929, beginning with the Hughes tramway locomotives mentioned above (which were actually owned by the SI&T and therefore not able to be used on the railway after 1878). Dickson had purchased two saddle tank locomotives of more conventional outline from the Falcon Engine & Car Works (successor to Hughes’s Locomotive and Tramway Engine Works), and two more from Manning Wardle & Co of Leeds in the early 1880s. A further locomotive (originally numbered 5, later 3) came from the Hunslet Engine Company of Leeds in 1885.” [4]
“When the new Swansea and Mumbles Railway Company took over operations in 1890 it ordered two 0-4-0 saddle tank locomotives from Black, Hawthorn & Co of Gateshead. These were delivered in 1891 and numbered 1 and 2; they worked on the line until after the First World War. Two larger 0-6-0 side tank locomotives were obtained from the Hunslet Engine Company in 1898; numbered 4 and 5, they bore the brunt of the passenger service until well into the 1920s. The nominally independent Mumbles Railway and Pier Company ordered a 0-4-0 saddle tank from the Brush Electrical Engineering Co of Loughborough (successor to the Falcon Engine & Car Works) in 1906 and this carried plates reading “MR & P No. 3” to denote its ownership. Finally, a second-hand Avonside 0-6-0ST was obtained and named Swansea. All were tank locomotives of 0-4-0 or 0-6-0 wheel arrangement. Ownership was vested variously in the Swansea and Mumbles Railway Company or the Mumbles Railway and Pier Company (and sometimes transferred between the two for accounting purposes)[4] and as early as the 1890s there is evidence that the railway was having to hire in locomotives to supplement its own fleet. By the 1920s, locomotives were regularly being hired from a local dealer, Charles Williams of Morriston, and frequently appear in photographs of the railway.” [4]
“The line celebrated its centenary in 1904, producing a special commemorative brochure for the occasion. Two years previously, a notable experiment had been carried out, namely the introduction of battery-powered ‘accumulator’ cars. These were not a success, but one of the cars was retained after the electrical equipment had been stripped out and used to convey parties of visiting dignitaries, including King Edward VII when he and his consort, Queen Alexandra, visited Swansea for the ceremonial cutting of the first sod of the King’s Dock in July 1904. The car was used again for the visit of King Edward’s successor, King George V, in 1920, when he officiated at the opening of the Queen’s Dock.” [4]
Electrification – “The line was electrified in 1928 at 650 V DC using overhead transmission – giving it the distinction of having used three forms of regular locomotive power over the years (i.e. horse, steam and electricity). Trials began on 6 July 1928 [5] and full electric services were introduced on 2 March 1929, using a fleet of eleven double-deck cars built by the Brush Electrical Engineering Co of Loughborough, in Leicestershire. These were the largest ever built for service in Britain and each could seat 106 passengers. [6] Furthermore, they were frequently operated in pairs, giving a total seating capacity of 212 per train.” [4]
“Two further cars were added later, bringing the fleet strength up to thirteen. A four-wheeled petrol-mechanical locomotive was acquired from Hardy Railmotors of Slough, then in Buckinghamshire, to handle the residual goods traffic on the railway, but this proved to be underpowered and was replaced after a few years by a diesel-mechanical locomotive from John Fowler & Co, of Leeds. The Hardy locomotive was retained for a few years and used for shunting the cars in the depot, which was on the site of the former carriage sheds, adjacent to the Rutland Street terminus, and for inspection of the overhead line equipment, but it had been dismantled by 1954, when parts were used in the construction of a replica horse-drawn car to celebrate the line’s 150th anniversary.” [4]
“In 1958, the South Wales Transport Company (the principal operator of motor bus services in the Swansea town area and predecessor of the modern-day First Cymru company) purchased the railway from the old owning companies (the Swansea and Mumbles Railway Limited, and the Mumbles Railway and Pier Company), having previously been the lessee in succession to the Swansea Improvements and Tramways Company since the 1930s, and the following year went to Parliament with an abandonment bill. Despite vociferous local opposition, the bill became law as the South Wales Transport Act 1959.” [4]
The South Wales Transport Company wasted no time in closing down the line! Their closure brochure/pamphlet is reproduce as Appendix 1 to this article.
There remains a debate about whether the line was a railway or a tramway. This is discussed in Appendix 2 to this article.
“The railway had a multitude of stopping places over the years, but at the time of electrification in 1929 the officially recognised stations from Swansea to Mumbles (as published in Bradshaw)” [4] were:
Rutland Street
St Helen’s (frequently known as “The Slip”)
Brynmill
Ashleigh Road
Between Ashleigh Road and Blackpill stations the railway was crossed by the LM&SR Central Wales line from Swansea Victoria to Shrewsbury, at a point close to the LM&SR Mumbles Road station. There was a Mumbles Road name board under the bridge on the Mumbles Railway line, but if this was an official stopping place for Mumbles Railway cars it was not recognised as such by Bradshaw.
Swansea Victoria was “opened to passenger and goods traffic on 14th December 1867. Owned successively by the Llanelly Railway and Dock Company (1867 to 1871), the Swansea and Carmarthen Railways Company (1871 to 1873), the London and North Western Railway Company (L.N.W.R., 1873 to 1922), the London, Midland and Scottish Railway Company (L.M.S., 1923 to 1947) and British Railways (1948 to 1964), it was served by trains to and from Shrewsbury, Crewe, Liverpool, Manchester and York and formed the southern terminus of the Central Wales line, most of which is still operational as the Heart of Wales Line. Victoria closed in June 1964. … The site was subsequently cleared and used for Swansea Leisure Centre.” [12]
Production of gas at Swansea Gas Works dates back to 1841 when Swansea Gas Light Company began making gas by burning coal. The site ceased producing gas in 1922 and the facility was used for gas distribution until 1949 and then as a gas operations centre.
Swansea Bay is a former railway station in Swansea next to Swansea Bay, in South Wales, opened to passenger and goods traffic on 14 December 1867. [21] Owned successively by the Llanelly Railway and Dock Company (1867 to 1871), the Swansea and Carmarthen Railways Company (1871 to 1873), the London and North Western Railway Company (LNWR, 1873 to 1922), the London, Midland and Scottish Railway Company (LMS, 1923 to 1947) and British Railways (1948 to 1964), it was served by trains to and from Shrewsbury, Crewe, Liverpool, Manchester and York and formed the southern terminus of the Central Wales line, most of which is still operational as the Heart of Wales Line. Swansea Bay closed in June 1964, having been listed in the Report on the Reshaping of British Railways (better known as the Beeching Report) the previous year. [22] The former station is near ‘The Slip’ opposite the Bay View Public House. It was adjacent to the Swansea and Mumbles Railway which was closed in 1960, and opposite the Western end of St Helen’s Road, which until the 1930s was the terminus of one of the Town tram lines. [20]
To the West of Swansea Bay Railway Station, the tramway followed the road between Singleton Park and the LNWR line which followed the sea wall. [19]Again, a similar area showing the route of the line overlaid on modern satellite imagery. [17]
Singleton Park covers approximately 250 acres. An ornamental garden is located in the south, near the entrance to Swansea University, while a walled botanical garden is located in the park centre. On the south-western corner, past the hospital and the university, is a boating lake, as well as a miniature golf course. [23]
Wikipedia tells us that, “The park was originally part of the Vivian family estate. It was purchased by Swansea County Borough Council in 1919 for use as a public park. Park superintendent Daniel Bliss, who was trained at Kew Gardens, conceived of the Singleton Farm botanical gardens and Ornamental Gardens. He was the main driver behind the purchase of the estate. [23]
During the Second World War, the park hosted the Armaments Research Department a detachment of the Woolwich Arsenal under Sir Robert Robertson (1869-1949). While in 1944 over 1500 American soldiers were billeted for training on the beaches prior to landing on Omaha Beach, Normandy. … A Gorsedd stone circle was erected in 1925 for the Eisteddfod held in Singleton Park, Swansea, and was enlarged in 1964. [23]
A hundred metres or so short of the railway bridge a branch line left the main line of the Swansea & Mumbles Railway. This branch line was opened in the first decade of the 19th century and remained in use until as late as the Second World War. … The Clyne Valley Tramway is covered in a separate article which can be found here. [27]
Looking West from Mumbles Road between Glyn Crescent (off to the right of the image) and Derwen Fawr Road (beyond and to the left of the car). The straight blue line is the main line of the Swansea & Mumbles Railway, the curved line approximates to the line of the Clyne Valley Tramway. [Google Streetview, July 2025]
At Mumbles Road Station, the LNWR line crossed over the Swansea & Mumbles Railway and the main coastal road via the Blackpill railway bridge. A Swansea & Mumbles Railway name board was also positioned just under the bridge. The LNWR station featured a goods yard, sidings, and a signal box.
The Blackpill Railway Bridge seen from the South. The LNWR line crossed both the Swansea & Mumbles Railway and the Mumbles Road. Mumbles Road Station on the LNWR line is at high level off to the left of this image. [26]looking Southwest along Mumbles Road: Blackpill Bridge was approximately at the location of the pelican crossing. [Google Streetview, July 2025]Looking Northeast along Mumbles Road to the location of Blackpill Bridge. [Google Streetview, July 2025]South of the junction with the Clyne Valley branch the main line of the Swansea & Mumbles Railway passed under Blackpill Bridge and in the hamlet of BlackPill there was a tramstop/station which can be seen on this map extract. Initially, South of the station/tramstop the line continued in the East-side shoulder of Mumbles Road. This arrangement changed in the early years of the 20th century. [19]At the turn of the 20th century, the tramway had been diverted away from Mumbles Road to follow the coast wall. It appears on that alignment in this extract from the 6″ Ordnance Survey of 1913/1914, published in 1921. [28]
Railmaponline.com shows both alignments superimposed on modern satellite imagery. [17]
The later alignment with significant storage lines at Liliput. This length also takes us to the bottom edge of the OS Sheet. [28]
This extract from railmaponline.com shows the two routes continuing through Liliput. [17]
Looking South close to the location of Liliput Station. The original railway alignment was at the kerb line of Mumbles Road, the newer line was beside the sea. Both are marked by blue lines. [Google Streetview, July 2025]Another South-facing view along the line of the newer route, this image is again provided by the City and County Survey Team. [Google Streetview, April 2026]
The original alignment as far as Norton Road Station. This is an extract from the 6″ Ordnance Survey of 1896/1897, published in 1900. [29]
The two alignments meet again at the location of Norton Road Station. By the time of this survey, Norton Road Station appears not to be in use and a station has been provided to the North at West Cross. This extract comes from the 6″ Ordnance Survey of 1913, published in 1921.[30]
The Swansea & Mumbles Railway: Over 155 Years of Service: Souvenir Brochure; The South Wales Transport Company Ltd, 5th January 1960. See the Appendix below.
Stephen Hughes; The Archaeology of an Early Railway System: The Brecon Forest Tramroads; Royal Commission on Ancient and Historical Monuments in Wales, 1990;; via https://books.google.com/books?id=C-pzUWrCU5sC&pg=PA333, accessed on 17th September 2026.
Charles E. Lee; The Swansea & Mumbles Railway; Oakwood Press, Oxford, 1988.
The Swansea & Mumbles Railway: Over 155 Years of Service: Souvenir Brochure
Appendix 2
Railway or Tramway?
“The railway is frequently referred to as a tramway, but the original name of the company of proprietors was the Oystermouth Railway or Tramroad Company, the word tramroad being used in its pre-railway context. The original right of way was unique and it was only after the construction of the turnpike road in the 1820s that the line assumed its roadside character. The introduction of steam locomotion in the 1870s was facilitated by a clause in the original act which authorised the “haling or drawing” of waggons by “men, horses, or otherwise” and owed nothing to the Tramways Act 1870 (33 & 34 Vict. c. 78).” [4]
“The passenger rolling stock used in steam days bore little resemblance to conventional railway carriages, employing open-top, “toast-rack” and “knifeboard” seating, and being built by companies more commonly associated with the construction of urban tramcars, such as G.F. Milnes & Co., Starbuck & Falcon, etc. After electrification the resemblance to an urban tramway became more marked with the introduction of the huge Brush-built electric cars and because of the style of operation (the signalling was used only to regulate entry to the passing loops and not to control the actual running of cars). The track was always laid with conventional railway-type rail and not grooved tram-rail and the railway also handled conventional goods wagons (exchanged with the London and North Western Railway (the London, Midland and Scottish Railway after January 1923) at Mumbles Road station and with the Great Western Railway at the Swansea terminus). In the early nineteenth century a tramway was a line for mineral wagons (trams), the term railway being used when edge rails replaced plates. The term tramway did not become almost exclusively associated with urban transport systems until after the passing of the Tramways Act 1870 (33 & 34 Vict. c. 78).” [4]
Ronachan Point, located on the Kintyre peninsula, features remnants of an industrial limestone quarry and a 19th-century tramway used to transport materials to a nearby slipway.
Three seams of limestone were being quarried here by 1898 and transported via a tramway to the nearby purpose-built slipway for export. On the ground and from the air the quarries are all visible, as well as the route of the tramway leading up to the pier. There are iron bolts on the pier for the tramway tracks, and iron rings and chains on the north side of the slipway where vessels could be tied up alongside to transport the limestone by sea. On the tramway is a W & T Avery Ltd. Weighbridge. The limestone quarried at this location was probably ground down for agricultural use. A few more photographs can be found here. [6]
I have not been able to establish the track-gauge of the tramway.
The location is mentioned in the SCAPE survey of the coast of the Kintyre Peninsula. [2] The notes included in that survey are provided as an appendix to this very short article below.
A closer view of the short tramway at Ronachan Point, as it appears on the 2nd Edition 25″ Ordnance Survey, revised 1898, (NLS). [3]Another view of the short tramway at Ronachan Point, as it appears on the 25″ Ordnance Survey, revised 1915 and published 1923, (NLS). The tramway has been extended to access a processing building which has appeared on site since the prior survey. [4]The same location on the ESRI satellite imagery provided by the NLS the remains of the pier sit at the centre of this image. [5]
Appendix 1: An extract from the Coastal Zone Assessment Survey of Kintyre by Paul Murtagh, Joanna Hambly – Scottish Coastal Archaeology and the Problem of Erosion (SCAPE) – The SCAPE Trust and the University of St Andrews, November 2024.
A long-lived industrial landscape comprising the remains of historic limestone quarries, a lime kiln and associated coastal infrastructure was recorded around Ronachan Bay and Ronachan Point. The occurrence of limestone in the area was noted in both the Old and New statistical accounts of the parish of Kilcalmonell and Kilberry, in which Ronachan is located, where there was an:
“abundance of limestone … but that there was a scarcity … of coal to burn the limestone.” (OSA 1794; Gordon 1999, 409) and that “there are beds of limestone from north-east to south-west (but of inconsiderable thickness) to be found in several localities in the parish.” (NSA 1845; Sinclair 1999, 62).
The historical Geological Survey of Britain, One-Inch to the Mile map of the region shows that the area around Ronachan had several seams of limestone (Figure 38), and the area appears to have become the focus of extraction for a period in the 19th and early 20th centuries.
Figure 38: Geological Survey of Britain, One-Inch to the Mile, Sheet 20, Killean. Solid and drift edition. Published: 1896 (National Library of Scotland) with limestone seems highlighted in purple. [2: p32]
The early phase of limestone quarrying seems to have been focused near the present-day lodge house. Here we recorded a one-arched, single-draw, stone-built, rectangular lime kiln, around which there are remains of a quarry (SCAPE ID: 16992). The kiln is depicted on the first edition OS map of 1873 (Figure 39) with a coal yard on the present site of the lodge, as well as a track leading down to the beach, where a cleared slipway was recorded (SCAPE ID: 16936), probably used to bring coal ashore for use in the kiln. The kiln appears to have gone out of use by the time the second edition OS map was surveyed in 1898 when it is referred to on the 25-inch map as an Old Limekiln, while the coal yard is built over by the lodge and current house. On the third edition six-inch OS map of 1924 an Old Quarry is also illustrated next to the kiln (Figure 39).
The three map extracts below constitute figure 39. Development of Ronachan limestone quarrying landscape in the 19th and 20th centuries. [2: p33]
Argyllshire and Buteshire CCXXIII.4 Ordnance Survey 25 inch 1st edition Scotland, surveyed 1867, published 1873. [2: p33]Argyllshire CCXXIII.4 – Ordnance Survey 25 inch 2nd edition Scotland, revised 1898. [2: p33]Argyllshire CCXXIII.4 – Ordnance Survey 25 inch 3rd edition Scotland, revised 1915. [2: p33]
Of the three images immediately above, the second two of 1898 and 1915 show the tramway heading towards the sea on the North side of Ronachan Point. Enlarged extracts are included in the article above.
By 1898, three large quarries were being worked at Ronachan Point (SCAPE ID: 16939, Figure 40). They are oriented north-south, following seams of limestone through the surrounding rock. Debris from the quarries lie scattered around the site including large blocks of stone with chisel marks. A track, tramway and jetty (SCAPE ID: 16940) associated with the quarries are depicted on the second and third edition OS Map of 1899 and 1915. The slipway is defined by a rock-cut area with a concrete surface and iron fittings for the tramway extending to the end of the slip. A weighbridge made by W&T Avery Ltd is still in situ on the track next to an area of concrete hardstanding which marks the site of a large building depicted on the 1915 OS map. To the south of this site, at the northern end of Ronachan Bay is another more substantial concrete jetty and slipway with an associated boat house (SCAPE ID: 16989, Figure 41). The track links the concrete slipways at Ronachan Point and Ronachan Bay and it is probable that both were used by the quarry according to the weather and tide conditions. Another cleared slipway and the ruins of a boat house on the eastern side of Ronachan Point (SCAPE ID: 16991) are still used as a small harbour and boat laying up area and is associated with Ronachan House.
Figure 40: Aerial shot of the Limestone quarry at Ronachan point (SCAPE ID: 16939). [2: p34]Figure 41: Concrete Jetty at Ronachan Bay (SCAPE ID: 16989) looking west. [2: p34]
The featured image for this article is a line drawing of a drive system from a Hamburg Metro Car, an SKF DT4. [5] … AC traction motors (commonly induction motors) are the standard for modern trams, replacing older DC motors to provide higher efficiency, better reliability, and reduced maintenance. These motors, often running at 60–200 kW, power the bogies and enable regenerative braking to feed energy back into the overhead line. They are controlled by variable-frequency inverters for smooth acceleration.
The Modern Tramway of February 1951 carried an article by ‘Eltee’ entitled ‘Traction Motor Trends’ about the recent changes in electric motors in trams. [1: p33-34]
“The present trend towards the use of lightweight high-speed electric motors for traction purposes, a trend exemplified at its best by the motors used in in the P.C.C. cars in America, and those of similar design now being introduced at Blackpool and and Glasgow and on the Continent, justifiably prompts the query as to why motors were not, in the past, built as they are today. There are actually several reasons for this, some highly technical, but one of the more important is that the need for efficient ventilation of motors was not sufficiently appreciated in the early days.
“When a motor is running and current is passing through its conductors these conductors are heated by the passage of current, just as are the conductors of an electric stove though much less so. The power represented by this heat is lost to the motor, and called the ‘copper loss’. Another source of loss is the rotation of the armature in the motor magnetic field; the alternating magnetism through the armature caused by its rotation brings about power losses in armature iron, which also appear as heat. In running, then, the motor gets heated, and if there were no means of dissipating this heat the motor would get hotter and hotter until something melted.
“In practice this does not happen, as the motor casing is in contact with the air around it, and when the casing is hot it loses heat to this air, doing so all the more readily when the car it is driving is moving and there is a certain amount of draught. Many years ago this was the only way of cooling the tramway motor, hence a large motor had to be used simply to ensure that there was enough casing area to dissipate the heat generated. Some additional armature cooling was given by the provision of axial ducts in the armature, aided by a few radial ducts. In this way some slight fanning action was given by the moving armature, swirling the air in the motor casing and conveying the heat from the armature more readily to the outside casing for dissipation into the atmosphere.
“A later development introduced what is now known as ‘series ventilation’, the self-ventilated motor being introduced about 1910. In such a motor a fan is mounted on the non-commutator end of the armature, and two sets of openings are made in the same end of the motor casing. The fan draws air through the armature axial ducts when the motor is running and expels it through one of the casing openings; this assists to keep the armature cool. This air, in the first place, is drawn in through the other set of openings and over the field coils before turning round and entering the armature ducts; in this way the field also is kept cool, but the ventilation of the armature suffers because the air is already somewhat warmed by its passage over the field coils.
“A further development, common from about 1920 onwards, is known as ‘parallel ventilation’, in which there are two parallel air streams through the motor. A twin fan is fitted to the non-commutator end of the armature, and openings made in both ends of the motor casing. The fan draws a stream of cool air over the commutator, round the armature surface and over the field coils before expelling it. The other half of the fan draws an air stream under the commutator and through the armature axial ducts, thus keeping the interior of the armature cool and dissipating most of the iron losses effectively.
“With a motor as efficiently ventilated as this it is possible to ‘force’ the motor more without its getting too hot; that is, in more technical language, a motor can have a higher rated power. Consideration of the above method of ventilation readily shows that if the motor armature rotates more quickly the attached fan will draw more air through it, ventilate it even more thoroughly, and permit even more ‘forcing’ by the passage of greater currents. This, in essence, explains the present trend towards motors of high rotational speed; the efficient ventilation possible on such motors permits more power to be passed through them than through motors of similar size with less effective ventilation.
“The above being understood, two further points are worthy of emphasis. One is that the greatest losses occur in a motor when it is starting and running slowly; the best ventilation occurs when it is running quickly. Cars on a town route will thus need bigger motors than similar cars on an interurban route on which there is a lot of free running, providing their maximum speeds are equal. The second point is that, if motors have been used on a service on which their capabilities are being fully employed the gear ratio must not be altered, because, although the speed of the cars can thereby be improved, such a measure will not only increase the currents passed through the motor (for more power will be required from the motor) but will also decrease the average speed of rotation of the motor. resulting increased “losses” and impaired ventilation will both tend to raise the operating temperature of the motor. and so reduce its life, unless it was known that hitherto it had been used well below its capacity and was operating at relatively low temperatures.” [1: p33-34]
Since ‘Eltee’ was writing at the beginning of the 1950s, much has changed!
Improvements in the ventilation of tramcar electric motors since 1950 have centred on a move away from traditional forced-air cooling in direct current (DC) motors to advanced, sealed, and integrated systems used with modern AC traction, enhancing reliability and reducing maintenance. [2][3]
Modern three-phase AC motors allow for lighter, more compact, and more powerful motors. These motors are often less sensitive to heat and easier to cool than older designs. [2][3]
Modern tram design integrates motors directly into the bogies, with ventilation systems designed as part of the overall low-floor, compact carriage architecture, ensuring better cooling airflow in restricted spaces. [3]
Many modern motors are now completely enclosed, utilizing improved heat sinking and specialized cooling fan designs rather than drawing in outside air, reducing the impact of dust and water on electrical components. [2][3]
The use of GTO-inverters and modern power electronics reduces motor heat generation compared to older resistor-controlled DC motors, reducing the load on ventilation systems. [2][3]
Improved insulation materials allow motors to operate safely at higher temperatures, reducing the strain on the cooling systems and improving longevity. [2][3]
Modern electric trams utilize motors to generate electricity during braking, returning power to the grid or charging on-board batteries/supercapacitors. The use of battery-power and on-board storage can allow trams to pass through city centres or other sensitive areas without overhead wires. [3][4]
Electric motors are ideal for rapid urban transport because their higher torque at low speeds allows speedy departures from stops on a network. It also allows tramcars to handle hilly terrain better than internal combustion engines.
Electric motors are roughly 90% efficient at converting energy into motion. In contrast, diesel engines lose about 60-70% of fuel energy as heat. [4]
Additionally, unlike internal combustion engined vehicles that consume fuel while stopped, electric trams use virtually no power when stationary. [4]
AC motors have been shown to improve reliability and decrease downtime compared to traditional DC motors. But they have significantly lower maintenance needs than internal combustion engines, having far fewer moving parts and not needing oil changes, spark plugs, filters, and complex exhaust systems. The high torque of electric motors at low speeds eliminates the need for heavy, expensive multi-stage gearboxes common in internal combustion engined vehicles. [4]
Trams typically have a service life of about 30 years, roughly double that of diesel-powered buses. They typically produce no local pollutants like nitrogen oxides or particulates, which is critical for city air quality and meeting climate targets. Electric propulsion is significantly quieter than internal combustion engines, reducing noise pollution in densely populated areas. In addition, electricity can be generated from various sources, including renewable energy (wind, solar, hydro), making the system future-proof as the power grid decarbonizes. [4]
Increasingly in an urban environment public transport is heading underground. Because they emit no exhaust fumes, electric trams can safely operate in tunnels and underground stations where diesel engines cannot.
Internal flexibility is increased as the need for bulky and heavy engines and fuel tanks is eliminated. The net gain is a more friendly user experience, faster loading and unloading at stops and increased passenger capacity. [4]
It is not surprising that many cities around the UK, and across the world, are seeking to reintroduce trams and to increase the size of their networks.
References
‘Eltee’; Traction Motor Trends; in The Modern Tramway Volume 14 No. 158; The Tramway and Light Railway League, February 1951, p33-34.
The November 1954 issue of The Railway Magazine included an article by C. A. Knight about the railways between Sellafield and Maryport and inland as far as Cockermouth and Kelton Fell.
The featured image at the head of this article (and the article by C. A. Knight) shows an early 1950s image of Workington Station with a train to Euston ready to depart behind a ‘Royal Scot’ loco. [1: p757]
Reading Knight’s article encouraged me to begin a review of the different railways and tramways of the area. This article is the first of a series. …
Knight says: “Travellers to Keswick by the ‘Lakes Express’ during the summer [of 1954] may have speculated on the country to the west of that delectable town which is served by the train in the final stages of its journey. Some may venture as far as Cockermouth, but few will follow the train to its terminus at Workington, that product of Victorian enterprise in industry, as there is little in the area to attract the tourist from the delights of the Lake District. To the student of railway history, however, its tangle of intersecting railways holds promise of interest.” [1: p757]
Knight tells us that, “The early evolution of the railways of West Cumberland was not marked by the contentious episodes which frequently characterised railway development in the mid-nineteenth century; rather [it could] be described as a process of peaceful penetration. … The narrow belt of agricultural land on the western edge of Cumberland was for many years practically isolated by the difficulties of travel through the mountains of the Lake District. The discovery of rich seams of coal, and the improvement of mining technique which enabled coal to be won from under the sea-bed, led to development of shipping facilities, and the economic factor became the distance from the port of shipment. Tramways in various forms were installed to enable coal to be brought from more distant pits, and on these, horse-drawn vehicles were no doubt used.” [1: p757]
The Early Tramways of West Cumberland
Early tramways in West Cumberland were primarily focused on moving industrial goods—specifically coal and iron ore—rather than passengers. Online references to Industrial Waggonways and Tramways in the 19th Century include:
Woodagreen Pit to Whitehaven Harbour: a crude wooden waggonway built at the Ginns as early as 1683. [9]
Seaton Tramroad: A 3 mile wooden waggonway built from Seaton pit to Workington, in the early 1730s. [6]
Harrington Harbour/Bain’s Tramway (c. 1760/1840s): A wagonway was established at Harrington Harbour as early as 1760. Later, it became known as “Bain’s Tramway,” which is shown on an 1864 OS map connecting Harrington Harbour with mines at John Pit and Hodgson Pit, passing through Rose Hill.
Whitehaven Harbour: A horse-drawn tramway was completed in 1854, authorized by the Whitehaven and Furness Junction Railway Amendment Act 1853. It allowed goods wagons to travel from Preston Street to the south end of the harbour.
Mr. Curwen’s Waggonway: A significant waggonway owned by Henry Curwen of Workington, which necessitated a bridge for the Whitehaven Junction Railway to pass over it in 1844.
Colliery Lines: These include: Waggonways from Lonsdale Collieries on Broughton Moor; Howgill Colliery Waggonway; and Whingill Colliery Waggonway.
Whitehaven Mineral Lines: The rapid development of haematite deposits in the Cleator Moor and Egremont districts in the 1840s led to numerous industrial lines and tramroads, later absorbed by the Whitehaven, Cleator & Egremont Railway (opened in parts from 1857).
The First Howgill Incline: constructed by 1813 in Whitehaven. [22]
Rowrah & Kelton Fell Mineral Railway: A significant line developed to serve the limestone quarries and iron ore mines near Rowrah, with development occurring through the 1860s and 1870s.
Jane Pit to Quayside (Workington): saw horses towing basic coal trucks from the pit down and over the railway, along to Chapel Bank and on to the Quayside. [8]
Cleator & Workington Junction Railway (1879): While technically a later railway, it was built to connect the existing iron and coal mining infrastructure (early pits and associated wagonways) with the coast to break existing transport monopolies.
Harrington and Lowca Light Railway: (commonly known as the Lowca Light Railway or LLR)
Lowca: An early locomotive works was established at Lowca, lasting until 1926, its business was fatally undermined by a disastrous fire in which the wooden patterns used during manufacture were burned. [5]
Corkickle Brake: A standard-gauge rope-worked incline survived as late as 1986, which was a remnant of early industrial transport methods, handling 500,000 tons of traffic at its peak.
These early, often private, waggonways generally used iron rails (replacing wooden ones) to connect pits to collieries or directly to the rapidly developing ports of Workington, Harrington, and Whitehaven.
Main Line and Branch Line Railways
There were a surprising number of standard-gauge railway companies operating in West Cumberland, as the maps above show.
The Whitehaven Junction Railway
The Whitehaven Junction Railway (WJR) was a historic English railway company sanctioned in 1844 to connect the town of Whitehaven with the Maryport and Carlisle Railway, facilitating industrial growth in West Cumberland. It played a crucial role in linking local coal mines and ironworks to broader transport networks. [10]
The Whitehaven & Furness Junction Railway
The Whitehaven & Furness Junction Railway (W&FJR) was established to connect the town of Whitehaven with the Furness Railway at Broughton-in-Furness. [11]
The Whitehaven, Cleator & Egremont Railway
The Whitehaven, Cleator and Egremont Railway (WC&ER) was built to open up the hematite orefield to the south-east of Whitehaven. It opened for goods traffic in 1855 and for passenger traffic in 1857. [12]
The Maryport & Carlisle Railway
The Maryport and Carlisle Railway (M&CR) was incorporated in 1837 to connect the two towns of Carlisle and Maryport. George Stephenson was the engineer of the line, which opened fully on 10th February 1845. [13]
The Cleator & Workington Junction Railway
The Cleator and Workington Junction Railway (C&WJR) served the towns of Cleator Moor and Workington and intermediate villages. It was mainly used for coal, limestone and iron ore traffic for the local industries. [14]
The Cockermouth & Workington Railway
The Cockermouth and Workington Railway (C&WR) was established by act of Parliament in 1845. The railway opened for service in 1847, and ran from the Whitehaven Junction Railway station at Workington to a station at Cockermouth near the bridge over the Derwent. [15]
The Cockermouth, Keswick & Penrith Railway
The Cockermouth, Keswick and Penrith Railway (CK&PR) was incorporated by Act of Parliament on 1st August 1861, to build a line connecting the town of Cockermouth with the London and North Western Railway (LNWR) West Coast Main Line at Penrith. [16]
The Whitehaven & Furness Junction & Whitehaven Junction Joint Railway
While they were separate companies, the W&FJR and the WJR worked together, particularly around Whitehaven. By 1852, a connecting line (including the Bransty tunnel) linked the W&FJR from the south with the WJR from the north. From the mid-1850s, the two companies merged their efforts to focus passenger traffic at Whitehaven Bransty Station (jointly managed) and goods traffic at Preston Street. [17]
The Harrington & Lowca Light Railway
The Harrington and Lowca Light Railway (commonly known as the Lowca Light Railway or LLR) was a short railway close to the coast on the South side of Harrington. Rosehill Junction was the junction between Bain’s Tramway (later known as the Harrington and Lowca Light Railway) and the Cleator and Workington Junction Railway’s Harrington Branch (later known as the Rosehill Branch). [18][19
Tramways
A Proposed Electric Tramway for West Cumberland– 1901
At the turn of the 20th century, the Cleator Moor Electric Tramway was planned and Acts of Parliament were sought for its construction. [3] Sadly, this standard-gauge tramway was not built, even though three different enabling Acts of Parliament were sought and passed (1901, 1903 and 1905). [3]
The tramway was to be operated by the ‘West Cumberland Power & Tramway Company Limited’ [4]
Later Industrial Railways
These railways include:
The CORUS Works Tramroad: a 3 ft-gauge works railway. [7]
Whitehaven Harbour: by the late 19th century, almost all of the harbour had a rail network. Locomotives were first introduced in 1848, the last locomotive being disposed of in 1986. [20]
Various Inclines and Other Lines: in addition to the Corkickle Break mentioned above (which lasted until 1986) there was a second Howgill Incline built by 1923 and of which remains can be found adjacent to Wellington Lodge. The Howgill Incline(s) have been out of use since 1972. [23][24]
References
C. A. Knight; Railways of West Cumberland; in The Railway Magazine, November 1954; Tothill Press, London, 1954, p757-765.
Shoeburyness was once a fortified place guarding the Northern flank of the Thames Estuary. It appears in the Anglo-Saxon Chronicle of 894 CE, and it was assumed for many years to have been built as a ‘Danish Camp’ by the Viking leader Haesten as those chronicles say that while King Alfred headed West towards Exeter, Danish marauding parties, “gathered at Shobury in Essex, and there built a fortress.” [1][2: p60]
However, in 1998, archeological excavations unearthed classic Iron Age interior features and just a year later found evidence of a Middle/Late Bronze Age pottery associated with the visible remains of the ramparts. [1] These excavations took place after the closure of Shoeburyness Barracks while the site was being prepared for redevelopment. Subsequently Southend Borough Council sought to create a Conservation Area centred on the site. [3]
Speaking of this site, Historic England (List Entry 1017206) says: “The defended prehistoric settlement at Shoeburyness has been denuded by the development of the 19th century military complex, although the southern half of the enclosure has been shown to survive extremely well and to retain significant and valuable archaeological information. The original appearance of the rampart is reflected in the two standing sections, and the associated length of the perimeter ditch will remain preserved beneath layers of accumulated and dumped soil. Numerous buried features related to periods of occupation survive in the interior, and these (together will the earlier fills of the surrounding ditch) contain artefactual evidence illustrating the date of the hillfort’s construction as well as the duration and character of its use. In particular, the recent investigations have revealed a range of artefacts and environmental evidence which illustrate human presence in the Middle and Late Bronze Age and a variety of domestic activities in the Middle Iron Age, including an assemblage of pottery vessels which demonstrate extensive trading links with southern central England. Environmental evidence has also shown something of the appearance and utilisation of the landscape in which the monument was set, further indications of which will remain sealed within deposits in the enclosure and on the original ground surface buried beneath the surviving sections of bank. Evidence of later use, or reuse, of the enclosure in the Late Iron Age and Roman periods is of particular interest for the study of the impact of the Roman invasion and subsequent provincial government on the native population; the brief reoccupation of the site in the Anglo-Saxon period, although currently unsupported by archaeological evidence, also remains a possibility.” [4]
Despite the extensive destruction wrought by the occupation of the site by the Board of Ordnance in 1849 (and successors), much more of the original survives than might be expected.
Historic England’s listing continues: “The settlement, which many 19th century antiquarians associated with historical references to a Danish Camp, lay in a rural setting until 1849 when Shoebury Ness was adopted as a range finding station by the Board of Ordnance and later developed into a complex of barracks and weapon ranges. The visible remains of the Iron Age settlement were probably reduced at this time leaving only two sections of the perimeter bank, or rampart, standing. This bank is thought to have originally continued north and east, following a line to East Gate and Rampart Street, and enclosed a sub-rectangular area of coastal land measuring some 450m in length. The width of the enclosure cannot be ascertained as the south eastern arm (if any existed) is presumed lost to coastal erosion. The surviving section of the north west bank, parallel to the shore line and flanking Warrior Square Road, now lies some 150m-200m inland. It measures approximately 80m in length with an average height of 2m and width of 11m. The second upstanding section, part of the southern arm of the enclosure, lies some 150m to the south alongside Beach Road… [Trial excavations within the enclosure during 1998] revealed a dense pattern of well preserved Iron Age features, including evidence of four round houses (identifiable from characteristic drainage gullies), two post- built structures, several boundary ditches and numerous post holes and pits. Fragments from a range of local and imported pottery vessels date the main phase of occupation to the Middle Iron Age (around the period 400-200 BC).” [4]
Our primary interest in this article is in the later development of the site from 1849 onwards and the construction and extension of a military tramway and railways associated with the Ordnance depot and other military sites along the coast close to Shoeburyness.
The land was first purchased here for Experimental artillery ranges in 1849. “Shoeburyness was chosen because of its position close to the Maplin Sands, Where a huge expanse left dry at low tide could be used in conjunction with the sparsely inhabited coast of Essex adjacent. In 1856, Lord Panmure, Secretary of State for War, submitted a recommendation that the work of proof experimentation should be severed from that of instruction. The outcome was the creation of a separate school of gunnery, which was opened on 1st April 1859.” [5: p239]
Throughout the immediate vicinity of Shoeburyness there are a lot of older buildings associated with the Military Depot. A number of these buildings can be found here. [31]
The Standard-Gauge Military Tramway
Shoeburyness changed rapidly from a hamlet to a bustling military establishment. And by 1873, and the completion of the construction of the site, “the original portion of the Shoeburyness Military Tramway had been built as an integral part of it. The line was linked to three piers to facilitate unloading and transport by river from Woolwich and elsewhere, of stores, equipment and guns, brought and destined for various parts of the garrison.” [5: p239]
The use, officially, of the word ‘tramway’ for what is in fact a ‘railway’ was derived from the term’s use in respect of colliery tramways and “is rooted in the legislation under which it was extended and worked. … Had the original line impinged on any highway, the Tramways Act of 1870 would have been applied to it, but having been laid on land already held from which the public were rigorously excluded, the Act was not invoked. By the time the first extension was required. the Military Tramways Act of 1887 had been passed, a measure designed to strengthen rather than to supersede the Act of 1870, which was intended primarily for street tramways.” [5: p239]
The main Shoeburyness military tramway was standard-gauge, but the military site also featured separate narrow-gauge sections of both 2 ft- and 2 ft 6 in-gauge. The standard-gauge line was constructed by the army to connect various installations within the experimental range and was later connected to the main railway network in 1884. The site used standard gauge lines extensively to serve its numerous buildings.
The separate narrow-gauge lines were often used in high-risk areas, such as shell filling huts, where steam locomotives were considered a fire hazard. These lines typically used hand-pushed or sometimes horse-hauled trolleys.
When the tramway was extended to New Ranges in 1890, the whole line was brought within the provisions of the Act of 1887. (But thirty years later, it appears that the extension to Havengore Island did not conform with the Act). “The Shoeburyness Military Tramways Order of 1893 authorised, retrospectively, an extension north-eastward for a distance of 1 mile 20 chains. from a junction with the original tramway, 21 chains South of Campfield Road, to where new artillery ranges had been brought into use on 5th April 1890.” [5: p239-240]
“By permission given in April 1889, the tramway passed through the London, Tilbury & Southend Railway station yard alongside its southern boundary: and an Agreement dated 8th July 1891 anticipated a rail connection there, for which £1000 had been voted in accordance with the Army Estimates for 1886/1887 This having been accomplished, fresh terms were embodied in a second Agreement dated 4th July 1895. Administrative buildings and the railway centre were placed in and around a seventeenth century property known as Suttons,” [5: p240] or Sutton Manor.
The now Grade II listed Sutton Manor was “built in 1681 of red brick and is surrounded by a red brick wall and gate. The interior has wooden panelling. An oak staircase with a dining room, servant quarters and around 9 bedrooms. The land was owned by Daniel Finch (2nd Earl of Nottingham) but the House itself was most likely built by Francis Maidstone (a dealer in woollen textiles). He may have demolished a previous house standing on site.” [6] Suttons is a Category A structure on the Historic England Heritage at Risk Register. [7]
In 1906, the line was further extended 1 mile 52.22 chains from New Ranges to Havengore Point. The War Department completed the acquisition of New England and Foulness islands in 1914/1915. In August 1915, a contract was placed with Findlay & Co Ltd. For the supply and erection of a Scherzer Rolling Lift Bridge over Havengore Creek. Scherzer was an American Company from Chicago. The contract for the viaduct to run either side of the bridge was placed with Braithwaite Thirsk in February 1917 and piling started in June. There were a number of problems with the piling and completion of the viaduct stretched out to 1919 when the lift bridge was erected.
The bridge had a split counterweight and was originally hand operated carrying a road and a military tramway which enabled the tramway to be taken to a terminus on Havengore Island by 1925. [11]
The bridge was shown on the 25″ Ordnance Survey of 1920/1921, published in 1923. However it was not connected to the standard-gauge military tramway network at this time. [23]
In 1959, this was still the terminus of the line. … The road across the bridge ran to Churchend and Fisherman’s Head was completed in 1922-23. [11]
Back to the Southwest, in 1957, work commenced on a new line, 1,300 yards long moving the line from the South side of Suttons to the North. By the beginning of 1958, track was laid along the length within the perimeter of New Ranges and earthworks were completed over the remainder of the realigned route. [5: p240]
The line was designed to relieve congestion Southwest of Suttons. It eliminated two sharp curves on the original line and opened in November 1958, after which the older line was removed.
At the time of the writing of The Railway Magazine article, the School of Gunnery had just closed. With that closure the primary purpose of the tramway became the support of the “requirements of the Ministry of Supply which [had] controlled the Proof and Experimental Establishment since 1939. Although the War Department still own[ed] the tramway and the land on which it [was] built, the right to its use and control … passed to the Ministry. For convenience, the War Department operated[d] the tramway because, [as of that date], railway operation and maintenance [was] a branch of army training.” [5: p241]
“The greatest length of the tramway [was] 5 miles, and its total track mileage [was] 24. Havengore Bridge, the only engineering feature of note, [was] a cantilever structure of 55 ft. span for road and rail.” [5: p241] The steepest gradient on the line was 1 in 52 on the eastern approach to Havengore Bridge. “Conveyance of increasingly heavy pieces of ordnance … necessitated the use of rail weighing 98 lb. per yd. The track [was] variously ballasted with slag, clinker, Thames ballast or granite. Weed-killing on the main line [was] by motor-driven spray on a diesel-hauled wagon, and on sidings by hand-spray on a plate-layers’ trolley. Points are hand-operated, sixty percent of them by MacNee tumbler lever boxes [9] and the rest by Williams two-way spring levers. [10] Facing points [had to be held down by the fireman (the word ‘Stoker’ – foreign to railway terminology – [was] used officially), although responsibility for the train’s safe passage rest[ed] with the driver. The radius for curves and turnouts varie[d] between 600 and 320 ft.” [5: p241]
Freight train at Suttons hauled by a 110-h.p. diesel locomotive built by the English Electric Co. Ltd. in 1926. [5: p241]
At one time, signals were installed to protect road crossings and these were operated by gate-keepers. In practice, they were not needed. Even so, they were only gradually removed – the last survived until the mid-1950s.
A census of locomotives and rolling stock on site in June 1957 showed that the Ministry of Supply owned “6 railcars, 99 open wagons, 71 flat-top wagons, 45 assorted vans and 28 cranes (18 steam and 10 electric). The biggest crane weigh[d] 200 tons, and ha[d] a lifting capacity of 60 tons.” [5: p241] Also on site, but owned by the War Department, were “17 locomotives (11 steam, 5 diesel and one diesel-electric) and 12 passenger coaches.” [5: p241]
One passenger vehicle, used as a drawing office, was a celebrity! It carried a plaque inscribed: ‘This coach did service on the Suakin-Berber Railway. It is reputed to have been the saloon coach used by Lord Kitchener’.
“In December, 1899, at the close of his campaign in the Sudan, Lord Kitchener left Khartoum for South Africa, whereas Suakin and Berber were not linked by rail until 1905. The reference intended probably is to Kitchener’s famous military railway built across the Nubian Desert in 1897, and completed to Berber and the Atbara River in 1898. The letters T.V.R. are moulded into the ornamental brackets supporting the lug gage racks. Built by the Metropolitan Carriage & Wagon Company of Saltney, the coach is one of a pair of 32-ft. clerestory carriages which, in common with other passenger stock, has been saved from the scrap heap by acquisition for service on the Shoeburyness Military Tramway – the so-called Kitchener coach in 1898, the other in 1900.” [5: p243]
The ‘Kitchener Coach’ built in 1898 and in use, in the late 1950s as a drawing office at Shoeburyness. [5: p242]
Locomotives, etc.
Sequestrator reports that the motive power on the tramway network fell into three categories, “steam locomotives, diesel locomotives and railcars. The maximum weight permissible on the … bridge being 20 tons, steam engines [were by 1958] confined to the west of Havengore Island. To overcome this limitation, electric battery locomotives were introduced, and diesel engines [then] superseded them. The railcars [were] for the transport of gangs with tools and light equipment or for use as inspection cars.” [5: p243]
Taken at Camp Field terminus, a WD 0-6-0ST Iain charge of a two coach train. The locomotive was delivered in 1945, the two corridor- coaches were built at Derby for the Midland Railway in 1906/7. [5: p239]
Of the steam locomotives, “ten [were] of one ubiquitous type, having been built to standard specification by various firms in 1943-45: five by the Hunslet Engine Co. Ltd., two by W. G. Bagnall Limited, and one each by Robert Stephenson & Hawthorns Limited, Andrew Barclay Sons & Company, and the Vulcan Foundry Limited. All [were] 0-6-0 saddle-tank engines with 4 ft. 5in. wheels, and inside cylinders using saturated steam at 170 lb pressure. The water capacity [was] 1,200 gal. and the weight empty 371 tons. The eleventh steam locomotive, built by Hudswell, Clarke & Company in 1923, [was] smaller and lighter, but [was] a favourite with the men for efficiency and ease of working.” [5: p243]
The Tramway’s oldest locomotive (as of the late 1950s) a Hudswell, Clarke & Co. 0-6-0ST of 1923. [5: p242]
The lined-out brown livery in use prior to WW2 had, by the late 1950s, given way to plain light apple-green for all steam locomotives. Locomotives and rolling stock were kept in excellent condition. Each engine carried three numbers. That displayed most prominently was the local number by which locomotives were distinguished for rota purposes. “Every engine owned by the War Department [had] a W.D. number, irrespective of the particular railway on which it [was] in service. There [was] also a makers’ number.” [5: p243]
“Most of the traffic [was] internal, and at times as many as twelve motive-power units [could] be at work simultaneously. Transfers to and from British Railways [took] place on an exchange siding – a single line just over 100 yd. long – on the extreme south of the station yard at Shoeburyness.” [5: p243] By the late 1950s, river-borne consignments were rare, and the piers were little used.
Military Standing Orders and Bye-laws
Military standing orders for train working, which correspond to the rule book in normal railway practice, incorporate the original bye-laws dated 11th August 1896, which were framed in compliance with the Act of 1887. Government Records [8] hold a copy of the bye-laws in place on the line. These bye-laws were promulgated by the War Department with the approval of the of Trade, under the provisions of the Military Tramways Act, 1887. Additional bye-laws were made in April 1915. The bye-laws are included immediately below. [8]
It may also be of interest to read the bye-laws covering the military ranges on the MOD site. These can be read here. [39]
Sequestrator comments that in general the bye-laws “enforce the use of the train staff on the one-engine-in-steam principle, regulate the closure of crossing gates, prohibit regular traffic after dark, and forbid anyone but the magazine attendant to ‘travel in or on the Powder Wagon’. A general speed limit of 12.5 m.p.h. is imposed. At one time the tramway system itself played a part in providing flying target practice, and a special supplementary bye-law. signed by Lord Kitchener on April 2 1915, permitted a speed of up to 35 m.p.h. by an engine and vehicle over a specified stretch near Wakering Stairs. The train staff is carried only west of Suttons, where, in passing through a semi-built-up area, the line [had] several sharp curves, some of them blind. Eastward, however, the railway crosse[d] flat, open land, where branch-lines and sidings [led] to firing platforms and testing sites, and where a collision at 12.5 m.p.h. would be inexcusable.” [5: p243]
“Administration [was] delegated to army officers of the Royal Engineers, whose responsibility [was] divided between motive power, civil engineering, track maintenance and traffic control. The staff [were] wholly civilian; their working day begins at 6.45 am, and ends at 6 p.m. Engine-drivers work[ed] on a daily rota system, which [was] set out on a ‘detail board’. Steam locomotives [were] sent to the makers for overhaul every five years, but normal repairs and maintenance [were] done in War Department’s own workshops at Suttons.” [5: p243-244]
The full extent of the Shoeburyness Military Tramway as shown in The Railway Magazine article of April 1959. [5: p239]
A Journey Along the Line
We start our journey at the Southwest end of the network.
The next two satellite images cover approximately the same area as the three map extracts above. RailmapOnline.com seeks to show all the different track layouts which once graced the MOD site. It appears to be a ‘cats’ cradle’ of different lines! …
This image shows the area of the MOD depot immediately to the North of the rail junction shown in the street level photographs above. [17]
These next two satellite images show the lines at the Western edge of the site and the buildings that they serve. …
The two buildings at the western edge of the MOD site and the lines that serve them. [Google Maps, February 2026]
Attempting to show all the lines on the site on satellite images at a larger scale bill be more confusing than helpful, so contemporary Ordnance Survey maps, and the diagrams of track layout from RailMapOnline.com will suffice, together with 21st century OpenStreetMap mapping.
In these two images, the same area as covered in the three map extracts above is shown. A myriad of different lines criss-crossed the site. [17]Access from the sidings met the main line again as shown on the right of this map extract. The double-junction in the bottom-right of this image appears at the centre-top of the satellite image immediately above. [21]The same location appears bottom-left in this satellite image. [17]Of the two lines seen on this map extract, that on the left of the image ran Northeast. In 1925, it was extended to Havengore Bridge. That running diagonally across the extract served the various coastal ranges. Both appear in the next satellite image below. [32]The road running diagonally across the bottom-left of this image appears towards the top of the last RailMapOnline.com satellite image above. [17]By 1925, the line to Havengore Bridge left the line at the left of this extract and headed North-northeast. [33]This extract from RailMapOnline.com’s satellite imagery continues to follow both lines, with the line heading to Havengore Bridge leaving the top of this image. [17]The bottom half of this TailMapOnline.com shows two lines converging to a junction off the right of the image. The line leaving the top of the image runs towards Havengore Bridge. [17]The line in the above extract ran West to join the line serving the coastal ranges. [33]The same area as it appears on modern satellite imagery. [17]The end of the coastal line was close to Haven Point (Havengore Point?). [34]This satellite image covers the remaining length of the line which served the coastal ranges. [17]The other line ran North-northeast to cross Havengore Bridge. [23]Havengore Bridge in the 21st century. The original bridge was shared by both road and rail. [17]The extension of the military tramway across Havengore Bridge was not completed until 1925. [5: p239]
The remaining extracts from the satellite imagery provided by RailMapOnline.com show the route of the line to its terminus at the eastern extremity of Havengore Island. …
Three images extracted from the satellite imagery from RailMapOnline.com’s satellite imagery take us to the full extent of the line on Havengore Island. [16]
The series of extracts from OpenStreetMap.org below shows the railway layout within the military site North of the junction on the last Google Maps satellite image some distance above (near the crossing at Brodie Road). The layout is considerably different to that in place in the 1920s and at the beginning of WW2. These extracts purport to show what remains of the rail network in the 21st century…
The biggest changes in the network appear in these first two extracts from OpenStreetMap.org. [26]
Further Northeast on the site the railway layout is much reduced from that shown on earlier series of images. …
The line that once ran across Havengore e terminated towards the top of this map extractThe coastal line still terminated close to Havengore Point.
In the 21st century, the site is managed by QinetiQ and consists of a range covering a land area of 7,500 acres (3,000 ha) with 35,000 acres (14,000 ha) of tidal sands and 21 operational firing areas. MOD Shoeburyness is also a centre of excellence for environmental testing of ordnance, munitions and explosives. The Environmental Test Centre on site also simulates extreme environmental conditions to evaluate military vehicles and equipment. [24]
Several buildings and structures on the site are listed, including the cart and wagon shed, which is used as a heritage and community centre; together they are described by Historic England as constituting “a complete mid-19th century barracks”. [25] As of 2016 many of these have been refurbished for sale as private houses, and additional housing is being built in the vicinity. A tower was planned to stand in the Shoeburyness Garrison housing development. The tower was to be 18 storeys high and designed to mark the start of the Thames Gateway development. [24]
The history of the site, in pictures, can be found here. [27]
Buildings on the site include the Air Blast Tunnel below:
Understandably full details of buildings on the site and their military uses are difficult to obtain!
Passengers
The passenger service on the line was limited to use by Government employees. The service began when the line was extended to New Ranges. By 1959, Old Ranges Station had been demolished, and the old station at Camp Field partly so. Chapel Road Station and Magazine Station were disused. Platforms in use in 1959, “were built long enough to accommodate six-coach trains, in anticipation of a large influx of troops which did not materialise; but Magazine could take only one coach, and the rest four coaches, which, until three or four years [before] was the normal complement.” [5: p244]
“All intermediate stations except Village Crossing were conditional stopping-places and Magazine and Camp Field (old station) were untimed. The bye-laws of 1893 oblige[d] trains to stop before crossing the road, and state that ‘a man with a danger flag shall warn the Public of the approach of trains’. For this reason Village Crossing ha[d] two platforms, both on the south side of the single line, but one on each side of the crossing, thus enabling passengers to alight while the train [was] waiting for the gates to open.” [5: p244]
Sequestrator tells us that average passenger numbers were: 166/day in the year to 31st March 1895; 276/day in the year to 31st March 1896; just below 140 passengers/day in January 1957. “In 1894-5 it was calculated that the cost of conveyance per mile per passenger was 0.065d. In this computation no allowance was made for depreciation, maintenance or interest on capital.” [5: p244]
Passenger train times were provided as an appendix to standing orders, and up to 1929, with each major change, the new times were printed in a pocket folder for distribution to those entitled to use the service. “The timetable for 1910 shows eight up and nine down trains on ordinary weekdays, each with a journey time of ten minutes. The first [left] the southern terminal station (then named Engine Shed) for New Ranges at 8.20am, the departure of the last, also a down train, [was] at 4.50 p.m. There [were] two additional trains each way on Saturdays during the summer, and one in winter. The schedule for 1913 [was] similar but mark[ed] the withdrawal of all Saturday afternoon trains.” [5: p244]
March, 1922, saw the service in a transitional stage, “with six trains each way between New Ranges and Old Ranges (renamed). Two more start[ed] from, and terminate[d] at, Camp Field, the latter, as well as Magazine, being names which appear for the first time. With the issue of the last printed timetable, in June 1929, … the passenger service between Camp Field and Old Ranges [was] withdrawn, and six trains each way (five in winter) beg[an] and end[ed] their journeys at a terminal station, built in 1924, on a spur at the site of an old quarry north of Campfield Road. For the benefit of employees with children attending school, one down and two up ‘children’s trains’ (untimed) [we]re introduced.” [5: p245]
A passenger service managed by a WD Austerity 0-6-0ST crossing the road at ‘ Village Crossing’, approaching the eastern platform of the station, in the later days of the passenger service. [5: p244]
“Passenger trains were withdrawn on 1st September 1958. There were at that time three trains each way daily except on Saturdays and Sundays, leaving New Ranges at 7.50 a.m. and 12.40 and 1 p.m., and returning at 8.50 a.m. and 12.50 and 1.50 p.m. The actual time for the journey of just over one mile was six minutes, compared with an allowance of eight minutes in 1929. In orders and official notices the army’s own 24-hour system of time recording was incorporated. … The two coaches, once resplendent in Midland livery with coats of arms, [we]re painted over a dull brown. Inside, though first and third class compartments [we]re still distinguishable, the plush upholstered seats [we]re covered with hessian. Above them [was] a glass-framed gallery of faded pictures redolent of the England of Edwardian days – Neidpath Castle, Rowsley Bridge, Ambleside, Sulgrave Manor, Chatsworth House with here and there a black-out notice, and the once-familiar poster depicting the individual with long furry ears erect listening to the careless talk of fellow-citizens which might cost lives. They [we]re ladies of quality, these coaches, 24 to 28 tons apiece, … fallen on hard times but still well cared for and comfortable to ride in. [In use,] they screech[ed] querulously on cruel curves; and no wonder, for the driver sa[I’d] he ha[d] to keep a good head of steam to pull them round.” [5: p245]
Havengore Bridge Replacement
The Replacement Havengore Bridge was completed in 1988. It spans Havengore Creek and provides the only vehicle crossing point to Foulness Island. No provision for a tramway was made in the design of the bridge. [12] The bridge is a single leaf, counter-weighted bascule bridge raised by a pair of double acting hydraulic cylinders. [13]
Following many years of service, it was identified that the second bridge’s lifting mechanism and associated control system were in need of refurbishment and upgrading and Fairfield Control Systems were appointed to conduct the work. This included: [13]
Comprehensive survey and inspection of the hydraulic systems, mechanical components and control systems
Refurbishment and upgrade of hydraulic control, including redesign and replacement of cylinder manifold blocks and HPU control manifold
Replacement of the two 4m main lifting cylinders
Repair of tail-locking bolts and fixings
Installation of upgraded lifting control, control desk, safety and diagnostic systems
Replacement wigwag warning lights and barrier repairs
Refurbishment of ancillary steelworks
Work was undertaken in 2019 & 2020. [13]
As the island is used for the testing of new munitions and the destruction of old ones. When these tests are in progress, the bridge cannot be used. However, the bridge is staffed for two hours either side of high water (during which time the creek is navigable) during daylight hours only, 365 days of the year.
Narrow-Gauge Tramways
In addition to the standard-gauge military tramway, the area was criss-crossed by a series of narrow gauge tramways which were primarily industrial, serving the area’s extensive brickworks, coastal gun ranges, and military depots between the late 19th century and WWII.
There was a 2ft-gauge line connecting East Beach brickfields to Elm Road and wartime, ammunition storage tracks on the New Ranges, with some remnants remaining visible at East Beach, as can be seen above. This and other lines predated the arrival of the London, Tilbury & Southend Railway. The coming of the railway saw the growth of the town and its expansion into what were the sites of brickworks.
A significant 2ft-gauge tramway network connected East Beach with the area in and around Elm Road. [17]Tramways serving the brickworks in the area between Elm Road and the Railway Station in 1896. This map extract comes from the 25″ Ordnance Survey of 1896, published in 1897. Some of these tramways remained in use as late as the 1920s. [36]
This next series of map extracts come from the 6″ Ordnance Survey of 1873, published in 1880 and they show an earlier incarnation of the tramways in the area to the North of the railway station (which had yet to be built).
A first length of tramway ran from East Beach across the North side of the old settlement. [37]The line ran North with a short branch off it to the North-northwest. [37]The end of the short branch line appears on the extract, the main line heads North and another branch heads East. [37]The line continued to the North. [37]The end of the line was a short distance to the Northwest. [37]The branch line heading East towards the coast. [37]
The different incarnations of tramway ran to the coast at East Beach where there were further brickworks and where bricks were loaded into barges on piers. The tramway crossed the standard-gauge military tramway on the level. [38]
Military Lines
The Ministry of Defence (MoD) and War Department (WD) operated narrow-gauge lines within their firing range area. These included, 2ft-gauge lines, with evidence of a 2ft-gauge Ruston diesel locomotives operating there.
East Beach Remains:
A tramway system existed near East Beach, which may be that pictured above. It was re-purposed or re-installed by the WD in 1943 for ammunition storage, connecting to the, New Ranges.
Maplin Sands Line
A separate, small-gauge, tramway existed on Maplin Sands in connection with the gun ranges.
Largely independent of the main standard-gauge line that ran into the Shoeburyness station, these systems were crucial to the town’s early industrial and military, infrastructure.
The Macnee patent was for a hand-operated point lever (or “lever box” as they were known in the trade). Although holding the patent, Macnee sold his manufacturing plant to Anderson Foundry, a significant supplier of rail chairs. Victorian patent, business relationships and tendering processes were fairly murky, but it is probable Daniel Macnee would have received his commision per unit (he was still working as a London based agent for Andersons) till his death in 1893 and afterwards to his heirs. He had business connexions with Dugald Drummond and Sons, the Caledonian Railway and the L&SWR. The levers could be positioned on either side as safety dictated, and the lever position would sit towards the V for the “main” line and pulled “back” for the diverging road. … These notes have been extracted from a post on the Caledonian Railway Association Forum (https://www.crassoc.org.uk/forum/viewtopic.php?t=38), accessed on 13th December 2025.
The featured image for this article shows a Bagnall saddle-tank engine and train of two 100-seat workmen’s cars in L.N.W.R. livery on the Wolverton and Stony Stratford Tramway.
Wolverton Works
The LNWR works at Wolverton. The tramway crosses this plan on Stratford Road. [13: p19]
An enlarged key to the plan above which details the use of each building on the LNWR Site. [13: p19]
“Mainly by reason of the growth of the London North Western Railway works at Wolverton in the late 1870s, and the establishment of McCorquodale’s printing works alongside in 1878, a scheme to link the old market town of Stony Stratford, on Watling Street, with the London & North Western Western Railway station at Wolverton by means of a light railway began to take tangible form in 1882.” [1: p547]
Wolverton Railway Works was established in Wolverton, Buckinghamshire, by the London and Birmingham Railway Company in 1838 at the midpoint of the 112-mile-long (180-kilometre) route from London to Birmingham. The line was developed by Robert Stephenson following the great success of the Liverpool and Manchester Railway line. [2]
“The Victorian era new towns of Wolverton and New Bradwell were built to house the workers and service the works. The older towns of Stony Stratford and Newport Pagnell grew substantially too, being joined to it by the Wolverton and Stony Stratford Tramway and the Wolverton to Newport Pagnell Line (a branch line), respectively. The trams were … hauled by steam locomotives: the tram cars were certainly the largest ever in the UK and possibly the world.” [2]
After a survey of all possible sites for the London and Birmingham Railway works, “Wolverton was chosen due to its co-location alongside the wharfing facilities of the Grand Union Canal, thereby also enabling the railway company to gain an easy agreement to build a viaduct over the canal company’s land at this point.”
“In 1837, Edward Bury of Bury Curtis & Kennedy of Liverpool was appointed Locomotive Superintendent of the London to Birmingham railway with his headquarters at Wolverton. However, as Wolverton was simply considered to be a repair shop for the engines his Liverpool firm supplied to run on the line, he left the running of the Works to his Shop Foreman.” [3]
It became necessary for expansion to take place to accommodate, service and repair the increasing amount of rolling stock owned by the Company. “A large engine shed was built, said to be cathedral sized, together with all supporting facilities which also enabled the Works” [3] to produce, locomotives in house.
J E McConnell was appointed Superintendent in 1847. He built his first locomotive in 1849. This was “the prototype of the ‘Bloomer’ class (the wheels and works being more exposed the engines became know as Bloomers after Mrs Amelia Bloomer who was trying to reform ladies dress). During his time at Wolverton he made many innovations such as train heating, failsafe braking, hollow axles, boilers, fireboxes etc. Early in 1851, the first Bloomer engines were running.” [3]
Bloomer was a name used to refer to three similar classes of 2-2-2 express passenger locomotives designed by James McConnell. “A total of seventy-four were built between 1851 and 1862. The classes were similar in design and layout but differed in dimensions.” [4]
A LNWR engine No. 602, a Small Bloomer Class Locomotive. The photograph was taken circa. 1868 at Rugby’s coke sheds. The Class was introduced in 1854, they were inside-cylinder inside-frame single-wheelers with 6′-6″ driving wheels. [4]
“In 1859, thirty four engines were transferred from Crewe to Wolverton which involved further expansion of the Works. Under McConnell the Works flourished but unfortunately for him Mr Richard Moon was appointed Chairman of the Company and there was a clash of personalities resulting in McConnell retiring. A year or two after his retirement the engineering works were transferred to Crewe. Before the transfer to Crewe, 165 engines had been built at Wolverton.” [3]
“Expansion of the Works again took place during 1864 when Wolverton became the Carriage Works for the LNWR and the manufacturing shops were converted to enable carriages to be built, painted and repaired. In 1869 two Royal Saloons for Queen Victoria were built at Wolverton. Sadly in 1872 the locomotive shop finally closed and Wolverton became exclusively a carriage works until in 1877 it was the largest in Britain.” [3]
It seems that the original railway main line through Wolverton crossed land which was needed for the expansion of Wolverton Works. Two previous stations had been situated in the original route of the main line. “The first station was built for the opening of the London and Birmingham Railway on 17th September 1838, on the embankment just north of the canal above Wolverton Park. It proved to be temporary as the railway company purchased an additional 13.5 acres to the south, where they built a larger, more permanent station in 1840, at the east end of Church Street.” [8]
To avoid passing through the Wolverton Carriage Works, a railway main line deviation to the east was opened in August, 1881. The present Wolverton Station was built on the new line.
This rather fuzzy extract from the 25″ Ordnance Survey of 1898, published in 1900 shows the extent of the Railway Works at that time. To the West of the Railway Works was the site of McCorquodale’s Printing Works which can just be made out at the left edge of this map extract. The Grand Junction Canal sits between the Works and the Railway Station. [9]
McCorquodale’s Printing Works
McCorquodale’s Printing Works were one of a series of such establishments. McCorquodales built premises in Wolverton in 1878. The firm specialised in registered envelope manufacture, but undertook many other government and security printing contracts. The “history of the company commenced in 1841. George McCorquodale opened a stationers shop in Liverpool which became the Liverpool Printing and Stationery Company Ltd. The company prospered and five years later George opened the first McCorquodale printing works at Newton-le-Willows in Lancashire, specialising in providing a service to the ever expanding railway network.” [5]
Further factories were opened in Glasgow and London in the 1870s. In Wolverton, men were employed in the railway works but their daughters remained unemployed. “Sir Richard Moon, Chairman of the London & North Western Railway had an idea for solving the problem and contacted his friend George McCorquodale and suggested that he build a printing works in the town. George thought it an admirable suggestion and in 1878 he opened his registered envelope factory – success was immediate. The works rapidly increased in size and diversified into printing books, forms and commercial stationery.” [5]
“By 1886, McCorquodales of Wolverton was known as one of the finest printing factories in the country and employed 120 women and 20 men. Most of the girls started work at the age 13 or 14 and were normally employed until they married. Girls were encouraged to remain in the factory as long as possible and a £10 wedding grant was given to those who had completed 10 years service. Until 1909 staff worked a 54 hour week starting at 6am with a half day on Saturday. The company were also quick to provide the best welfare and working facilities in the area, and the staff were provided with dining, reading and recreation rooms. A Good Samaritan Society was started and pension funds paid for holidays and service bonuses.” [5]
Lee tells us that in 1882 a special meeting of Stony Stratford ratepayers considered a proposal to apply to the Board of Trade for an Order to sanction a tramway between Wolverton and Stony Stratford. “The ratepayers approved, subject to the track nowhere exceeding 6 ft. in width. A company was formed, apparently by these local interests, and was incorporated on 4th November 1882, as the Wolverton & Stony Stratford Tramways Co. Ltd. The Chairman was Abraham Culverhouse, and the Secretary John George Ventris Field Johnson. The company failed to get under way, and was placed in voluntary liquidation on 3rd September 1883. One of its few corporate acts seems to have been the granting of consent, two days after it went into liquidation, to the registration of a new company with a similar (but not the same) name.” [1: p547]
“Meanwhile, a Tramways Order had been promoted by Frederick Charles Winby, a civil engineer and contractor, and this was granted on 16th July 1883. It authorised [a tramway] 2 miles 54 chains [in length], mainly of single line, 4 ft. gauge, from the new Wolverton Station (opened in August, 1881) to the northern end of High Street, Stony Stratford.” [1: p547]
Wolverton to Stony Stratford and beyond
From the new station the tramway ran South along the road built to bridge the diversion line and the Canal at the South end of the site of Wolverton Railway Station. This road had once been a footpath.
The fullest extent of the tramway. [1: p549]
The company promoted by Winby took the name, ‘The Wolverton & Stony Stratford & District Tramways Co. Ltd‘. It acquired all the rights and interests of Winby in the Tramways Order of 1883. Lee tells us that “It had an authorised capital of £20,000 in £1 shares, which was increased to £30,000 on 27th October 1883. The latter fact seems to have been forgotten, although it was duly registered and the requisite stamp duty paid. Indeed, the company had very little regard for the niceties of the Companies Acts, and actually varied its corporate name on the Memorandum and Articles of Association respectively. Thereafter, it could never remember the precise title shown on the certificate of registration, which is the one used above. Winby contracted to build the line, and to take part of the price in shares, but the whole arrangement fell through. The company was dormant until 1886, and only 34 shares were issued.” [1: p548]
C.H. Wikinson, a local contractor that promoted a number of schemes in the area (such as a link between Newport Pagnell and Olney), “entered into a contract with the company on 18th August 1886, to build the line for £13,325, and on 8th September 1886. agreed under an indenture to accept £2,000 in shares. The name of the company was changed on 5th October 1886, to the Wolverton, Stony Stratford & District Light Railways Co. Ltd., and its shares were offered for sale. They were taken up by a large number of local [people], and the work proceeded rapidly.” [1: p548]
Lee continues: “The line as authorised in 1883 received Board of Trade sanction on 20th May 1887, in respect of 2 miles 15 chains single line and 40 chains double. It was built to the 3 ft. 6 in. gauge instead of the 4 ft. originally authorised. Public passenger traffic was begun on 27th May 1887, between the Barley Mow Inn, Stony Stratford, and Wolverton Station, with tramway-type steam locomotives hauling very large covered-top double-deck tramcars. The ordinary fare was 2d., with a special cheap rate for workmen, whereas the horse bus that had previously served the route charged 6d.” [1: p548]
Allan Edwards says: Wolverton “grew rapidly to an austere and symmetrical pattern, its housing owned by the railway company and leased to its employees; it seemed almost to be a northern industrial town misplaced in the agricultural heart of England. Stony Stratford meanwhile declined, becoming largely a dormitory town for its now larger neighbour. … By 1880, hundreds of workmen were walking daily to Wolverton from Stony Stratford and the surrounding villages. An alternative form of transport was a horse bus from Stony Stratford but the fare for this was 6d (22p) for a single journey, a price beyond the wage of the workmen of the now London & North Western Railway Co., or the new McCorquodale’s printing works whose average wage was only 30 shillings per week (£1.50).” [13: p15]
The old bus service did not run to a timetable, only travelling when there were sufficient passengers. “Average bus receipts were between £2 and £3 a week, but the tramway takings rapidly became £45 a week, largely by reason of the use of the line made by employees at the Wolverton carriage Works and at McCorquodale’s. Weekly tickets were issued to them at 1 shilling and entitled them to 4 journeys a day.” [1: p548]
Wolverton was a railway town built to accommodate the workers. It has since expanded significantly. Much of the old Works site and the railway ‘village’ of terraced housing form a Conservation Area in the 21st century.
Allan Edwards describes the route of the tramway through Wolverton like this: Outside Wolverton Station goods yard there was a turning triangle on a steeply descending section of road and a link into the station goods yard. From this location, trams “climbed steeply on a right-hand curve to the road bridge over the 4-track railway line where tramway passengers could board outside the overline buildings of the LNWR station. The tramway then continued up and over the lines leading into the railway works. … With its track in the centre of the highway the tramway passed the railway workshops, the town of Wolverton being entirely on the left-hand side. Virtually continuous brick walls to the right sealed off first the LNWR works and then McCorquodale’s printing factory. It was nearly three quarters of a mile before the tramway line abruptly left the town behind, moving to the lefthand side of the road.” [13: p17]
McCorquodale’s Printing Works were beyond the western extent of Wolverton’s railway town. [12]The tramway continued West along Stratford Road. [12]The area today is much more developed! [14]Continuing West along Stratford Road following the route of the old tramway. The Tesco Superstore is behind the brick built buildings on the right of this image. [Google Streetview, September 2023]The old tramway continued along Stratford Road. [Google Streetview, September 2023]And again, further West on Stratford Road. [Google Streetview, September 2023]
The next three images continue to show Stratford Road running along the South side of the site of Wolverton Works. …
[Google Streetview, September 2023][Google Streetview, September 2023][Google Streetview, September 2023]
We are now beyond the West end of the Works site. The next three images show Stratford Road heading West towards a modern roundabout at Old Wolverton Road. …
[Google Streetview, September 2023][Google Streetview, September 2023][Google Streetview, September 2023]
Edwards says that, “The route was almost straight but a fierce hill faced engines travelling towards Wolverton at almost the halfway point of the route where the old road to Wolverton (the remaining buildings of the original hamlet somewhat west of the new industrial town having by this time received the suffix ‘Old’) diverged from the newer, more direct course that the tramway traversed.” [13: p17]
Old Wolverton Road meets Stratford Road at an acute angle. The tramway continued West along Stratford Road. [12]In the 21st century, Old Wolverton Road has been realigned to meet Stratford Road at a roundabout as part of a western bypass around Wolverton. [14]
The next three Google Streetview images take the route of the tramway across the modern roundabout at the junction between Stratford Road and Old Wolverton Road to the original junction between the two roads. …
[Google Streetview, September 2024][Google Streetview, September 2024]Wolverton Park is to the North of the junction in this Streetview image. [Google Streetview, September 2024]
Lee provides just one paragraph which relates to the route travelled. He tells us that “In its maximum form, the undertaking began at the cattle sidings, Wolverton Station, and ran as a single line in the middle of the road through Wolverton. It then kept to its own track for about a mile, on the south side of the road to a point half a mile before the Wolverton Road joins the main Holyhead Road. The line there crossed over the Wolverton Road to its own track on the north side, but transferred once more to the middle of the public road through Stony Stratford. It thus traversed Wolverton Road to the junction, and turned sharply to the right (north west) along the Holyhead Road, here called High Street, and later Watling Street. At Old Stratford, the Deanshanger extension turned even more sharply to the left from Watling Street, and ran on its own track on the left-hand (south-east) side of the road.” [1: p549]
As we have already seen, Edwards description gives a little more detail: “Shortly before entering Stony Stratford the line abruptly cut across to the opposite side of the road. More than one pioneer motorist was apparently taken unawares by the sudden appearance of a steam tram engine and its trailers across his bows!” [13: p17]
This photograph was taken a few hundred yards from Stony Stratford. Allen Edwards says that the line crossed the road just ahead of the camera. A sign was provided as a warning, but apparently the sudden movement of the tram across the road surprised many pioneer motorists. [13: p17]After the junction with Old Wolverton Road Descent to Wolverton Park, the tramway continued West-southwest on Stratford Road. [12]The road and tramway ran to the South side of Wolverton House. [12]And continued West-southwest towards Stony Stratford. [12]This extract from railmaponline.com’s satellite imagery covers much the same length of the Stratford Road as shown in the three OS map extracts immediately above. The A5 dual carriageway is clearly an addition to the landscape. As is the road immediately to its West. [14]Stratford Road facing Southwest with the modern A5 spanning the route of the old tramway. [Google Streetview, September 2024]To the West of the A5 Stratford Road crosses Queen Eleanor Street. [Google Streetview, September 2024]
This next smaller map extract brings the line to the edge of the Ordnance Survey map sheet and shows the beginning of the housing at the eastern edge of Stony Stratford. [12]
Edwards continues his description of the line: “Entering the town the line again took up position in the centre of the road. It had traversed just one mile from Wolverton. After a few hundred yards the road came to a T-junction with Watling Street outside The Forester’s Arms public house.” [13: p17]
This next extract is from the 1923 Ordnance Survey, published in 1925. It shows the tramway heading towards the road junction in Stony Stratford. The tramway depot features in the top left of the extract. [15]The tramway depot as shown on the 1898 25″ ordnance survey. At this time, an additional access from the depot to Wolverton Road ran along what, in the 21st century, is known as St. Mary’s Avenue. There was a loop behind the depot which turned South-southeast running through the depot building and down to Wolverton Road along St. Mary’s Avenue. [21]The old tramway runs Southwest towards the road junction in Stony Stratford. Railmaponline.com shows a loop at the location of the tramway depot, but not the detailed track layout in the depot. [14]Facing towards Stoney Stratford just a couple of hundred yards beyond Queen Eleanor Street. [Google Streetview, September 2024]Continuing down Wolverton Road towards the centre of Stony Stratford. [Google Streetview, September 2024]St. Mary’s Avenue was one of the access points to the Tram Depot. [Google Streetview, September 2024]The main access to the Tramway Depot. [Google Streetview, September 2024]The LNWR track plan of the tram depot at Stony Stratford. It comprised a large shed for holding the tramcars, and a smaller one for the engines and the repair facilities. As far as is known all the repairs were undertaken in situ, but there were few machine tools available. Also in the depot were coaling and watering arrangements for the engines. [17]Looking into the Tramway Depot site from the access road. After the tramway closed the building (behind the garage in the foreground, so not visible) was used as a bus depot [Google Streetview, June 2023]The current building on the site of the tramway depot. [Google Maps, January 2026]Continuing Southwest down Wolverton Road. [Google Streetview, September 2024]Approaching the Junction with High Street, Stony Stratford. The Forresters Arms is on the right. [Google Streetview, September 2024]A passing loop occupied the highway with the tramway turning to the Northwest. On this 1898 survey, the tramway is shown terminating just after the 90° turn onto the High Street in Stony Stratford. [15]This extract from the railmaponline.com satellite imagery includes the length of line in the extract above and extends a little to the West. St. Mary & St.Giles Church, which is just beyond the West side of the OS map extract above can be made out towards the left of this image. [14]
The view Northeast along Wolverton Road in Stony Stratford. The depot is behind the housing in the middle distance. To the left of the camera the tramway ran away to the Northwest. The Forresters Arms is on the left side of the photograph. This image was shared on the Stony Stratford Photos Facebook Group by Edward Corney on 20th November 2018. [22]
Edwards says that at the junction adjacent to the Forresters Arms, “The tramway turned right … to continue northwards beyond The Cock and The Bull hotels for another half mile to terminate outside The Barley Mow public house, the last building in the town.” [13: p17]
Looking Northwest along High Street, Stony Stratford. [Google Streetview, September 2024]The 25″ 1898 Ordnance Survey, published in 1900 does not show the tramway running Northwest along High Street, Stony Stratford. Which suggests that it was removed by the publication date in 1900. We know that the line was active until at least 4th September 1899. [15][1: p549]The line ran Northwest along High Street, Stony Stratford passing the Rising Sun public house and originally terminating at the Barley Mow Public House opposite the town’s Gas Works. [15]This extract from the railmaponline.com satellite imagery shows the length of the route of the old tramway from St. Mary & St. Giles Church (bottom-right) to the River Great Ouse (top-left). [14]The Barley Mow Public House was the terminus of the first length of the line and the point at which the extension to Deanshanger started. The length of Watling Street shown on this OS map extract is within the length of the line shown on the last extract from the railmaponline.com satellite imagery above. [15]St. Mary’s & St. Giles Church, High Street, Stony Stratford [Google Streetview, September 2024]Looking Northwest along High Street from just outside the church. [Google Streetview, September 2024]Further Northwest on High Street, looking towards the River Great Ouse. [Google Streetview, September 2024]Heading towards the River Great Ouse along the line of the old tramway. The Stony Stratford by-pass (Queen Eleanor Street) joins the road ahead of the camera. [Google Streetview, September 2023]
An extension, which opened fully in 1898, continued Northwest from the Barley Mow towards the River Ouse and the County border.
Lee tells us that from the outset, it had been intended to cater also for goods traffic: “this was not begun until March, 1888. A contract was made with the LNWR. to deliver its goods, which was stated to save the main-line railway £500 per annum. With an eye to goods traffic principally, Wilkinson promoted an extension from High Street, Stony Stratford, to Deanshanger, which was sanctioned by Order of 19th July 1887, authorising 2 miles 3 chains of 3 ft. 6 in. gauge. Deanshanger was the location of the Britannia Ironworks, the agricultural implement works of E. & H. Roberts, established in 1820.” [1: p548]
Allan Edwards tells us that, “Leaving The Barley Mow and taking its normal position in the middle of the road the extension travelled straight for almost three quarters of a mile over the embankment that carried the highway across the floodplain of the River Ouse. The river was the county border. Climbing very steeply into the Northamptonshire village of Old Stratford, the line then swung sharp left onto the Buckingham road. A separate depot and workshop for this section of line was established at this corner. … The line then ran parallel to the Buckingham arm of the Grand Junction canal to Deanshanger where it terminated on the village green outside The Fox & Hounds public house. This extension was sanctioned by the Board of Trade on 24th May 1888 and immediately came into public use.” [13: p18]
It seems that a section of 14 chains from the bottom of High Street, across the Great Ouse, to Old Stratford, was built quite quickly and opened later in 1887. “The major portion of the extension was complete at the time a visit to the undertaking was paid by the Civil & Mechanical Engineers Society on Saturday, 12th May 1888, and the party was given a run over the new line. Sanction of the Board of Trade was given on 24th May 1888, to 1 mile 56 chains single and 13 chains double of the Deanshanger extension, and this appears to have been brought into use for public passenger and goods traffic forthwith, extending from Old Stratford to The Green, Deanshanger, near the Fox & Hounds Inn. The intended extension to the Dukes Head Inn was never buiit. From Wolverton to Deanshanger, the through fare was 4d. This section seems to have remained Wilkinson’s property, and to have been leased to the company.” [1: p548]
The road bridge over the River Great Ouse can be seen in the bottom right of this next extract from the 1898 25″ Ordnance Survey. [15]Only a short distance further Northwest at the junction adjacent to the Swan Inn and Smithy in Old Stratford, the tramway extension turned left and soon found itself following the Buckingham Branch of the Grand Junction Canal. [15]This extract from the railmaponline.com satellite imagery covers the same length of the old line as the two extracts from the OS mapping immediately above. [14]The Tramway route crossed the River Great Ouse on the road bridge. [Google Streetview, September 2024]The Tramway turned left at the junction in Old Stratford onto what in the 21st century is called Deanshanger Road. [Google Streetview, September 2024]Heading South-southwest along Deanshanger Road, along what was the route of the extension to the tramway to Deanshanger. [Google Streetview, September 2024]The tramway continued South-southwest alongside the canal. [15]And again the tramway route followed the Buckingham Branch of the Grand Junction Canal. [15]The tramway continued South-southwest as the canal turned away towards the West. [15]This extract from the railmaponline.com satellite imagery covers the majority of the length of the line as shown on the three OS map extracts immediately above. [14]Deanshanger Road facing South. [Google Streetview, September 2024]A relatively tight curve appears to have taken the tramway onto the road to Deanshanger. However, the research that was done to prepare the railmaponline.com representation of the line suggests that the line left the highway and ran on its own formation for a few hundred yards. [18]This extract from the railmaponline.com satellite imagery takes the line as far as the OS map extract above. The route of the old line is shown in this image following the Buckingham Branch of the Grand Junction Canal. A modern public footpath/cycleway is shown taking a tighter curve. Could the alignment of the footpath/cycleway be that of the old tramway? [14]The modern Deanshanger Road joins the A422 as it heads South. The route of the old tramway is probably followed by the tarmac footpath to the left of the no entry sign. It follows the line of the old road. [Google Streetview, September 2024]The footpath shown on the right of this image matches the line of the old tramway. [Google Streetview, September 2024]If the footpath/cycleway is on the line of the old tramway, then the bridge over roundabout is on the line of the old tramway. [Google Streetview, July 2018] Running parallel to the canal but a distance to the South, the tramway/road headed towards Deanshanger. [18] Continuing to the West on the South side of Northfield’s farm and the Buckingham Branch of the Grand Junction Canal the edge of the Ordnance Survey map sheet is reached before the road entered Deanshanger. [18]This final extract from the Ordnance Survey mapping of the turn of the 20th century shows the settlement of Deanshanger with its Iron Works. The tramway terminated adjacent to the Fox & Hounds Inn, the intended extension to the Dukes Head Inn in the bottom-left of this map extract. [19]The remaining length of the tramway as shown on the railmaponline.com satellite imagery. [14]Heading West along the line of the old tramway on Stratford Road. [Google Streetview, May 2023]Further West on Stratford Road. [Google Streetview, May 2023]Approaching The Green, Deanshanger where the tramway terminated. [Google Streetview, May 2023] The line beyond the Fox & Hounds was not built. It was also intended to link the Iron Works to the tramway as shown here. This short link was also never built. Britannia Iron Works was owned by E.H. Roberts. The Iron Works was always satisfied with using the canal for exporting its finished products and could not be persuaded to use the tramway. [20]Krauss Engine and 50-seater tramcar at the Green, Deanshanger, in 1888. [1: p550]
Operation
Edwards tells us that “On Friday 17th May 1887 prior to the Whitsuntide holiday horses pulled the first tram from Wolverton station goods yard to Stony Stratford tram depot. On board were Charles Aveline (the Managing Director) and other officials of the tram company. For the return journey the horses were replaced by one of the two Krauss tram engines. Local school children were given free tickets.” [13: p17]
By 1st September 1887, Lee tells us, “the issued capital was no less than £20,000, which must be regarded as a gross over-capitalisation. Nevertheless, the nominal capital was increased on 21st June 1889, by £5,000, stated to be beyond £20,000, as the nominal increase of 1883 had been forgotten, and additional stamp duty was paid. A further change of name was also made at this period, and became effective on 26th July 1889, whereby the legal title became the ‘Wolverton, Stony Stratford & District Tramroads Co. Ltd.’ Shortly afterwards, the company declared itself insolvent, and went into voluntary liquidation on 4th September 1889. This was not acceptable to the creditors, and by Court Order of 26th October the winding up was made compulsory, and subject to the Court. The undertaking was placed in the hands of the official liquidator on 17th December, and the line was closed. Much of it was never reopened.” [1: p549]
The original portion, between Wolverton and Stony Stratford, was purchased by a syndicate of Bedford businessmen who reopened the Wolverton to Stony Stratford section in November 1891 and it was known as the ‘Wolverton, Stony Stratford District New Tramway’ and this was formally incorporated on 15th September 1893 with a capital of £5000 in £100 shares. The nominal capital was increased by £3000 (30 shares) at the end of January 1907. It ran until liquidation in 1919. The Deanshanger extension never re-opened. [16][1: p551]
Lee continues: “For many years the Stony Stratford terminus was at the Cock Hotel, but by 1910 the line was curtailed to a few yards in High Street, and in 1919 the terminus was at the Foresters Arms. After the first world war, the line was rapidly approaching derelict condition, and the company’s financial difficulties compelled it to go into liquidation on 17th July 1919; George Henry Margrave (then Secretary and Manager) was appointed liquidator. The local authorities refused to take over the line, and it seemed that the service would be finally abandoned, despite the fact that it had been conveying some 700 workmen daily, principally employees of the Wolverton Carriage Works and of the printing works of McCorquodale & Co. Ltd.” [1: p551]
Grace’s Guide continues: “In the early 1920s the line was taken over by the London and North Western Railway (LNWR) who purchased a new W. G. Bagnall tram locomotive. After the LNWR was merged into the London, Midland and Scottish Railway (LMS) the line was soon closed, in 1926.” [16]
After purchase by the LNWR, the tramway was completely re-laid with concrete placed beneath the rails to strengthen them. Lee tells us that “under LNWR management the staff consisted of three drivers, three conductors, one fitter, one bricklayer and two labourers.” [1: p551]
Under LNWR management prior to the ‘grouping’, the surviving rolling stock “comprised three small four-wheel locomotives, five bogie double-deck cars, and two 10-ton coke trucks. The passengers continued to be principally Stony Stratford men employed at the Railway Works or at McCorquodale’s in Wolverton. They then numbered about 600 daily, of whom some 550 were weekly season-ticket holders. Although the number of men employed at the works increased as time went on, the working loss to the L.N.W.R. increased also, on account of the competition of motorbuses which gave a quicker service. In 1926, no fewer than 12 of these vehicles plied between Wolverton and Stony Stratford, and the trams, with their speed limit of 8 m.p.h. were almost deserted. Schemes of electrification were considered by the railway company (by now the L.M.S.R.), but they all proved too costly, and the climax came with the General Strike of that year, when on 4th May the service was suspended, never to be resumed. Latterly, the services (which, according to the railway company’s timetable, were run “subject to the condition of roads and other circumstances permitting”) had comprised about 14 trips each way, with one or two additional on Saturdays. There were three cars in each direction on Sundays. The journey time was 15 minutes. The official abandonment was announced on 19th May 1926, and it was stated that the company had been losing £2,000 a year on the service. Latterly the total takings were only about £30 a week. [1: p553]
The LMS negotiated with Buckinghamshire County Council (BCC) which took over the track in 1927 with the Ministry of Transport’s consent. BCC immediately began lifting the track and reconstructing the road surface. Work began in June 1927, by November 1927 the length between Watling Street and Clarence Road in Stony Stratford was completed. The section between Clarence Road and McCorquodale’s Printing Works was addressed between October 1933 and June 1934.
Rolling Stock– Locomotives
Lee tells us that, “the original locomotives consisted of two German engines supplied by Krauss & Company of Munich to a standard design then used in many continental cities for steam tramways. Some accounts of the line have stated that three, and even four, engines were provided at first, but the Board of Trade Returns to 30th June 1887, show only two, and others (if any) were presumably on loan. They had outside cylinders 8 in. in diameter by 12 in. stroke, wheels 2 ft. 6 in. in diameter, and a 5 ft. wheelbase. The working pressure was 175 lb. per sq. in. and they were non-condensing. Stephenson valve gear was used.” [1: p553]
Edwards tells us that these Krauss locomotives, “with their distinctively European canopies and massive oil lights, soon earned the tramway the nickname ‘the little German‘.” [13: p17]
These Krauss locomotives were similar to tram locomotives sent to the Chiemseebahn in the same year, but smaller. They were rated at 40 hp and were governed to run no faster than 10 mph (16 km/h). Board of Trade regulations also required that the running gear had to be shrouded, steam exhaust had to be directed into condensers to avoid visible steam, smoke as well had to be invisible and had to be almost noiseless. [24]
This is one of the Krauss 0-4-0 metre-gauge tram locomotives built for the Chiemseebahn in the same year as those built for the Wolverton & Stony Stratford Tramway – this is Works No. 1813 of 1887. It is in excellent condition in the 21st century, operable and in frequent service. It is unique – in that this is the only example still working in regular commercial service on the line for which it was supplied. A diesel-powered replica now helps out. [25]
Sadly, unlike the locomotives sent to the Chiemseebahn, the Krauss locomotives supplied to the Wolverton & Stony Stratford Tramway “were found to be unable to handle the heavy passenger rolling stock, and two, more powerful, engines were supplied in 1887 by Thomas Green & Son of Leeds, designed to haul two large passenger cars fully loaded. These had 9 in. cylinders by 14 in. stroke, 2 ft. 6 in. wheels, and a 5 ft. wheelbase; the working pressure was 175 lb. These engines were of the tramway type with atmospheric condensers on the roof. The total loaded weight was 9-9.5 tons. A further locomotive was secured in 1900 from the Brush Electrical Engineering Co. Ltd., Falcon Works, Loughborough, which was generally similar to the Green engines, and had inside cylinders 7.5 in. in diameter by 12 in. stroke. This also worked at 175 lb. pressure and had an atmospheric condenser.” [1: p553]
Thomas Green commenced building tramway locomotives in 1882. [27] These locomotives were initially of the Wilkinson’s patent, built under licence. This design used a vertical boiler and a vertically mounted engine which drove one set of wheels through gears. The second pair of wheels was driven through coupling rods. The exhaust passed through a chamber in the firebox to provide reheat, which in principle would make the steam invisible. The speed governor was an “Allen” paddle type which acted on the reversing gear. [26]
Thirty-nine Wilkinson type trams were delivered before Green’s developed their own design using a horizontal boiler, inclined cylinders and Joy valve gear. These tram engines first appeared in August 1885. The machine quickly evolved such that Green’s tram engines became one of the market leaders. [26][27] It was Green’s own design of tram engine that was supplied to the Wolverton & Stony Stratford Tramway.
Lee continues: “After the acquisition of the line by the LNWR., a four-coupled saddle-tank engine was secured, in 1921, from W. G. Bagnall Limited of Stafford. Excepting that the motion was boxed in, this locomotive was of conventional railway design, without the tramway type casing over the upper works. Outside cylinders were 10 in. in diameter by 15 in. stroke the coupled wheels 2 ft. 9.25 in. in diameter, and the wheelbase 5 ft. The working pressure was only 150 lb. The saddle tank carried 300 gal. of water and the side bunkers had a capacity of 18 cu. ft. The total weight in working order was 16 tons. This engine was finished in standard LNWR. livery. As the standard chimney was found to be too short for the comfort of upper deck passengers, an ugly stove-pipe extension was added.” [1: p553]
The passenger rolling stock consisted of large double-deck covered-top tramway cars which were mounted on bogies; “there were at first five in all, built by the Midland Carriage & Wagon Company, then of Shrewsbury, and these lasted throughout the life of the undertaking. The three of the largest type each seated 100 and were 44 ft. long and 5 ft. 9 in. wide; they were intended for the workmen and were said to be the largest tramway vehicles in the country. ” [1: p554]
Edwards comments that the 44ft long 100-seat tramcars were the largest “to run in this country until the Swansea and Mumbles Railway built their gigantic electric cars many years later. The coaches had two inward-facing benches on the lower deck and a single continuous slatted bench on the upper deck where passengers faced outwards. The upper sides were open to the elements apart from waist-high decency boards above which were fitted canvas blinds.” [13: p18]
Edwards continues: “Capstan-operated brakes were fitted on each end platform, the locomotives also being equipped to operate the trailer braking by pull-rods and chains. The couplings of these cars were attached to the bogie centres. Originally the illumination was provided by oil lamps but acetylene lighting was later installed to be replaced again by conventional Pinsch gas lighting after the takeover of the line by the LNWR.” [13: p18]
Lees says that “Another car, upholstered, accommodated 80 passengers and was 38 ft. long and 6 ft. wide; and one [which] seated only 50 passengers, was 24 ft. 6 in. long, and 5 ft. 9 in. wide.” [1: p554]
Edwards mentions that the 80-seat tramcar had “neither decency boards or blinds on the upper deck as first built and, most unusually and inconveniently, internal landings to the staircases from the platforms. Decency boards and blinds were added later.” [13: p18]
The 50-seat tramcar “was the only one to be fitted with upholstered seating. One presumes that it was intended for use at times when the workmen would not be travelling. None of the tramcars carried external numbers and all of those mentioned were to last the lifetime of the undertaking.” [13: p18]
“A sixth car is shown in the Board of Trade Returns for the year ended 30th June 1888, and continued to feature until 1911. This was a small single-deck open-sided vehicle with curtains, seating 20 passengers, which does not appear to have been used after the closure of the line in 1889. For many years it remained in the depot at Stony Stratford.” [1: p554]
Other Rolling Stock – Goods
In its early years the undertaking had a number of parcel vans and small goods wagons, as well as 10-ton coal and coke trucks, 24 ft. long, also built by the Midland Carriage & Wagon Company. Eight goods trucks were shown in the return to the Board of Trade for 30th June 1888, at the time goods traffic was begun. It seems that goods traffic declined quite early in the history of the undertaking and all the parcel vans and most of the wagons were sold for scrap. Two of the wagons were of interest in having wheels with adjustable flanges so as to be capable of operating either on rail or road. The flanges were in sections and so arranged that they could be withdrawn inside the tread surface. When the train reached the Cock Hotel, they were, hauled off the line by horses to effect delivery at the door of the consignee. Two horses are shown in the company’s stock in 1888 and 1889. In its later years, the traffic was wholly passenger, apart from the carriage of mails.” [1: p554]
And finally
Grace’s Guide says that, “The line was unusual for a British street tramway being entirely worked by steam locomotives; indeed it was the last steam worked street tramway in the United Kingdom.” [16]
References
Charles E. Lee; The Wolverton and Stony Stratford Tramway; in The Railway Magazine, Volume 98 No. 616; Tothill Press, London, August 1952, p547-554.
A proposed tramway that did not get built. … The featured image is a map showing the full length of the proposed line which followed National Route No. 204 in France.
Late in the 19th century before a link from Vievola to the Mediterranean was really on the agenda. Alongside the experimental ‘Train Scotte’, [1: p40][2][3] a “local engineer, M. Chatelanat, proposed building a tramway line between Vievola station … and Ventimiglia. He knew the region well, having just overseen the construction of the rack railway from Monte Carlo to La Turbie. [4] Here is the project he presented in an application filed on 7th February 1899.” … [1: p47]
The submission made by M. Chatelanat began, “The electric tramway for which we are requesting a concession is intended to facilitate the movement of passengers and goods in the Roya Valley through a rapid, convenient, and economical means of communication. Currently, to reach Nice and the other communes of the department, the population of the French part of this valley must either travel more than 60 kilometers along the old Nice-Cuneo road, crossing the foothills of Brouis and Braus, in unsafe conditions due to the steep slopes, the height of the passes, and, in winter, the seasonal inclement weather. Or, since the opening of the national road from Breil to Ventimiglia, travel approximately 30 kilometers and cross two customs lines to join the coastal railway line in Ventimiglia. … Between the coast and Upper Piedmont, especially the province of Cuneo, there is a very intense movement of population every year, but if you want to go by train, you have to make a long detour via Savona, which is long and expensive. The province of Cuneo sends to Nice and the coast some of its products that our region cannot obtain elsewhere. On the other hand, our particular products from the South are in demand and consumed in the upper Po Valley. Facilitating the movement of travelers and this exchange of products between Piedmont and the coast will at the same time allow the French populations of the Roya Valley to come easily and quickly to Nice to stock up and connect with the entire French coast without having to cross the Braus and Brouis passes, such is the goal we are pursuing.” [1: p47]
There were a number of projects of this nature being explored at the time. The tramway between Menton and Sospel is an excellent example. [5][6] Others in the valley of the River Var and in the valley of the River Paillon were also built.
M. Chatelanat continues to explain how up to that time it had not been possible to devise a railway scheme that enable a link between Nice and Cuneo. His proposed tramway was not claimed to be a replacement for the planned railway, but while awaiting the development of the railway scheme, the tramway would “provide great services by greatly reducing the communication difficulties between the two regions. The project [would] not provide the speed of the railway, it [would] require two transshipments at Ventimiglia and Tende. Nevertheless, the transport of goods [would] be significantly more economical and passengers [would] find facilities and comfort there which [would] undoubtedly give the population satisfaction, if not complete, at least acceptable. The electric tramway, executed at a width of 1 metre with gradients of up to 70 mm/m and curves down to 20 metres in radius [could not] be used for the passage of standard-gauge locomotives and wagons, and therefore [could not] be used in the event of war.” [1: p48]
Concern about possible conflict was paramount in the minds of many and projects were vetted and often vetoed by the military. M. Castelanat went on to explain that power for the section of the line would be supplied from a hydraulic plant close to Breil-sur-Roya which could easily be put out of action, and if the overhead cables were also removed no use would be possible. He was sure that no advantage would be gained by a future enemy and that “The tramway must therefore be considered a commercial means of communication with no possibility of use in the event of war.” [1: p49]
Castelanat confirmed that electrical operation would mean no problem would be encountered with gradients up to 7% without the need for any regrading of the highway. He planned stations at Breil, Giandola, Saorge, Fontan, and Berghe. The tramway would use National Road No. 204 without any deviations and would cost around 1,400,000 francs. This tramway would, strictly speaking, be only a section of an international line which would have its origin in Ventimiglia and which would go up the valley of the Roya.
A conference including all the statutory interested parties was arranged for 23rd November 1899. Differing views were expressed about whether the tramway could provide a military advantage to the enemy in the case of war. A few months after the conference, on 2nd May 1900, “Chief Engineer Aubé of the Ponts et Chaussées (Roads and Bridges Department) reached the following conclusions: ‘The establishment of the planned electric tramway has lost much of its appeal since the military authorities ceased, with certain reservations, to oppose the construction of the railway from Nice to Sospel and to the Italian border, near Fontan. This line would, in fact, provide the French population of the Roya Valley with the access to Nice they were willing to seek in an economical manner by means of the tramway connecting them to the international station at Ventimiglia‘.” [1: p50]
The effect of the military’s withdrawal of their opposition to the Nice-Sospel-Fontan line was to render the tramway proposals obsolete. It was 1904 before “an international conference finally approved the construction of the Vievola – Breil – Ventimiglia and Breil – Sospel – Nice railway sections. … [Nevertheless] two tram lines were created[in the area]: one from Menton to Sospel, which operated from 1912 to 1931, [5][6] and a line from Ventimiglia to Bordighera, which operated from 1901 to 1936.” [1: p50]
Instead of the ‘Train Scotte’ and a tramway, from perhaps as early as 1900, but definitely by 1st September 1906, a service connecting with trains was introduced between Vievola station and Ventimiglia. The two images below show the mixture of different vehicles in use. Both focus on the road on the West side of the station building at Vievola.
Banaudo et al provide details of a bus service which started on 1st September 1906. The bus service between Vievola and Ventimiglia provided two buses a day from Vievola to Ventimiglia, the first leaving Vievola at 12:15 and arriving in Ventimiglia at 17:00, the second leaving Vievola at 20:40 and arriving in Ventimiglia at 0:40. The cost of the full journey was 5 lire/person. [1: p52]
The advert in the local paper commented that, “Without making the tedious Bastia-Savona detour, travelers can reach the Nice or western Ligurian coast from Cuneo and nearby towns in just a few hours, take care of their business, and return to their hometowns the same day, if they wish, even finding enough time in Vievola to refuel. Every modern comfort will be available in the station buffet, since, with appropriate consideration, the owner, Mr. Giuseppe Borgogno, has asked the Italian State Railways Administration to expand and repurpose the space for this purpose.” [1: p52]
Banaudo et al share details of services which developed over the next few years with pictures of the various buses in use. [1: p52-56]
Jose Banaudo, Michel Braun and Gerard de Santos; Les Trains du Col de Tende Volume 1: 1858-1928; FACS Patrimoine Ferroviaire, Les Editions du Cabri, 2018.
We begin this article with a look at maps of the Piazza Raffeale de Ferrari and its immediate environs over the years around the turn of the 20th century. The Piazza became one of two focal points for tramways in the city (the other was Caricamento).
I found the series of maps interesting and they provoked a desire to find out more about the network of horse-drawn and later electric trams and tramways of Genoa. ….
Italian Wikipedia informs us that: “The first public transport in Genoa was provided by a horse bus service linking the city centre and Sampierdarena, that started in 1873. In 1878, the French company Compagnia Generale Francese de Tramways (CGFT, French General Company of Tramways) began to build a horse tram system.” [16][17]
Towards the end of the century, the new urban plan led to the construction of new roads with wider carriageways, principal among these were:
Via Assarotti connecting Piazza Corvetto to Piazza Manin;
Via XX Settembre, built between 1892 and 1899, widening Strada Giulia and connecting the Palazzo Ducale (Piazza de Ferrari) with Porta Pila and the banks of the River Bisagno (once the eastern boundary of the city);
Corso Buenos Aires, once outside the city walls, was lowered to the level of Ponte Pila and the new Via XX Settembre, to form a single artery that would connect the centre with the Albaro district;
Corso Torino, perpendicular to Corso Buenos Aires.
After this work was done, the city began to look more modern and the widened streets made room for tramways in the centre and East of the city. The municipal administration began to plan new lines, both towards the eastern suburbs and in the central districts of the city. [19]
The city welcomed competition and set up a series of concessions which were given to different groups: the French Company kept the Western concession; Val Bisagno and the hilly areas to two Swiss businessman (Bucher & Durrer); and the east of the city was granted to a group of local businessmen. [19][20: p66]
The two parties, other than the French, formed companies: Bucher created the Società di Ferrovie Elettriche e Funicolari (SFEF) in 1891. [20: p85] The Genoese entrepreneurs founded the Società Anonima Tramways Orientali (SATO) in 1894. [20: p120] The two companies took on the two concessions which envisaged electric traction on metre-gauge lines to accommodate running on the narrow winding streets of the city centre. [19]
“By 1894, SFEF had achieved no more than a single short electric tram line between Piazza Manin and Piazza Corvetto, whilst SATO had not progressed beyond the planning stage. The CGFT system had extended through the city and the Val Polcevera, but was still horse operated.” [16][17]
“In 1894, the German company Allgemeine Elektrizitäts Gesellschaft (AEG) … bought both the SFEF and SATO companies. The following year AEG created the company Officine Electrical Genovesi (OEG), … which took over the city’s existing electricity supply company, and the Società Unione Italiana Tramways Elettrici (UITE), … which purchased the CGFT’s concession. By the end of 1895, AEG had a monopoly of both electricity supply and public transport provision in the city.” [16][17] Under AEG’s “ownership, SFEF and SATO developed a tram network of more than 53 km (33 mi) reaching Nervi and Prato, whilst UITE electrified their lines to Voltri and Pontedecimo.” [16][17]
As we have already noted, the first electric traction line connected Piazza Corvetto to Piazza Manin, running along Via Assarotti. [20: p92] It was activated by SFEF on 14th May 1893 [20: p96] The single-track line was 800 metres long and ran on a constant gradient of 7% [20: p95]; the tickets cost 10 cents. The electrification (600 V DC) was via an overhead cable and was carried out by AEG of Berlin, which, as we have already seen, later acquired a significant shareholding in the company. [19][20: p86-87]
In subsequent years the SFEF network expanded rapidly; in 1895-96 the Monte line to the North of the city centre entered into service, including the Sant’Ugo spiral tunnel; in 1896 the line from Piazza Principe to Piazza Brignole was born. It included two tunnels in the Castelletto area. [21: p20] , In 1897, the Val Bisagno line up to Prato began operation. [19][21: p26]
The first SATO line entered into service on 26th July 1897, connecting Piazza Raibetta to Staglieno through the Circonvallazione a Mare, [20: p122] followed two years later by the long coastal line to Nervi. [20: p127] In 1900 the eastern trams reached the central Piazza de Ferrari, travelling along the new Via XX Settembre which was formed through widening of the old Via Giulia. [19][21: p53]
The two networks, SFEF and SATO, were technically compatible and the two companies, both controlled by AEG, soon unified the two networks. [20: p142]
“Finally in December 1901, AEG merged SFEF and SATO into an enlarged UITE.” [16][17]
The enlarged UITE found itself managing 70 km of network, divided between the 30 km of the ‘Western network’: (formerly the French Company) and the 40 km of the ‘Eastern network’ (formerly SFEF and SATO). [20: p170-171] The unification of the network led to an increase in overall traffic, symbolised by the creation of the vast ring terminus in Piazza de Ferrari in 1906. [20: p129]
This seems the right time to look again at the ‘ring terminus’ in Piazza de Raffeale Ferrari. ….
In 1908, after three years of construction work, Galleria Certosa (Certosa Tunnel) was put into use. It facilitated tram journeys to and from the Polcevera valley, avoiding the crossing of San Pier d’Arena. [19][21: p38] The tunnel connected Piazza Dinegro, in the port area, to the Rivarolo district in Val Polcevera. It was 1.76 km long. [22]
In 1934, Galleria Certosa was used every day by five lines: Tram No. 9 (San Giorgio-Rivarolo), tram No. 10 (San Giorgio-Bolzaneto), tram No. 11 (San Giorgio-Pontedecimo) and the two circular lines between San Giorgio and Sampierdarena. [22]
Having noted the construction of Galleria Certosa in the early years of the 20th century (above), it is worth looking at some other tunnels which were built to facilitate the movement of trams.
Galleria Vittorio Emanuele III (renamed Galleria Giuseppe Garibaldi on 27th November 1943)
There seems to be quite a story to the life of this tunnel! The first two photographs show the first tunnel. They focus on the portal in Piazza Della Zeccan.
These next two photographs show the tunnel as it was first widened in the form which preceded the Galleria Vittorio Emanuele III which had a much smaller bore.
Named after Christopher Columbus, whose house was nearby, the gallery was opened to the public in the 1930s and was hailed as the city’s gateway to the sea. It connected Piazza de Ferrari and Piazza della Vittoria.
Now long gone, there was a tram tunnel on Via Milano to the Southwest of the city centre. It took the tramway (and roadway) under San Benigno Hill. It was.built in 1878 by the Compagnia Generale Francese dei Tramways for its horse-drawn trams. Its Southwest portal was in Largo Laterna. Its Northeast portal is shown in the first image below.
In the early years of the 20th century, the municipal administration began to consider the idea of taking control of the tram service. In anticipation of this, in 1913, it built its own line from Marassi to Quezzi, known as Municipal Line A, it was operated by UITE on behalf of the Municipality. [19][21: p44]
Before the start of World War 1, the tram network provided these services: [19]
21 De Ferrari – Manin – Staglieno 22 De Ferrari – Manin 23 De Ferrari – Manin – Castelletto 24 De Ferrari – Manin – Castelletto – San Nicholo 25 Circuit in the hilly suburbs 26 Piazza Principe – Corso Ugo Bassi 27 De Ferrari – Zecca – Principe 28 Caricamento – De Ferrari – Galliera ‘Ospital 29 De Ferrari – Carignano 30 Circular Raibetta – Brignole – Corvetto – Raibetta 31 De Ferrari – Staglieno – Molassana – Prato 32 De Ferrari – Staglieno – Molassana 33 De Ferrari – Pila – Staglieno 34 Staglieno – Iassa 35 Pila – Staglieno 36 Pila – Staglieno – Molassana 37 De Ferrari – San Fruttuoso 38 De Ferrari – Foce 39 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto – Nervi 40 De Ferrari – San Francesco – Sturla – Priaruggia – Quinto 41 De Ferrari – San Francesco – Sturla – Priaruggia 42 De Ferrari – San Francesco – Sturla 43 De Ferrari – Villa Raggio – Lido 44 De Ferrari – Tommaseo – San Martino – Borgoratti 45 De Ferrari – Tommaseo – San Martino – Sturla 46 De Ferrari – Tommaseo – San Martino 47 De Ferrari – Tommaseo 48 Raibetta – Pila
III. Municipal line:
A De Ferrari – Quezzi
The Western Network, particularly before World War One
Lines 1 to 11 constituted the Western Network. All of these lines had their city centre terminus at Piazza Caricamento. The Piazza is shown on the adjacent 1916 map.
The map shows part of the Port area of Genoa (Genova) in 1916 with a significant series of standard-gauge railway sidings in evidence (black lines) and some red lines which indicate the metre-gauge tram routes. Piazza Caricamento is close to the water halfway down the map extract. [31]
There were three main routes out of Piazza Caricamento, one of which followed the coast round to meet the lines on the East of the city. The other two shared the bulk of the services leaving the piazza. One of these two routes ran West through San Pier d’Arena (Sampierdarena), the other ran through Galleria Certosa.
The route to San Pier d’Arena (Sampierdarena) closely follows the coast and ran through the Galleria on Via Milano before the San Benigno Hill was raised to the ground.
Pictures of the Galleria can be seen earlier in this article.
West of the Galleria, the original tramway ran along what is now Via Giacomo Buranello (what was Via Vittorio Emanuele) to Sampierdarena. This route appears to the North of the SS1 on the satellite image below.
Before looking at line further West from Sampierdarena we need to note a line which was added to the network before WW1.
A second tramway was built which ran alongside the railway sidings on what is now the SS1, it was then Via Milano, towards Sampierdarena. The route is illustrated by the mid-20th century view below.
That route along Via Sampierdarena (Via Milano and Via Colombo) and then Via Pacinotti is illustrated at the bottom of the map below. After running along the centre of Via Sampierdarena, trams turned inland, heading Northwest to join the earlier route, West of Piazza Vittorio Veneto on Via Pacinotti.
A map provided by the Marklinfan.com Forum which shows the new coastal tram route mentioned above. [92]
The Western Network’s Coastal Line(s)
At Sampierdarena the original lines of the Western network separated. Some lines continuing along the coast and others turning inland. The lines diverged at the West end of Piazza Vittorio Veneto. The coastal line ran along what is today Via Frederico Avio, then turned onto what is now Via Antonio Pacinotti, before turning West on what is now Via Raffaele Pieragostini, crossing the River Polcevera at Ponte di Cornigliano, running along Via Giovanni Ansaldo before joining Via Cornigliano at Piazza Andrea Massena.
We have followed the Western Network as far as we can along the coast. We now need to look at the line(s) of the Western network which ran up the valley of the River Polcevera from Sampierdarena.
To do this we need to return to Piazza Vittorio Veneto in Sampierdarena.
The Western Network and Val Polcevera (the Valley of the River Polcevera)
The lines to the North left Piazza Vittorio Veneto at its Western end, passing immediately through an underpass under the FS Standard Gauge railway.
In the 19th century the route was known as ‘Via Vittorio Emanuele’. In the early years of the 20th century the road was renamed ‘Via Umberto 1’. In 1935, the city gave the road the name ‘Via Milite Ignoto’ (the Unknown Soldier). This decision appears to have been short-live as very soon the road was divided into two lengths, the more southerly length becoming ‘Via Martiri Fascisti’, the remaining length, ‘Via delle Corporazioni’. After the end of Word War Two renaming again occurred. In 1945 the names which continue to be used in the 21st century were chosen – ‘Via Paolo Reti’ and ‘Via Walter Fillak ‘. Fillak and Reti were partisans in WW2. [59][66]
A view from above … This is Piazza (Via) Vittorio Emanuele seen from the West. The tram tracks can be seen heading away through the underpass in the foreground. [75]
The route of this part of the old tramway network begins at this rail underpass (where the street is now named, ‘Piazza Nicolo Montano’, having once been Via Nino Bixio), [65] before running along Via Paolo Reti and then Via Walter Fillak. Just beyond the underpass the railway station access left the road on the left. The first old postcard views below show this location.
Two pixelated, low definition images showing the bottom end of what was Via Umberto 1. One the left in both images is the incline leading to the Sampierdarena Railway Station forecourt. [59]A tram sits at a stop at Piazza Montano. This image was shared on the Foto Genova Antica Facebook Group by Annamaria Patti on 22nd May 2022. [3]Three further postcard views, of better quality, of the bottom end of Via Umberto 1, (c) Public Domain. [59][62][63]The view to the Northeast from the rail underpass in 2024. The station approach is on the left. The old tramway curved round to the left below the station approach’s retaining wall. [Google Streetview, August 2024]Just a little further along the old tram route. The retaining wall on the left supports the station approach road. The tramway ran on along what is now Via Paolo Reti. For some distance the road was flanked by a retaining wall supporting the FS standard-gauge railway. [Google Streetview, August 2024]
The adjacent Google satellite image shows roads over which the old tramway ran. In the bottom right is Piazza Nicolo Montano. It is also possible to make out the station approach ramp which has a number of cars parked on it. In the immediate vicinity of the passenger railway station, railway buildings can be seen separating Via Paolo Reti from the railway but very soon the road and the railway run side-by-side with the railway perhaps 2 to 3 metres above the road. Via Eustachio Degola passes under the railway just to the North of the station buildings. Towards the top of the satellite image, Via Paolo Reti can be seen turning away from the railway wall. [Google Maps, December 2024]
Via Paolo Reti (the former Via Umberto 1) turns away from the railway wall which is now much lower than it was near the station buildings. [Google Streetview, August 2024]Via Umberto 1, looking North from the bend visible in the photograph above where the road leaves the side of the railway, (c) Public Domain. [68]Via Paolo Reti (once Via Umberto 1) at the same location as the monochrome image above. [Google Streetview, August 2024]
The monochrome image below purports to show Piazza San Marino. As far as I can work out the piazza was historically, ‘Piazza Vittorio Emanuele III’ and later renamed for another partisan from World War 2 – ‘Piazza Ricardo Masnata’.
A relatively low quality image of Piazza San Marino and Via Umberto 1. The piazza later became Piazza Ricardo Masnata. This view looks North with a tram visible on the left, (c) Public Domain. [64]Piazza Ricardo Masnata, looking North. There is little to link this image from 2024 with the monochrome image above, other than the alignment of the roads and the shape of the piazza. However, at the centre of this image is a lower building which also appears in the monochrome image. [Google Streetview, August 2024]Via Umberto 1 looking North from what became Piazza Ricardo Masnata, (c) Public Domain. [67]The same location in the 21st century. [GVia Umberto 1, now Via Walter Fillak with a tram heading towards Genoa. [69]The same location on Via Walter Fillak in the 21st century. [Google Streetview, August 2024]
The line from Sampierdarena ran towards Certosa where, once Galleria Certosa was completed, it met the line through the tunnel.
The tramway followed Via Celesia through Rivarolo (Superior). Rivarolo and Via Celesia can be seen at the bottom of this extract from openstreetmap.org. [79]
This image from the early 20th century looks North along Via Celesia. Space on the street was clearly at a premium! [80]Via Celesia in the 21st century. [Google Streetview, August 2024]
North of Via Celesia, the tramway ran along Via Rivarolo.
This postcard shows the junction at the North end of Via Celesia, circa. 1920s. Via Rivarolo is ahead. This image was shared on the C’era una volta Genova Facebook Group by Mario Vanni on 18th August 2019, (c) Public Domain. [82]The smae location in the 21st century. [Google Streeetview, August 2024]This next extract from openstreetmap.org shows Via Rivarolo entering bottom-left. Trams ran on into Teglia on Via Teglia and continued on to Bolzaneto (in the top-right of this extract) along Via Constantino Reta. [79]This postcard view looks South along what is now Via Teglia (then Via Regina Margherita. This image was shared on the C’era una volta Genova Facebook Group by Elio Berneri on 19th October 2020, (c) Public Domain. [83]A very similar view at the same location in the 21st century. [Google Streetview, August 2024]Car 906 in service on line 7 Caricamento – Pontedecimo, one of the longest of the UITE, is seen here running in Bolzaneto. The photograph was taken facing North. In the background you can see another Tramcar, as well as a third on the track in the opposite direction, (c) Public Domain. [84]A similar North facing view in Bolzaneto in the 21st century. [Google Streetview, August 2024]A tram waits at Piazza del Municipio in Bolzaneto. This image was shared by Mario Vanni on the C’era una volta Genova Facebook Group on 8th July 2021, (c) Public Domain. [85]A very similat view of the same location in the 21st century. The road on which the bus is standing is now known as Via Pasquale Pastorino. [Google Streetview, August 2024]A few hundred metres to the Northeast is the area known as ‘Bratte’. A tram waits in the mid-20th century to set off for Caricamento. This image was shared on the C’era una volta Genova Facebook Group by Roberto Della Rocca on 12th December 2020. [86]A similar view at the same location in the 21st century. [Google Streetview, August 2024]
North of Bratte, Trams crossed the River Secca, a tributary of the Polcevera, following Via Ferriere Bruzzo and then continued North alongside the River Polcevera on Via San Quirico.
Tram No 79 leads a trailer car South on Via San Quirico in the first decades of the 20th century. It seems as though Ponte Tullio Barbieri can be seen behind the tram. This image was shared by Sergio De Nicolai on the C’era una volta Genova Facebook Group on 21st October 2018. [88]A similar location on Via San Quirico in the 21st century. [Google Streetview, July 2022]
Trams passed under the FS Standard-gauge lines close to Ponte Tullio Barbieri. [Google Streetview, June 2022]Trams ran on through the centre on San Quirico on Via San Quirico.Before returning to the side of the river, passing under the railway again. [Google Streetview, July 2022]
The next length of the journey is the last. Trams terminated at Pontedecimo. [79]
A tram and trailercar on Lungo Polcevera in Pontedecimo close to Pontedecimo Railway Station, This image was taken looking South along the river bank and was shared by Giorgio Gioli on the C’era una volta Genova Facebook Group on 4th November 2020. [89]This view looks South along the bank of the River Polcevera at a location similar to that in the image above. [Googler Streetview, January 2021]
The central piazza in Pontedecimo. The terminus of the tram service. This image was shared on the C’era una volta Genova Facebook Group by Roberto Cito on 29th October 2023. [87]Trams terminated in Pontedecimo. [Google Streetview, July 2022]The tram depot at Pontedecimo. This image was shared on the C’era una volta Genova Facebook Group by Alessandro Lombardo on 30th October 2019. [90]
There was a short tramway in the quartzite quarry close to Ord which was operational in the mid-20th century. …
The small village of Ord sits on the Northwest side of the Sleat Peninsula. [1]The small building shown on this map near to Coille a’ Chuaraidh is the approximate location of the quarry. [6]A road from the village runs Southeast across the Sleat Peninsula. The quartzite quarry was on the North side of the road at Coille a’ Chuaraidh. [1]
J.G. Stein & Co. of Bonnybridge commenced quarrying at Ord, Sleat Peninsula, Isle of Skye in 1944 and this continued until 1960. Silica was extracted from the quartzite ore and used as a heat resistant substance in industrial furnaces, fire bricks, cements, boilers etc. Only the explosives store and a storage building, now used as a bothy, survive. [1]
Ore was removed from the quarry in trucks that ran on a very short rail track to the road where it was loaded onto lorries and taken to the pier at Armadale. The ore was then loaded into a waiting puffer (coastal trading boat). [1]
The high cost of transport away from Skye meant that the quarry was uneconomic and it closed in 1960. [2]
The tramway/railway was very short – only 110 metres in length. [4]
The tramway was operated by manpower, no mechanical propulsion was employed. Rolling stock consisted of a number of wooden-framed tipper wagons, allegedly used on the Skye Marble Railway. [3]
This image is a postcard view of the Skye Marble Quarry.At the centre of the image is one of the tipper wagons used at Kilchrist and which may well have been bought for use at Ord Quarry. [5]
Until the 1970s, there were a number of these wagons gradually deteriorating on the beach at Ord, although there is no longer any sign of them. [4]
