A summary of what was covered in the first two articles
In the previous articles in this short series we looked at the history of trams in Genoa (Genova) – both horse trams and electric trams. In the first article, we covered the story as far as the beginning of the First World War. That article can be found here. [1]
In that article we looked at the tunnels which the city created in order to facilitate access to different parts of the tram network.
That article also covered the Western Network (which is marked in green on the map below).
In the second article we looked at a large part of the Eastern Tram Network. That article can be found here. [2]
We still have to look at the remainder of the network and the history of the network through to its final closure in the mid-1960s.
In this article we look at the services provided on the route from Piazza Corvetto to Prato (via Piazza Manin and Staglieno) which appears in red on the map above and the blue lines which ran out of Piazza Raffeale di Ferrari along Via XX Settembre to Staglieno, Foce, Thommaseo and Nervi. Firstly, looking as those provided before the First World War.
The Years Before World War One – The Eastern Network
Before the start of World War 1, the Eastern network provided these services: [19]
I. Eastern Network:
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
II. Municipal line: De Ferrari – Quezzi
The Eastern network focussed on Piazza Raffeale de Ferrari. We looked at images from that piazza in the first article [1] about the trams of Genoa (Genova). At one time, Piazza de Ferrari was full of ‘circular tramlines’ and it was congested through much of the day.
Tram lines left Piazza Raffeale de Ferrari along Via Roma, to the Northeast and along Via XX Settembre. We covered most of those which radiated from the Northeast end of Via Roma (Piazza Corvetto) in the second article. [2]
This Article: The Rest of the Eastern Network
The line running from Piazza Corvetto to Prato will be covered in this article, along with those which ran out of Piazza Raffeale de Ferrari along Via XX Settembre.
As we have already noted in the second article in this short series, at Piazza Corvetto lines diverged to Piazza Carignano, Brignole, Manin and Acquaverde and Principe. The line to Prato ran Northeast from Piazza Corvetto through Piazza Manin.
Trams ran between Piazza Corvetto and Piazza Manin along Via Assarotti. [Google Maps, December 2024]Looking Northeast along Via Asserotti in the 1940s. Traffic is now driving on the right. Genova had vehicles driving on the left until 1923 when the national government imposed a common practice across the country, (c) Public Domain. [5]Later roadworks at the mouth of Via Asserotti on Piazza Corvetto. Behind the tram is Via Asserotti and to the right, Via S.S Giacomo e Filippo, (c) Public Domain. [3]A postcard view from the 1970s along Via Asserotti from Piazza Corvetto. This is an extract from an image shared on the C’era una volta Genova Facebook Group by Paolo Nuzzo on 12th July 2019. [4]Looking Southwest along Via Asserotti towards Piazza Corvetto, (c) Public Domain. [6]A similar view Southwest along Via Asserotti in the 21st century. [Google Streetview, August 2024]Piazza Manin, looking East towards the city walls. Via Asserotti is behind the camera to the right, (c) J. Neer, Public Domain. [8]A similar view in the 2st century. [Google Streetview, August 2024]Trams ran through the city walls under Ponte di Via alla Stazione per Casella. [Google Streetview, August 2024]Looking West toward Piazza Manin from outside the city walls. (c) Public Domain. [10]An earlier view looking West with a tram heading towards the camera, (c) Public Domain. [11]
Just East of Piazza Manin, trams passed through the old city walls & turned North following the contours of the side of the Bisagno Valley. This extract from the Baedeker 1906 map of Genova shows the route of the tramway as it heads North. The openstreetmap.org extract shows that the route is along Via Leonardo Montaldo. [13][14]
Trams ran North along Via Leonardo Montaldo. The road was built, initially through undeveloped land, to accommodate the tram service.
Trams from the centre of Genoa arrived at the junction shown above, both along Via Bobbio and Via Montaldo and then continued North and East up the valley of the Bisagno River, passing the Cemetery on the way.
The line which served the Gavette works ran up the East side of the River Bisagno, crossing the river on its approach to the works. It was primarily used for bringing coal to the works in the days when it produced town gas. The article about that railway can be found here. [44]
The terminus of the tramway is a little further East from the hospital/health buildings. These next few images take us to the end of the line in Prato.
Having arrived in Prato we have now covered all the ‘green lines’ and the ‘red lines’ on the network plan provided close to the start of this article. We still have to look at most of the ‘blue lines’. …..
Trams following the route North alongside the River Bisagno started and ended their journeys at Piazza Raffeale de Ferrari and travelled along Via XX Settembre and Via Luigi Cadorna to the location of Ponte Pila. What was once a bridge over the Bisagno River is now part of the culverted length of the river.
In the 21st century, the road North from this location is Viale Emanuele Filiberto Duca d’ Aosta (SS1). Facing North from Ponte Pila the large Piazza Giuseppe Verdi was to the left of the road. This remains as a large garden area. Further ahead on the left is Brignole Railway Station.
The next two images are difficult to location on the modern landscape as so much has change in the are around the River Bisagno. Most probably the building shown are on the line of the dual carriageway which sits over the culverted river.
The junction shown in the image above appears left as a satellite image [Google Maps, December 2024] and below as a Streetview image [Google Streetview, April 2023]
The satellite image shows the remaining length of the route (in blue) as far as Staglieno where it joins the route from Via Lombardo Montaldo (in red). Two views typical of this length in the 21st century are shown below.
Ponte Castelfidardo to Piazza Terralba
We saw a picture of a tram on Ponte Castelfidardo above, on a section of tramway not recorded on the map of pre-1902 tramways of Genova, but Line No. 37 is recorded as running to the area of San Fruttuosa which is the area to the East of the River Bisagno through which this tram ran so was inaugurated between the turn of the century and the start of WW1. We will also see further below that a municipally owned line crossed the bridge and ran out to Quezzi. This line was also put in service before WW1.
To the East of Ponte Castelfidardo trams entered Piazza Manzoni.. Piazza Manzoni led East into Piazza Giusti. The industrial railway from Terralba to Gavette crossed Piazza Giusti. Information about that line can be found here. [64] The photograph below shows a train of covered wagons, probably from the fruit and vegetable market on Corso Sardegna, heading into the goods yard at Terralba. In the picture is the tramway crossing the line of the railway.
A train of covered wagons, probably from the fruit and vegetable market on Corso Sardegna, heads into the goods yard at Terralba. In the picture is a tramway crossing the line of the railway. By the time of this photo, the tramway appears disused as cars are parked across it. [65]
After 1901 and before WW1 a significant extension was made to the route to Foce which took trams South of Piazza del Popolo to the coast and along Corso Italia. That line is illustrated (dotted) on the map extract from the Markilnfan.com Forum below.
This map extract comes form a slightly larger one on the Marklin.com Forum. That new line connected in the East with a later line which ran along Via Barabino and through Galleria Marneli. Phots of the construction work on Corso Italia show it being built immediately after WW1, so it is not strictly relevant to the period we are looking at. [111]
Piazza Thommaseo to Nervi
There were two possible routes to Nervi. That shown blue on the image below was one of these.
A second route can be seen on the map of tramlines in 1956 below. It is not clear when the alternative route began offering a service. We will look at this route later when we have followed the more northerly route as far as Piazza Sturla.
Before heading on towards Nervi along Via dei Mille we need to look back at the alternative route to Piazza Sturla. Trams using this route left Piazza Thommaseo. It is not entirely clear when trams began serving this route. An early, probably pre-WW1 image, shows a tram on Via Albaro near the church of San Francesco.
This satellite image shows Piazza Thommaseo on the left. The blue line shows the tram route as far as the Church of San Francesco. The image below shows a tram using the route between Genova (Genoa) and Nervi. [Google Maps, December 2024]A tram heading for Nervi is travelling along Via Albaro close to the church of San Francesco, (c) Public Domain. [85]The same location in the 21st century, also looking East. [Google Streetview, August 2024]Trams continued Southeast along Via Frederico Ricci and Via Paolo Boselli. [Google Maps, December 2024]Continuing, East-southeast trams ran along Via Pisa and Via Caprera to Piazza Sturla. [Google Maps, December 2024]Before the first world war, a tram heads for the city centre along Via Caprera over the old viaduct, (c) Public Domain. [84]The same view towards the city centre in the 21st century. [Google Streetview, August 2024]
Two different routes to the West of Piazza Sturla have been covered. We now go on from Piazza Sturla to Nervi, setting off along Via dei Mille.
The tram terminus in Nervi was in Piazza Antonio Pittaluga (once Piazza Vittorio Emanuele) Early in the life of the network the terminus was in the piazza, later it was in Viale Goffredo Franchini on the North side of the piazza.
Piazza Vittorio Emanuele (later Piazza Antonio Pitta luga), Nervi, (c) Public Domain. [104]The tram terminus in what is now Piazza Antonio Pittaluga, Nervi, (c) Public Domain. [106]Piazza Antonio Pittaluga, Nervi, The terminus has, by the time of this photograph, been moved into Viale Goffredo Franchini on the North side of the piazza. (c) Public Domain. [88]Piazza Antonio Pittaluga, Nerve. Although busses have replaced trams by the time of this 1960s photograph, the tram tracks remain in place. This image was shared on the Foto Genova Antica Facebook Group by Gianfranco Dell’Oro Bussetti on 14th November 2019, (c) Unknown Photographer. [103]The tram terminus at Nervi in the mid-20th century. This image was shared on the Foto Genova Antica Facebook Group by Giovanna Levaggi on 13th May 2022, (c) Unknown Photographer. [87]The same location in the 21st century. [Google Streetview, May 2022]
The Line to Quezzi
Partially in anticipation of taking control of the whole tram network before WW1, the municipality constructed its own line to Quezzi which used existing tram tracks as far as Ponte Castelfidardo. The transfer of the network to the municipality did not happen and this line, while remaining in the ownership of the city authorities was operated on their behalf by the tram company.
The first three articles about the trams of Genoa cover the network up until the First World War. Future articles will go on to look at the later history of the network and the rolling stock used.
I have not been able to identify the source of this image. It was sourced on line and is likely to no longer be within copyright. Please let me know if this is not the case.
A Summary of what was covered in the First Article
In the previous article in this short series we looked at the history of trams in Genoa (Genova) – both horse trams and electric trams. We covered the story as far as the beginning of the First World War. That article can be found here. [1]
In that article we looked at the tunnels which the city created in order to facilitate access to different parts of the tram network.
That article also covered the Western Network (which is marked in green on the map below). We still have to look at the remainder of the network and the history of the network through to its final closure in the mid-1960s.
As well as looking in detail at the Western network, we noted the services provided on the whole network before the First World War. Details of the lines which formed the Western network can be found in the earlier article – here. [1]
In this article we look at the service provided on another large portion of the remainder of the network in the period up to the First World War.
The Years Before World War One – The Eastern Network
Before the start of World War 1, the Eastern network provided these services: [19]
I. Eastern Network:
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
Initially the East and West networks touched only at a location close to Principe Railway Station. Later, after a link was made between Piazza Caricamento and Piazza Raibetta (only a short length of rails) there was a coastal line which linked Piazza Caricamento to the Eastern lines through Raibetta.
The Eastern network focussed on Piazza Raffeale de Ferrari. We looked at images from that piazza in the first article about the trams of Genoa (Genova). At one time, Piazza de Ferrari was full of ‘circular tramlines’ and it was congested through much of the day.
Tram lines left Piazza Raffeale de Ferrari along Via Roma, to the Northeast and along Via XX Settembre.
The lines along Via Roma led to Piazza Corvetto where lines diverged to Carignano, Brignole, Manin and Acquaverde and Principe. A further line looped through the hills North of the city centre from Acquaverde to Manon, and a line ran North from Manin up the Val Bisagno to Staglieno and Prato. We will lookat these line in this article, those which ran out of Piazza de Raffeale Ferrari along Via XX Settembre will be for a further article.
As we have already noted, at Piazza Corvetto lines diverged to Piazza Carignano, Brignole, Manin and Acquaverde and Principe.
Line No. 29 – Piazza Corvetto to Carignano
The line to Carignano left the piazza in a South-southwest direction. The roads used are currently named Via XII Ottobre and Viale IV Novembre, Corso Andrea Podesta (which bridges Via XX Settembre), Via Corsica, Via Galeazzo Alessi.
This extract from the Baedeker Map of Genova from 1906 shows the route of Tram No. 29 – from Piazza de Ferrari to Piazza Corvetto, then South on the East side of Ospidale di Pammatone, along Corso Andrea Podesta (which bridges Via XX Settembre), then in a loop including Via Corsica, Via Nino Bixio, Piazza Carignano and Via Galeazzo Alessi, (c) Public Domain. [40]The route of Line No. 29 is shown dotted on this extract from Google’s satellite imagery. [Google Maps, December 2024]This image shows a tram heading out of Piazza Corvetto in the Carignano direction down the present Via XII Ottobre. The image was shared on the C’era una volta Genova Facebook Group by Alessandro Pellerano on 23rd March 2021, (c) Public Domain. [22]A similar view looking towards Piazza Corvetto along Via XII Ottobre in the 21st century. [Googl;e Streetview, August 2024]If this image is prior to 1923, traffic in Genova would have been on the left. This tram would then be travelling away from the camera leaving Viale IV Novembre to run along a short length on Via XII Ottobre to Piazza Corvetto. This image was shared on the Foto Genova Antica Facebook Group by Silvia Brisigotti on 31st May 2024, (c) Public Domain. [26]A similar view towards Piazza Corvetto from Via IV Novembre. [Google Streetview, August 2024]Looking South along Corso Andrea Podesta with Abbazio di Santo Stefano peeping out behind the first building on the right. This image was shared on the Foto Genova Antica Facebook Group on 15th February 2020 by Enrico Pinna, (c) Public Domain. [33]The same view in the 21st century. [Google Streetview, August 2024]Looking North along Corso Andrea Podesta. This image was shared on the Foto Genova Antica Facebook Group on 14th March 2019 by Enrico Pinna, (c) Public Domain. [31]A similar view facing North on Corso Andrea Podesta across the bridge over Via XX Settembre.on the left of the photograph is Abbazio di Santo Stefano. [Google Streetview, August 2024]Looking East along Via XX Settembre with Abbazio di Santo Stefano on the left and the bridge carrying Corso Andrea Podesta ahead. [Google Streetview, August 2024]Corso Andrea Podesta, 1906. This image was shared on the Foto Genova Antica Facebook Group on 26th July 2022 by Renata Fergola, (c) Public Domain. [30]A similar view in the 21st century. The three buildings on the right of the monochrome image above dominate this photo. [Google Streetview, August 2024]Looking North along Corso Andrea Podesta from a point a few hundred metres to the South of the bridge over Via XX Settembre. This image was shared on the Foto Genova Antica Facebook Group on 7th July 2024 by Zenzero Secondo from the Collection of Stefano Finauri, (c) Public Domain. [29]A similar view in the 21st century. [Google Streetview, August 2024]At the South end of Corso Andrea Podesta, looking North. This image was shared on the Foto Genova Antica Facebook Group on 26th July 2024 by Pietro Spanedda, (c) Public Domain. [27]This view seems to be as close as it is possible to get on Google Streetview to the colourised postcard image above. The steps which are prominent in the image above can be seen through the balustrade to the right of this image. [Google Streetview, 2019]Via Corsica, 1916. This image was shared on the C’era una volta Genova Facebook Group on 23rd November 2019 by Pietro Cassani, (c) Public Domain. [34]Via Corsica in the 21st century – the trees evident in the monochrome image above have matured significantly since the early 20th century. As a result it is difficult to determine the modern equivalent of the older view. [Google Streetview, August 2024]
A loop ran round Via Galeazzo, Piazza Carignano and Via Corsica as shown below
Piazza Carignano in the early years of the 20th century looking along Via Galeazzo Alesi. The tram in the picture appears to have travelled to Piazza Carignano along Via Galeazzo Alesi. It will turn to its left along the side of Piazza Carignano before leaving the piazza along Via Nino Bixio. The loop may also have been travelled in the reverse direction, if so, this tram is leaving Piazza Carignanao down Via Galeazzo Alesi. This image was shared on the C’era una volta Genova Facebook Group by Franco Bonadonna on 18th October 2022, (c) Public Domain. [25]Tha same view in the 21st century. [Googl;e Streetview, August 2024]This picture shows the tram tracks running along the side of Piazza Carignano from Via Galeazzo Alesi and turning down Via Nino Bixio. This image was shared on the Foto Genove Antica Facebook Group on 30th April 2024 by Pietro Spanedda, (c) Public Domain. [23]This view of Via Nino Bixio seen from Via Corsica shows a tram running away from the camera along Via Nino Bixio having turned right from Via Corsica. Prior to 1923 Genova traffic travelled on the left. This image was shared on the C’era una volta Genova Facebook Group by Roberto Cito on 9th September 2023, (c) Public Domain. [24]A similar view in the 21st century of Via Nino Bixio from Via Corsica. [Google Streetview, September 2020]
Line 30 – Piazza della Raibetta to Piazza Brignole via Piazza Corevetto
Italian Wikipedia describes this route as a ‘circular’ (Circolare) – we will need to consider how this route differs from an ‘out-and-back’ service (such as Line 29 between Piazza de Ferrari and Piazza Carignano).
Piazza della Raibetta was the terminus of a coastal tram route. Initially, it was only served by Line No. 30.
These three extracts from the Baedeker 1906 map of Genoa show the route of Line No. 30.
Again, assuming the map by Arbalete is correct, the line ran South from Piazza Raibetta along (probably) Via Filippo Turati and then through Piazza Cavour onto Sottopasso di Carcimento. The line continued around the South side of the city along Corso Maurizio Quadro and Corso Aurelio Saffi (previously Corso Principe Oddone) to the mouth of the River Bisagno where it turned inland, following the Val Bisagno as far as Via Luigi Cardorna where trams turned left following that road to the West which continued into Via XX Settembre. Then into Piazza de Ferrari, Via Roma, Piazza Corvetto, Via Serra and finally Piazza Brignole, (c) Public Domain. [40]
Line No. 30 from Piazza Raibetta along (probably) Via Filippo Turati and then through Piazza Cavour onto Sottopasso di Carcimento. The line then continued around the South side of the city along Corso Maurizio Quadro and, at the bottom of this satellite image, Corso Aurelio Saffi. [Google Maps, December 2024]Trams followed Corso Aurelio Saffi (previously Corso Principe Oddone) to the mouth of the River Bisagno where they turned inland, following the Val Bisagno as far as Via Luigi Cardorna where trams turned left following that road to the West which continued into Via XX Settembre. [Google Maps, December 2024]From Via XX Settembre trams entered Piazza de Ferrari ran along Via Roma, through Piazza Corvetto onto Via Serra and into Piazza Brignole. [Google Maps, December 2024]
There is an alternative to this route. This would have trams returning from Brignole to Ponte Pila by a more direct route and so completing a ‘circular’ as suggested by the route listings above. The 1906 Baedeker below shows a tram route which would permit this option.
These next few photographs of the coast road (Circonvallazione a Mare) focus on a dramatic Villa which overhung the road – Villa Figari (also known as Villa Mylius).
Via Settembre feeds into Piazza de Ferrari and trams passed through Ferrari onto Via Roma and then on to Piazza Corvetto. Pictures of this length of the route can be found in the part of this article (above) covering Line No. 29.
From Piazza Corvetto the trams ran along Via Serra to Plaza Brignole.
The view East from Piazza Corvetto along Via Serra towards Piazza Brignole. [Google Streetview, August 2024]A view across the railway tracks at Brignole station, looking West through Piazza Brignole and along Via Serra, (c) Public Domain. [50]Looking West from Piazza Brignole along Via Serra. This image was shared by Gino Ratto on the C’era una volta Genova Facebook Group on 14th July 2020, (c) Public Domain. [55]The view along Via Serra from Piazza Brignole in the 21st century. [Google Streetview, August 2024]Piazza Brignole to the Northwest of the Railway Station. This image was shared by Corallo Giorgio on the C’era una volta Genova Facebook Group on 9th November 2016, (c) Public Domain. [61]Piazza Brignole in the 21st century. [Google Streetview, August 2024]
Just to the West of Piazza Brignole, a tram line ran along Via Galata, South from Via Serra to Via Colombo, along Via Colombo to Via Ederra (now Via Fiume), then North on Via Ederra before turning Southeast across the front of Brignole Railway Station (across the North side of Piazza Guiseppe Verdi and then Southwest alongside the River Bisagno on Via Canevari.
Trams ran South on Via Galata. [Google Streetview, August 24]Trams ran East on Via Colombo. [Google Streetview, April 2023]Looking North on Via Fiume (once Via Edeera) which trams followed towards Brignole Station which sits beyond the trees to the right of this image. [Google Streetview, August 2020]The curve round to the front of Brignle Railway Station, (c) Public Domain. [60]A similar view in the 21st century. [Google Streetview, August 2024]Looking South down the line of the right bank of the River Bisagno (now culverted). The street is Via Canevari. Trams ran South alongside the river on Via Canevari.Looking North up Via Canevari with the River Bisagno on the right. This image was shared on the Foto Genova Antica Facebook Group by Asinus Natator on 7th February 2022, (c) Public Domain. [52]Looking North from a similar position in the 21st century. [Google Streetview, August 2024]
From the location of Ponte Pila trams followed the route alongside the River Bisagno and then along Corso Aurelio Saffi back to Piazza Raibetta.
Piazza Corvetto to Piazza del Principe
Two tunnels made it possible for trams to run between Piazza Corvetto and Piazza Principe. The route ran via, what are now Galleria Nino Bixio and Galleria Giuseppe Garibaldi, through Largo della Zecca, along Via Paolo Emilio Bensa, through Piazza della Nunziata, along Via Balbi, through Piazza Acquaverde and then along the South side of Principe Railway Station along Via Andrea Doria to Piazza del Principe.
The tram route we are looking at now runs West-northwest out of Piazza Corvetto through two tunnels and through Piazza Acquaverde before reaching Piazza del Principe. A relatively straight route except for the dog-leg close to Piazza Acquaverde. [19]
Trams on Line No. 25 turned to the Northwest at the East end of Piazza Acquaverde. A short climb led to the lower entrance to Galleria Sant’Ugo. That tunnel is covered in the earlier post in this short series, here. [1]
Galleria Sant’Ugo was a horseshoe shaped tunnel which lifted trams to pavement level in Piazza Pedro Ferriera. Leaving the tunnel trams ran Northeast along Via Sant’Ugo.
Corso Firenze continues East then Northeast. It then turns sharply to the right, heading Southwest. The next monochrome image looks North from the end of that southwesterly length of the road.
Corso Firenze gives out onto Piazza Goffredo Villa where the tram route ran Northwest-Southeast for a short distance before heading Northeast on Corso Niccolo Paganini.
Trams ran the full length of Corso Magenta and onto Corso Solferino which in turn led to Corso Carlo Armellini. Passing the Manin/Contardo Lift on their left, trams entered Piazza Manin.
Looking East into Piazza Manin from Corso Carlo Armellini. [Google Streetview, April 2023]Piazza Manin seen from the East looking off The Ponte di Via della Crocetta, (c) Public Domain. [82]Piazza Manin, (c) Public Domain. [84]A simila view in the 21st century. [Google Streetview, April 2023]Piazza Manin, (c) Public Domain. [86]Piazza Manin, looking East, (c) Public Domain. [87]A view looking East from Piazza Manin in the 21st century. [Google Streetview, August 2024]
Piazza Corvetto to Piazza Manin, Staglieno and Prato in Val Biasagno.
This article has covered the Western half of the Eastern tram network. We will cover the length of line from Piazza Corvetto to Plato (via Paizza Manin and Staglieno) along with the lines which ran East along Via XX Settembre to Val Bisagno and then diverged to serve Staglieno, Raibetta (which we have already looked at), Foce, Thommaseo and Nervi in another article.
We will also cover the history of the Genoa Network from the end of the first World War in that next article and, either in that article of a further article, the rolling stock used on the network.
The Metropolitana di Genova is, in 2024, a single-line, double-track light rapid transit system that connects the centre of Genova, Italy with the suburb of Rivarolo Ligure, to the north-west of the city centre. It runs through to Brignole Railway Station in the East of the city. In 2024, the service is managed by Azienda Mobilità e Trasporti (AMT), which provides public transport for the city of Genoa. [1]
The Metro is a 7.1 kilometres (4.4 mi) long 1,435 mm (4 ft 8 1⁄2 in) (standard gauge) double-track line and is electrified with overhead lines at 750 volts DC. It has a direct connection with Trenitalia’s mainline railway station, Principe. [1]
The origins of a subway in Genoa date back to the beginning of the twentieth century; in 1907 Carlo Pfalz, who had already designed the Zecca-Righi Funicular, [2] was the first to explore the construction of an underground railway with electric traction. Several projects, including that of the engineer Angelo Massardo and those of Renzo Picasso (1911 and 1930), were proposed without being realized. Instead, a tram system at surface level was built which ultimately was abandoned in 1966. An attempt to introduce an alternative means of transport was made on the occasion of the International Exhibition of Marine and Maritime Hygiene of 1914: it was a ‘Telfer’, an elevated monorail that connected the Port (Giano Pier area) to the exhibition area in Piazza di Francia, in front of the Brignole station. The infrastructure was then abandoned and finally demolished in 1918. [1]
An article about the Telfer can be found here. [3]
The underground ‘Metro’ was built in a series of phases. “The first section, opened on 13th June 1990 in time for the 1990 FIFA World Cup, was 2.5 kilometres (1.6 miles) [6] between the stations of Brin and Dinegro. [7] The line was extended to Principe in 1992, [6] to San Giorgio-Caricamento in 2003, [6] to De Ferrari (the underground station at Piazza De Ferrari) in 2005, [6] and to Brignole in 2012.” [8]
Since 2024, citizens of Genoa have been able to use the subway free of charge without any time restrictions.[9]
Stations
Brin Station – is currently (2024) the Northwest terminus of the line. It is situated along Via Benedetto Brin in the neighbourhood of Certosa in Rivarolo Ligure, a suburban area in the north-western outskirts of Genoa, Italy. The station, currently the terminus of the line, is located just west of the tunnel mouth on the line from Dinegro station. [10] It is built on a viaduct, which allows for the line to be extended to the north.
The station was designed by architect Renzo Piano, the station’s official opening took place on 13th June 1990. [10]
Dinegro Station is located under Via Milano, adjoining the Piazza Dinegro from which it derives its name, in the Fassolo area of Genova. It is just East of the business district of San Benigno and close to the ferry terminal.
Darsena Metro Station is located on Via Antonio Gramsci close to Piazza della Darsena. ‘Darsena’ translates to ‘dock’ in English. The station serves the old port area of the city. [15]
San Georgio Station is located under Piazza della Raibetta beside the Palazzo San Giorgio, after which it is named. It is in the Old Harbour area near the Aquarium of Genoa. It was opened together with Darsena Station on 25th July 2003 and saw its first trains on 7th August 2003. [17]
The tracks of the San Giorgio station run beneath the Piazza Caricamento underpass and its underground architecture is similar to the model adopted for the Principe and Darsena stops, that is, with the tracks on the sides of the single central platform. During 2006, some electronic display boards were installed to inform users of the arrival times of trains. [17]
Sarzano/Sant’Agostino Station is located in the historical centre of Genoa. The main entrance is in the Piazza di Sarzano near the Church of St. Augustine, now deconsecrated and turned into a museum, with a second entrance on the Mura della Marina, the old seawall. It opened on 3rd April 2006. [19]
De Ferrari Station is close to Teatro Carlo Felice, Galleria Mazzini, the Doge’s Palace, and Via XX Settembre. It opened on 4th February 2005. It was originally designed, like others, by Renzo Piano with finishing touches by Renzo Truffelli. This used to be the last station on the line until the easterly extension towards Genova Brignole Railway Station opened in 2012. [21][22]
The entrance to de Ferrari Station. [23]Platform level at de Ferrari Station. [€23]
Corvetto Station – In March 2024 3Ti Projeto announced that the design of Corvetto Station had been approved by the municipality. Work is expected to cost around 38.3 million Euros and be completed late in 2024 or early in 2025. [24][25][26]
These two images show the 3Ti Projeto design for Corvetto Station. [24]
Brignole Station – sits close to the main line Brignole Station to the West of the city centre. It opened in 2012. [27]
Wikipedia tells us that Genova is just (in 2024) bringing a fourth generation of trams into service. The three previous generations each served the city well.
First Generation Rolling Stock – consisted of 6 sets of articulated cars, built by Ansaldo, and introduced in 1990. They were derived from the Zurich Tram 2000 tram used in Switzerland, but altered for standard gauge running. Each vehicle had two sections with one central articulation. They were supported on three bogies The two outer bogies were motorised. The vehicles were bidirectional and had four sets of doors on each side. They had blue seats in a transverse arrangement. The train were numbered 01 to 06. [1][29]
Second Generation Rolling Stock – was made up of a group of 12 trains. Numbered 12 to 24. Like the first generation, each train was made up of two sections resting on three bogies, with the outer two motorised. The trains were bidirectional with six doors on each side, and the seats were arranged longitudinally. The trains were built by Ansaldo and introduced in 1992. [1][30]
Third Generation Rolling Stock – these trams/trains significantly differ to the previous two. They were delivered by Hitachi Rail Italy in 2016. There are 7 trains numbered 31 to 37. The trains are longer than previous generations at 39 metres and four articulated sections with five bogies. Of the five bogies, the central three are motorised. There are a total of four doors per side of the bidirectional sets. [1][31]
Fourth Generation Rolling Stock – In anticipation of the planned extensions (see below) and considering the now thirty-year service of the first generation trains, in 2020 the Municipality obtained a loan of 70 million Euros to purchase 14 new generation trains. [32] In 2021, Hitachi Rail signed the contract to supply the new trains on a rolling programme, monthly by month, to coincide with the inauguration of the Brin-Canepari and Brignole-Martinez routes. [33]
In June 2024, Sustainable Bus E-magazine reported that the first of these new units had arrived in Genoa. [26]
New tram/train No. 42. [26]
The new units will be numbered 41 to 54. “Each of the 14 new vehicles is made up of four half-cars, resting on five bogies, for a total length of 39 metres, will be able to accommodate up to 290 passengers, will be bidirectional, and will also run in double formation for a total length of 78 metres and a capacity of 580 passengers.” [26]
“In order to ensure greater operating flexibility, these trains will also be able to operate in double traction with the 7 third-generation vehicles, the 31-37 series delivered in 2016, currently in service.” [26]
The new units entry into service will “allow the scrapping of the 6 first-generation trains, series 01-06, … the average age of the fleet will thus be lowered from 18.5 years to 9.8 years. The 10-series trains (11-22 series) built between 1991 and 1995 will be kept in operation.” [26] The fleet will therefore consist of the 21 trains of the 30, 40 and 10 series trains.
Extensions to the Network
In 2022, the Railway Gazette reported that Genova municipality had approved plans for a 3 km western branch of the metro with four stations, linking Fiumara with the city centre. [4]
The western extension of Genoa’s Metro is shown in blue. [4]
In September 2024, the city secured 74.5 million Euros to significantly expand the Metro network as shown on the map below. [5]
The planned Metro network for Genoa (Genova) as reported in September 2024. [5]
As can be seen in the map above these significant additions to the network include a length up the Val Bisagno of elevated railway (SkyMetro).
The planned SkyMetro, running up the valley of the River Bisagno. [34]
The planned investment is over 400 million Euros at 2022 prices. Genoa will receive 418.9 million Euros to finance the SkyMetro of Val Bisagno, the extension of the metro from Brin to Via Canepari and work associated with the Rio Maltempo. The majority of the new money (398.8 million Euros) is intended for the construction of the SkyMetro.
During rush hour, the new line will be able to transport eighty percent of the valley’s users, resulting in a significant reduction in the production of exhaust fumes from private cars. It will be seven kilometers long and will have a neutral energy balance thanks to the photovoltaic system mounted on the roof, which will make the SkyMetro partially sustainable. The project will reach as far as Molassana but the city has every intention to take the scheme further, as far as Prato. [34]
Veronica Pallotta; Metropolitane: Genova, Comune e Ferrovie siglano accordo per il prolungamento verso Canepari; in Ferrovie.Info (in Italian), 30th December 2020, accessed on 24th February 2022.
This article covers the northern half of the line and has a quick look at the motive power and rolling-stock used.
Another article covers the history of the Line and the southern half of its route. It can be found here. [18]
This article covers the length of the line from Sardorella to Casella. [1]A topographical map of the route. [1]Perhaps a little clearer than the topographical map. [2]
We restart our journey from Genoa to Casella at Sardorella Halt. …
The railway is on three different levels on the hillside at Sant’Olcese. The first accommodates the Chiesa Halt, the tunnel above opens out onto the second level. The third level hosts the Tullo Halt.
A photograph of a later elettromotrice travelling on this curve can be found here. [17] In the linked image, unit A12 is shown on the curve from Casella Deposito to the Vittorio Veneto bridge (over the River Scrivia). It was shared by Gian-Paolo Codebo on the Sei de Casella se… Facebook Group on 7th May 2020.
During Construction steam power was employed by the contractor and there are images around which show at least one excursion event that was steam hauled prior to the Line’s formal opening.
Two pictures can be found on the first article in this series, here. [18]
In that first article, we noted that the electric supply was originally 2400V DC. “The first electric locomotives were supplied by Breda, numbered 1 to 3. They were 360 horsepower Bo-Bo locomotives with an innovative Breda-Somarini energy recovery system, unique in Italy. In addition to the motive power, 4 third-class carriages (Nos. 50-53); 3 mixed first-third class carriages (Nos. 20-22) and 16 freight wagons of various types were delivered in 1926, well before the railway opened.” [1]
Unless noted otherwise, the paragraphs below are translated/paraphrased/amended from the Italian Wikipedia page about the Genoa (Genova) to Casella Railway. [21]
Locomotives
At the commencement of the service on the railway, the three locomotives mentioned above were supplied by Breda and numbered 1 to 3. [21]
On 23rd August 1937, two of the locomotives were destroyed in an accident near Vicomorasso in which five people lost their lives. [22: p67]
This accident meant that replacement locomotives were required. Three electric locomotives were purchased from the Società Veneta. They had been built by MAN in 1913 for the Montebelluna – Asolo and Montebelluna – Valdobbiadene tramways in Veneto which closed in 1931. [21]
One of the locomotives mentioned in the paragraph above at Stazione di Caerano sometime between 1913 and 1931 in Montebelluna, at [23]
“These locomotives entered service in 1939, initially maintaining the original numbering (053, renumbered 055 in 1943, 054 and 056), after conversion of the original power supply system from 975 V DC to 2400 V DC.” [1]
Locomotive 28 and 29 were built in 1924 for the Adriatic-Appennino Railway. The electrical equipment was supplied by TIBB of Vado Ligure; the body and bogies were made by Carminati & Toselli of Milan. Originally, they were part of a 1922 order for 14 locomotives of 950 mm gauge for the Sangritana Railway. Two (Nos. 28 and 29) were sold to Ferrovia Genova Casella (FGC) – No. 28 in 1956 and No. 29 in 1960. [22: p98 & 184] Conversion was necessary as the locomotives required a gauge change and modification from freight/baggage locomotives to passenger locomotives.
The two locomotives entered service in 1962. No. 29 is currently the oldest electric locomotive still in operation in Italy and is used in composition with three carriages (C22-C103-C104) as a historic train used on charters. No. 28 was placed in storage in 1975 and finally decommissioned and dismantled in 1998. [21][22: p184]
Electtromortices A1, A2 and A3 were built in 1929 for the Ferrovia della Val di Fiemme (Ora – Predazzo), similarly by TIBB and Carminati & Toselli. These were transferred on the closure of the Ora – Predazzo line in 1963 to the Ferrovie Genoa Casella. [21][1]
Elettromotrice A1 while employed by Ferrovia della Val di Fiemme (Ora – Predazzo) at Ora depot. [25]
A1 was painted blue/cream in 2011 with AMT logos. It was used for ordinary trains until 2019 and in 2022 it was set aside awaiting significant maintenance. [21]
A2 was reconditioned and returned to its 1929 condition. It re-entered service in June 2018. In that December it was involved in an accident but emerged with little damage. In September 2019, further restoration work was completed and from February 2020 it was undertaking a regular historic train service, usually being timetabled for Saturday running. [21][26]
A3 was built by Gleismac/EAA, after having suffered serious damage in an accident at Sardorella in 1974. It returned to service in 1983. It remained in service until 1999. After it was withdrawn, it doesn’t 12 years in storage before ultimately being dismantled in 2011. [21]
Elettromotrices, A1, A2 and A3 were part of a batch of about thirty electric locomotives which were built by Carminati and Toselli of Milan. Twenty-three of these were very similar to each other. being produced between 1924 and 1940. Three of this batch of locos (A1-A3) were deployed on the Ora-Predazzo line and on its closure came to the FGC. [21]
In addition, two 420 horsepower locomotives (max. speed 45 km/hr), B51 and B52 with Bo-Bo running gear were also transferred to the FGC in the early 1960s. [1]
Also from Val di Fiemme came six bogie-carriages, two longer coaches numbered C101 and C102 and four of shorter carriages, numbered from C103 to C106. [1]
Elettromotrices A4-A7 were built in 1957 on the chassis and bogies of locos built by TIBB/Carminati & Toselli in 1926 for the Spoleto-Norcia railway. That reconstruction was undertaken by Casaralta-TIBB. It saw the application of new electrical equipment and the adoption of a new rounded body, typical of the mid-20th century. These elettromotrices transferred to Genoa in 1970 with the closure of Spoleto-Norcia line. They entered regular service, re-numbered A4-A7, between 1971 and 1973 after gauge-conversion from 950mm to metre-gauge. [21]
Units A6 and A7 were visually the same as units A4 and A5.
Elettromotrice A6 at work on the line before it was set aside. [10]
Units A4 and A7 were scrapped (in 2014 and 2016 respectively), while A5 was restored to running order in February 2010, with the installation of fully electronic speed measuring devices and a dead man’s device, the application of a cream/blue anti-graffiti film and new AMT logos. It was taken away for restoration in 2022, and finally A6 has been shelved for over 10 years awaiting restoration. [21][22: p191]
Electric locomotives A8-A10 were built in 1993 by Firema-Officine di Cittadella at the request of Ferrovia Genova-Casella, they have identical bodies to the decommissioned A3. However, A8 uses the TIBB bogies from B51, the A9 those from B52 and the A10 those from A3. This last unit also has a body slightly different from the others due to the lower window line. [21]
Elettromotrices A11-A12 were built in 1998 by FiReMa-Officine di Cittadella at the request of Ferrovia Genova-Casella. They have a body identical to the A10. A11 underwent a restyling in 2011 with the application of cream/blue anti-graffiti film and new AMT logos and is currently used in regular service. A12 is also back in service after an extraordinary overhaul of the bogies. [21][22: p198]
Locomotive D1 was built in 1964 on behalf of the German railways by the manufacturer Gmeinder & Co. by adapting the MaK V100 standard-gauge locomotive to metre gauge, it was numbered V52 902 (later 252 902) and used on the 28 km long Mosbach-Mudau metre-gauge line. When it’s service on that line came to an end (2nd June 1973), it was first converted to standard-gauge by Gmeinder and used by Sudwestdeutsche Eisenbahngesellschaft (SWEG) which put it to work on the Breisach-Endingen-Riegel line (numbered VL46-01). In 1986, it was sold to the Gleismac company which converted it to metre-gauge and then sold it to the FGC. It was used to haul construction and passenger trains during the renovation of the overhead line. It was then set aside at Casella Deposito for over 10 years until in 2008 it was sent to Monopoli where it was rebuilt by 2014 and it returned to service on the line in November 2015. [33][34]
Locomotive D1 responsible for a single coach. [9]And here with two coaches. [9]And here, escaping from a tunnel portal. [19]
Other Rolling Stock
We have already picked up some snippets of information about coaching stock and wagons. …
When the line opened there were “4 third-class carriages (Nos. 50-53); 3 mixed first-third class (Nos. 20-22) and 16 freight wagons of various types (delivered in 1926, well before the railway opened).” [1]
We also noted that, along with the B51 and B52 locos “from Val di Fiemme came six bogie-carriages, two longer coaches numbered C101 and C102 and four of shorter carriages, numbered from C103 to C106.” [1]
The following information is gleaned from H Rohrer’s detailed website about Italian railways. That website can be found here. [35]
Coaches C20-C22 were built by Breda and supplied in 1926, of which C22 was renovated by FGC in 1960 and C21 was renovated by Gleismac in 1979-1980. An image of Coach 22 can be found here. [36]
Coaches C50-C53 were built by Breda and supplied in 1926. An image of Coach C50 can be found here. [37] An image of refurbished Coach C53 can be seen here. [38]
Coaches C101-C102 were long-wheelbase bogie coaches, built by Carminati Toselli and supplied in 1929. These were later renovated by Gleismac between 1980 and 1983. An image of Coach 101 in original condition can be found here. [39] The renovated Coach 101 can be seen here. [40]
Coaches C103-C106 were short-wheelbase bogie coaches built by Conti (?) and supplied in 1929 (?). Of these C105 and C106 were later renovated by Gleismac between 1980 and 1983. The original Coach 104 can be seen here. [41] A refurbished Coach C106 can be seen here. [42]
Coaches C60-C62 were built by Citadella Firema and supplied in 1996/1997. An example can be seen here. [43]
Huddleston looks at a number of different sections of the network and after looking at what he has to say about each we will endeavour to follow those railway routes as they appear in the 21st century. We will go into quite a bit of detail on the journey along the Kalka to Shimla narrow-gauge line. The featured image at the head of this post was taken at Taradevi Railway Station on the Kalka to Shimla line, (c) GNU Free Documentation Licence Version 1.2. [29]
Shikohabad to Farrukhabad
This branch line had, in 1906, recently been opened. Huddleston describes it as being 65 miles in length, running through the district of Manipuri from Shekoabad [sic] to Farukhabad on the River Ganges. Until 1906, Farukhabad [sic] had “only been served by the metre gauge line which skirts the river to Cawnpore.There was lots of traffic in the district and both the broad and metre gauge lines completed for it, whilst the river and canals and camels compete with the railways.” [1: p40]
The journey from Shikohabad to Farrukhabad. Indian Railways spellings of the two locations differ from those used by Huddleston in 1906. [4]
We start this relatively short journey (of 63 miles) at Shikohabad Junction Railway Station. “The old name of Shikohabad was Mohammad Mah (the name still exists as Mohmmad mah near Tahsil and Kotwali). Shikohabad is named after Dara Shikoh, the eldest brother of Emperor Aurangzeb. In its present form, the town has hardly any recognisable evidence of that era. Shikohabad was ruled under the estate of Labhowa from 1794 to 1880.” [5] “Shikohabad Junction railway station is on the Kanpur-Delhi section of Howrah–Delhi main line and Howrah–Gaya–Delhi line. It is located in Firozabad district in the Indian state of Uttar Pradesh.” [6] The station opened in1866. “A branch line was opened from Shikohabad to Mainpuri in 1905 and extended to Farrukhabad in 1906.” [7]
Shikohabad Junction Railway Station, Uttar Pradesh. [Google Maps, October 2024]Shikohabad Junction Railway Station (c) Mohit Yadav. (2022)Shikohabad Junction Railway Station (c) Anshu Yadavv. (2021)
Trains from Shikohabad set off for Farrukhabad in a southeasterly direction alongside the Delhi to Kolkata main line. In a very short distance as the railway passed under a road flyover (Shikohabad Junction Flyover) the line to Farrukhabad moved away from the main line on its Northside.
The rail bridge carrying the Farrukhabad line over the Lower Ganga Canal seen from a point to the North alongside the canal. [Google Streetview, May 2023]Looking East-Northeast along the railway towards Farrukhabad from the AH1 Flyover. [Google Streetview, May 2023]Basdeomai, Uttar Pradesh. The covered way either side of the underpass is typical of many locations where local roads cross railways. This view looks Northwest across the railway. [Google Streetview, May 2023]looking Southwest along the railway. [Google Streetview, May 2023]Looking Northeast along the railway [Google Streetview, May 2023]
The first stopping point on the line is at Burha Bharthara. As can be seen immediately below, it is little more than a ‘bus-stop’ sign!
Burha Bharthara, (c) Dev Kumar. (2018)Burha Bharthara. [Google Maps, October 2024]
Very soon after Burha Bharthara, trains pull into Aroan Railway Station which is a little more substantial that Burha Bharthara having a single building with a ticket office.
Aroan Railway Station, (c) Rajput Boy. (2019]Aroan Railway Station. [Google Maps, October 2024]
Takha Railway Station is next along the line.
Takha Railway Station. [Google Maps, October 2024]The view East-northeast from Takha Railway Station, (c) Ketan Gupta. [October 2021 – Google Maps]
A couple of hundred meters short of Kosma Railway Station, the line crosses the Karhal to Ghiror Road at a level-crossing.
The level-crossing which takes the line across the Karhal to Ghiror Road, seen from the South. [Google Streeview, October 2023]Looking East from the level-crossing towards Kosma Railway Station. [Google Streetview, October 2023]
Kosma Railway Station provides a passing loop to allow trains travelling in opposite directions to cross.
Kosma Railway Station. [Google Maps, October 2024]Kosma Railway Station, (c) Rajat Singh, April 2023. [Google Maps, October 2024]The railway bridges an irrigation canal, (another arm of the Lower Ganga Canal (?)), a little to the East of Kosma Railway Station. [Google Maps, October 2024]
A short distance further to the East is Tindauli Railway Station, after which the line crosses another arm the Lower Ganga Canal.
Tindauli Railway Station. [Google Maps, October 2024]Another arm of the Lower Ganga Canal. [Google Maps, October 2024]
Further East the line crosses a number of roads, most now culverted under the line.
This is a view East from one of the more minor crossing points near Auden Padariya (not far West of the junction on the approach to Mainpuri) which has yet to have an underbridge constructed and still had its crossing gates in 2023. [Google Streetview, May 2023]Passing under the Auden Mandal- Kharpari Bypass, the line meets the line from Etawah before running into Mainpuri Junction Railway Station. [Google Maps, October 2024]Mainpuri Junction Railway Station. [Google Earth, October 2024]Mainpuri Junction Railway Station, (c) Surabhl Study. (2022)Mainpuri Junction Railway Station, (c) Narendra Singh Chauhan. (2023)Mainpuri Railway Station seen from the level-crossing on the Mainpuri-Kishni Road at the station limits. [Google Streetview, May 2023]
To the East of Mainpuri Railway Station, the next station is Mainpuri Kachehri Railway Station, just to the East of the Sugaon to Husenpur Road.
Mainpuri Kachehri Railway Station. [Google Maps, October 2024]Mainpuri Kachehri Railway Station, (c) Protkarsh Kumar – still from video (2022), [8]Mainpuri Kachehri Railway Station, (c) Protkarsh Kumar – still from video (2022), [8]
The next station was Bhongaon Railway Station which had a passing loop to allow trains to cross.
Looking East towards Bhongaon Railway Station from a couple of hundred metres to the West of the Station. [Google Streetview, May 2023]Bhongaon Railway Station. [Google Maps, October 2024]Bhongaon Railway Station. [9]Bhongaon Railway Station. [9]Just at the East end of the station site the Aligarh-Kanpur Road (Grand Trunk Road) crosses the line at level. This is the view from the level-crossing, East towards Farrukhabad. [Google Streetview, May 2023]A short distance further East the line passes under the newly constructed Bypass. This view looks back under the modern viaduct towards Bhongoan Railway Station. [Google Streetview, May 2023]
Continuing on towards Farrukhabad, it is only a matter of a few minutes before trains pass through Takhrau Railway Station, where facilities are basic, and Mota Railway Station where facilites are a little more substantive.
Takhrau Railway Station building. (c) Pankaj Kumar, August 2017. [Google Maps, October 2024]Mota Railway Station, (c) Vinod Kumar, May 2023. [Google Maps, October 2024]
The Railway then bridges the Kaali Nadi River and passes through Pakhna Railway Station.
The railway bridge over the (c) Shiv Shankar, January 2020. [Google Maps, October 2024]Pakhna Railway Station. [Google Maps, October 2024]Pakhna Railway Station, (c) Gaurav Singh. (2021)Pakhna Railway Station, (c) Gaurav Singh. (2021)
The next stop is at B L Daspuri (Babal Axmandaspuri) Station.
Babal Axmandaspuri Railway Station. [Google Maps, October 2024]Babal Axmandaspuri Railway Station, (c) Rajat Singh (September 2023). [Google Maps, October 2024]
Another short journey gets us to Nibkarori Railway Station.
Nibkarori Railway Station. [Google Maps, October 2024]Nibkarori Railway Station seen from the Northeast, (c) Rakesh Verma (July 2021). [Google maps, October 2024]
The next stop is at Ugarpur Railway Station.
Ugarpur Railway Station. [Google Maps. October 2024]Ugarpur Railway Station, (c) Desh Deepak Dixit (December 2017). [Google Maps. October 2024]
Not much further along the line we enter Shrimad Dwarakapuri Railway Station.
Shrimad Dwarakapuri Railway Station. [Google Maps, October 2024]
As the line reaches the town of Farrukhabad it turns sharply to the North.
On the South side of Farrukhabad the line turns to the Northwest. [Google Maps, October 2024]
It then enters Farrukhabad Junction Railway Station from the Southeast.
Farrukhabad Junction Railway Station. [Google Maps, October 2024]Farrukhabad Railway Station (c) Anil Yadav7883 (2022)Farrukhabad Railway Station (c) Qazim Khan (2022)Farrukhabad Railway Station (c) Provas Rautroy (2021)
Farrukhabad sits on the River Ganges. It is a historic city with a rich culture defined by the traditions of Ganga-Jamuni Tehzeeb (Ganges-Yamuna Culture), [10] which amalgamates aspects of Hindu and Muslim cultural practices, rituals, folk and linguistic traditions. [11] The city was begun in 1714, and Mohammad Khan Bangash (a commander in the successful army of Farrukhsiyar, one of the princely contenders for the Mughal throne, who led a coup which displaced the reigning emperor Jahandar Shah) named it after Farrukhsiyar. It soon became a flourishing centre of commerce and industry. [12]
Initially, under the colonial state of British India, Farrukhabad was a nodal centre of the riverine trade through the Ganges river system from North and North-West India towards the East. [12] Farrukhabad’s economic and political decline under British rule began with the closure of the Farrukhabad mint in 1824. [11]
Farrukhabad, according to the 2011 census had a population of 1,885,204. This was just under four times its size in 1901. Its population is predominantly Hindu. [13]
At the time of the 2011 Census of India, 94.96% of the population in the district spoke Hindi (or a related language) and 4.68% Urdu as their first language. [14]
Tundla to Agra
“From Shekoabad, it is only a matter of 22 miles to Tundla but very few people would ever hear about Tundla, if it was not for the fact that it is the junction for Agra. …Agra would have been on the main line if the East Indian Railway had the original intention been followed of taking the line across the Jumna river at Agra and then following its right bank into Delhi; but, instead of doing this, it was decided … to build only a branch to Agra, and to run the main line on the left side of the Jumna. … If we want to visit Agra, we must change at Tundla and go along the 14 mile of the branch line.” [1: p41]
Huddleston tells us that:
“Approaching Agra … from Tundla you see [the Taj Mahal] first on your left-hand side, wrapped in that peculiar atmospheric haze that adds charm to every distant object in the East, a charm even to that which needs no added charm, the marvellous and wonderful Taj Mehal [sic]. As you rapidly draw nearer it seems to rise before you in solitary dazzling grandeur, its every aspect changing as the remorseless train, which you cannot stop, dashes on. Once catch your first glimpse of the Taj and you have eyes for. nothing else, you feel that your very breath has gone, that you are in a dream. All the world seems unreal, and the beautiful construction before you more unreal than all. You only know it is like something you have heard of, something, perhaps, in a fairy tale, or something you have read of, possibly in allegory, and you have hardly time to materialise before the train rattles over the Jumna Bridge, and enters Agra Fort station.
There on one side are the great red walls of the fortress within a few feet of you, and there on the other side is the teeming native city, with its mosques and domes and minarets, its arches and columns and pillars. its thousand and one Oriental sights, just the reality of the East, but all quite different to everywhere else. … There are things to be seen in Agra that almost outrival the Taj itself, such, for instance, as the tomb of Ihtimad-ud-Daula, on the East bank of the river, with its perfection of marble carving, unequalled in delicacy by anything of the kind in the world. There are delightful places nearby of absorbing interest, as, for example, Fatehpur Sikri, and its abandoned city of palaces; there is enough in Agra and its vicinity to glut a glutton at sight seeing, but we must go back to the railway and its work. The Jumna Bridge, of which we have talked, belongs to the Rajputana Railway; the rails are so laid that both broad and metre gauge trains run over it, and above the track for trains there is a roadway.
But this is not sufficient for the needs of Agra, though supplemented by a pontoon bridge which crosses the river half a mile further up the stream. The trade of Agra first attracted the East Indian Railway, then came the Rajputana Malwa, and then the Great Indian Peninsular. Each of the latter two lines wanted a share, and the East Indian had to fight for its rights; to do its utmost to keep to the Port of Calcutta what the rival lines wanted to take to Bombay. Another railway bridge became a necessity, a bridge that would take the East Indian Railway line into the heart of the native city instead of leaving it on its outskirts, and the East Indian Railway began to construct it.” [1: p42-43]
In 1906 the new bridge over the River Jumna was under construction, due to be completed in early 1907. Huddleston describes the bridge under construction thus:
“The bridge will consist of nine soane of 150 ft., and there will be a roadway under the rails; the bridge is being built for a single line, and all the wells have been sunk to a depth of 60 ft , or more. The work … commenced in September [1905], and it is expected that the bridge will be completed in March 1907. It need only be added that the site selected for this new connection is between the existing railway bridge and the floating pontoon road bridge, and the chief point of the scheme is that, when carried out, the East Indian Railway will have a line through the city of Agra, and a terminus for its goods traffic in a most central position, instead of being handicapped, as it now is, by having its goods depôt on the wrong side of the river. Mr. A. H. Johnstone is the East Indian Railway engineer-in-charge of the work.” [1: p43]
We start the journey along this short branch in the 21st century at Tundla Junction Railway Station.
Tundla Railway Station. [Google Earth, October 2024]Tundla Railway Station (c) Amit Kumar (2023)Tundla Railway Station (c) Bikram Dhara (2022)
We head Northwest out of the station alongside the main line to Delhi.
Looking West towards Tundla Junction Railway Station from the South side of the lines. The closest rail line is the branch to Agra. [Google Streetview, July 2023]
The first station along the branch was Etmadpur Railway Station.
Etmadpur Railway Station. [Google Maps, October 2024]Etmadpur Railway Station, (c) Harkesh Yadav, March 2021. [Google Maps, October 2024]
The line to Agra next passes under the very modern loop line which allows trains to avoid Tundla Station.
Looking West, back towards Etmadpur Station under the modern relieving line bridge. [Google Streetview, June 2023]
The next photograph shows the older single track metal girder bridge a little further to the West of Etmadpur with the more modern second line carried by a reinforced concrete viaduct.
Seen from the North side of the line looking South, the older single track metal girder bridge with the more modern second line carried by a reinforced concrete viaduct. [Google Streetview, June 2023]
The line curves round from travelling in an West-northwest direction to a West-southwest alignment and then enters the next station on the line, Kuberpur Railway Station.
Kuberpur Railway Station. [Google Maps, October 2024]Kuberpur Railway Station seen from the approach road to the North. [Google Streetview, June 2023]Kuberpur Railway Station building seen from the platform, (c) sanjeev kumar, May 2018. [Google Maps, October 2024]A low definition view of the line heading West towards Agra as seen from the modern concrete viaduct carrying what I believe to be Agra’s Ring Road (a toll road). [Google Streetview, June 2023]
As we head into Agra, the next station is Chhalesar Railway Station.
Chhalesar Railway Station. [Google Maps, October 2024]Chhalesar Railway Station (c) Sabha Shankar, June 2018.Chhalesar Railway Station (c) Rohit Jaiswal, August 2023.
From Chhalesar Railway Station the line continues in a West-southwest direction towards the centre of Agra. The next station is Yamuna Bridge Railway Station.
Yamuna Bridge Railway Station Agra. [Google Maps, October 2024]Yamuna Bridge Railway Station, Agra, (c) Ashish Yadav, February 2022.Yamuna Bridge Railway Station, Agra, (c) Hasharema International Private Limited, September 2024.
South West of Yamuna Bridge Railway Station a series of bridges cross the River Yamuna.
Bridges across the River Yamuna. [Google Maps, October 2024]
The ‘Yamuna Railway Bridge’ crossing the River Jumna/Yamuna at Agra was opened in 1875, and connected ‘Agra East Bank Station’ to ‘Agra Fort Station’. The bridge carried the Bombay, Baroda and Central India Railway (BB&CIR) Metre Gauge ‘Agra-Bandikui Branch Line’, the East Indian Railway (EIR) and ‘Great Indian Peninsula Railway (GIPR) Broad Gauge lines. [18]
The first bridge over the Yamuna River at Agra. It is the more southerly of the two bridges shown on the 1972 map of Agra below. [17]A map of Agra in 1962 which shows the two Yamuna River Bridges in place by then. Some of the significant features of the city can be identified clearly on this map: Agra Fort and its adjacent railway station appear close to the first Yamuna Bridge; the Taj Mahal is to the South East of the bridge on the South bank of the river; the Tomb of Itmad-ud-Daulah can be seen to the East of the river just North of the Strachey Bridge; a number of railway stations can also be picked out around Agra City. [20]
The ‘Strachey Bridge’, to the North the older bridge at Agra, was opened in 1908. It was a combined Road and Railway bridge and constructed by the ‘East Indian Railway Company’ (EIR). The bridge was named after John Strachey who planned & designed the bridge. The 1,024 metres (3,360 ft) long bridge was completed in 1908, taking 10 years to complete since its construction commenced in 1898. The ‘Agra City Railway Station’ was thus connected by the bridge to the ‘Jumna Bridge Station’ on the East bank. This Broad Gauge line became the ‘EIR Agra Branch Line’. [18]
The Strachey Railway bridge over the Yamuna River, The two-tiered bridge facilitated simultaneous movement of road traffic at the bottom level and rail transport at the upper level. Though the bridge is still in use today, it’s closed for road traffic and is used only by railways. This bridge appears on the satellite image above, on the South side of the Ambedkar Road Bridge. [19]
Once the Strachey Bridge (this is the one about which Huddleston speaks at length above) was opened in 1908. The EIR had access to the heart of the city and particularly to Agra City Station. We will look at City Station a few paragraphs below. But it is worth completing a look at the bridges over the Yamuna River with the bridge which replaced the first Yamuna River railway bridge.
Huddleston comments: “Delhi is one of the most important junctions on the East Indian Railway. The Rajputana Malwa, the North Western, Southern Punjab, Oudh and Rohilkhand and Great Indian Peninsular Railways all run into Delhi. There is a regular network of lines in and around, and the main passenger station is that belonging to the East Indian Railway. All the railways run their passenger trains into the East Indian Railway station, and most of the goods traffic passes through it also. For some years past Delhi has been in a state of remodelling; the work is still going on, and it will be some time before it is completed.” [1: p43]
He continues: “When you alight on one of the numerous platforms at Delhi station, there is a feeling of elbow room; the whole station seems to have been laid out in a sensible way. You are able to move without fear of being jostled over the platform edge, everything looks capacious, and especially the two great waiting halls, which flank either side of the main station building. These are, perhaps, the two finest waiting halls in India; passengers congregate there, and find every convenience at hand, the booking office, where they take their tickets, vendors’ stalls, where they get various kinds of refreshments, a good supply of water, and, just outside, places in which to bathe; a bath to a native passenger is one of the greatest luxuries, and he never fails to take one when opportunity offers.” [1: p44]
Wikipedia tells us that “Delhi Junction railway station is the oldest railway station in Old Delhi. … It is one of the busiest railway stations in India in terms of frequency. Around 250 trains start, end, or pass through the station daily. It was established near Chandni Chowk in 1864 when trains from Howrah, Calcutta started operating up to Delhi. Its present building was constructed by the British Indian government in the style of the nearby Red Fort and opened in 1903. It has been an important railway station of the country and preceded the New Delhi by about 60 years. Chandni Chowk station of the Delhi Metro is located near it.” [21]
Delhi junction Railway Station was the main railway station in Delhi at the time that Huddleston was writing his articles.
Delhi Junction Railway Station. [Google Maps, October 2024]Delhi Junction Railway Station as it appears on OpenStreetMap. [21]Delhi Junction Railway Station. [22]The Red Fort, Delhi (c) M F Music. (2023)Jama Masjid, Delhi (c) Md Asif. (2022)New Delhi Railway Station is marked on this OpenStreetMap extract with a blue flag, it is just a short distance Southwest of Delhi Junction Railway Station which is marked by a grey train symbol to the top-right of the map extract and named ‘Old Delhi’. [23]
Delhi, Ambala (Umbala) and Kalka
The East Indian Railway proper terminated at Delhi Junction Railway Station but the railway company also operated the independently owned Delhi-Umabala-Kalka Railway.
“A railway line from Delhi to Kalka via Ambala was constructed by the Delhi Umbala Kalka Railway Company (DUK) during 1889 and 1890 and operations were commenced on March 1, 1891. The management of the line was entrusted to the East Indian Railway Company (EIR) who were able to register a net profit in the very first year of operation. The Government of India purchased the line in 1926 and transferred the management to the state controlled North Western Railway. After partition, this section became part of the newly formed East Punjab Railway and was amalgamated with the Northern Railway on 14th April 1952.” [3]
The terminus of this line is at Kalka, 162 miles from Delhi. Huddleston tells us that, “In the beginning of the hot weather, when the plains are becoming unbearable, Kalka station is thronged with those fortunates who are going to spend summer in the cool of the Himalayas, and, when the hot weather is over, Kalka is crowded with the same people returning to the delights of the cold season, very satisfied with themselves at having escaped a grilling in the plains. Therefore, nearly everyone who passes Kalka looks cheerful, but, of course, there is the usual exception to the rule; and in this case the exception is a marked one. All the year round there is to be seen at Kalka station a face or two looking quite the reverse of happy, and, if we search the cause, we find it soon enough. The sad faces belong to those who have reached Kalka on their way to the Pasteur Institute, at Kasauli; Kasauli is in the hills some ten miles from Kalka. It is at Kasauli that Lord Curzon, when Viceroy, established that incalculable boon to all the people of India, a Pasteur Institute. Formerly, when anyone was bitten by a mad dog, or by a mad jackal, and such animals are fairly common in the East, he had to fly to Paris, and spend anxious weeks before he could be treated-some, indeed, developed hydrophobia before they could get there, or got there too late to be treated with any hope of success. Now, instead of going to Paris, they go to Kasauli.” [1: p44-45]
The western approach to Deli Junction Railway Station. The station is on the right of this satellite image. The lines to the New Delhi Railway Station leave the image to the South, to the left of centre. The line to Kalka leaves the image towards the top-left. [Google Maps, October 2024]The view West from the bridge carrying Pul Mithai over the railway. The lines entering the photograph from the left are those from New Delhi Railway Station. Those ahead begin the journey to Kalka. [Google Streetview, February 2022]Looking West from Rani Jhansi Road/Flyover. It may be difficult to make out, but the line to Kalka curves away to the right. [Google Streetview, February 2022]
The first station beyond the junction shown in the photograph above is Sabzi Mandi Railway Station.
Heading North-northwest out of Delhi, trains pass through Delhi Azadpur Railway Station, under Mahatma Gandhi Road (the Ring Road), on through Adarsh Nagar Delhi Railway Station and under the Outer Ring Road.
Looking North-northwest from Mahata Gandhi Road. [Google Streetview, April 2022]Looking North-northwest from the Outer Ring Road. [Google Streetview, April 2022]
Outside of the Outer Ring Road the line passes through Samaypur Badli Railway Station which is an interchange station for the Metro; across a level-crossing on Sirsapur Metro Station Road; through Khera Kalan Railway Station and out of the Delhi conurbation.
Looking North-northwest from Sirsapur Metro Station Road Level-Crossing. [Google Streetview, April 2022]
The line runs on through a series of level-crossings and various stations (Holambi Kolan, Narela, Rathdhana, Harsana Kalan) and under and over modern highways before arriving at Sonipat Junction Railway Station.
A typical view from another level-crossing looking North-northwest along the line.[Google Streetview, April 2022]
Sonipat Junction Railway Station provides connections to Gohana, Jind and Palwal. [24]
(c) Mohit, March 2022. (c) Arvind, August 2021.(c) Rahul Singh, February 2019.
Northwest of Sonipat Railway Station a single-track line diverges to the West as we continue northwards through Sandal Kalan, Rajlu Garhi (North of which a line diverges to the East), Ganaur, Bhodwal Majri, Samalkha, Diwana Railway Stations before arriving at Panipat Junction Railway Station.
Panipat Junction Railway Station was opened in 1891. It has links to the Delhi–Kalka line, Delhi–Amritsar line, Delhi–Jammu line, Panipat–Jind line, Panipat–Rohtak line connected and upcoming purposed Panipat–Meerut line via Muzaffarnagar, Panipat–Haridwar line, Panipat-Rewari double line, via Asthal Bohar, Jhajjar or Bypass by the Rohtak Junction Panipat-Assoti Double line via Farukh Nagar, Patli, Manesar, Palwal. 118 trains halt here each day with a footfall of 40,000 persons per day. [25]
(c) Pintoo Yadav, May 2021.(c) Sunil j, January 2023.
Just to the North of Panipat Junction Railway Station a double-track line curves away to the West. Our journey continues due North parallel to the Jammu-Delhi Toll Road.
A view North along the line from one of the access roads to the Jammu-Delhi Toll Road. [Google Streetview, June 2023]
North of Panipat the line passed through Babarpur, Kohand, Gharaunda, Bazida Jatan Railway Stations while drifting gradually away from the Jammu-Delhi Toll Road.
Kohand Railway Station (c) Vikas Haryana (2012)Gharaunda Railway Station (c) Rohan Khodlyan (2021)
Beyond Bazida Jatan Station, the line turns from a northerly course to a more northwesterly direction before swinging back Northeast to a more northerly route. It then passes through Karnal Railway Station before once again swinging away to the Northwest and crossing a significant irrigation canal, passing through Bhaini Khurd, Nilokheri, Amin Railway Stations and then arrives at Kurukshetra Junction Railway Station.
North of Kurukshetra Junction the line passes through Dhoda Kheri, Dhirpur, Dhola Mazra, Shahbad Markanda (by this time running very close to the Jammu-Delhi Toll Road again), and Mohri Railway Stations before it bridges the Tangri River.
The Tangri River Railway Bridge seen from NH44, the Jammu-Delhi Road. The photograph is taking facing Northwest. [Google Streetview, June 2023]
Not too far North of the Tangri River the line enters Ambala City and arrives at Ambala Cantt Junction Railway Station.
Ambala Cantt Junction Railway Station. [Google Maps, October 2024]Ambala Cantt Junction Railway Station (c) Charan Singh (2021)Ambala Cantt Junction Railway Station (c) Ashish Jha (2022)
Ambala (known as Umbala in the past – this spelling was used by Rudyard Kipling in his 1901 novel Kim) is “located 200 km (124 mi) to the north of New Delhi, India’s capital, and has been identified as a counter-magnet city for the National Capital Region to develop as an alternative center of growth to Delhi.” [26] As of the 2011 India census, Ambala had a population of 207,934.
Travelling further North towards Kalka, trains start heading Northwest out of Ambala Cantt Railway Station. and pass through Dhulkot, Lalru, Dappar, Ghagghar Rauilway Stations before crossing the Ghaggar River and running on into Chandigarh.
The Ghaggar River Railway Bridge seen from the Ghaggar Causeway to the Northeast of the railway Bridge. [Google Streetview, June 2022]
Chandigarh Junction Railway Station sits between Chandigarh and Panchkula. it is illustrated below.
North of Chadigarh the flat plains of India give way to the first foothills of the Himalayas. What has up to this point been a line with very few curves, changes to follow a route which best copes with the contours of the land. Within the city limits of Chandigarh, the line curves sharply to the East, then to the Southeast as illustrated below.
The route of the railway between Chandigarh and Kalka to the immediate North of Chandigarh Railway Station. [Google Maps, October 2024]
The line then sweeps round to the Northeast.
The route of the line is again marked by the thick blue line on this next extract from Google’s satellite imagery. [Google Maps, October 2024]It is possible to glimpse the line from the Chandigarh-Kalka Road (NH5) at various points. This image looks from the road into Chandimandir Military Station. The bridge over the access road which can be seen above the gates carries the line to Kalka. [Google Streetview, June 2022]
The next railway station is that serving the military base, Chandi Mandir Railway Station. The line continues to the Northeast, then the North and then the Northwest before running into Surajpur Railway Station.
A glimpse of the railway North of Surajpur. The camera is facing West across the railway which is on a low metal viaduct. Kalka is some significant distance away off the right of this photograph. [Google Streetview, June 2023]
The line continues to sweep round to the Northeast before crossing the Jhajra Nadi River.
The Jhajra Nadi River Bridge seen from the Southeast on Jhajra Nadi Road. [Google Streetview, June 2023]
The line then runs parallel to the Jhajra Nadi River in a Northeasterly direction on its North bank before swinging round to the Northwest and entering Kalka Railway Station.
Kalka Station. [1: p40]An East Indian Railway Mail Train leaving Kalka. [1: p43]Kalka Railway Station. [Google Maps, October 2024]Kalka Railway Station as illustrated on the IndiaRailInfo.com website, (c) Shubh Mohan Singh. The train on the right is, I believe, the ‘Himalayan Queen’.Kalka Railway Station, (c) Saumen Pal (2022)The end of the broad gauge at Kalka Railway Station, (c) Janet Hartzenberg (2022)
The broad gauge terminates at Kalka and the journey on into the Himalayas is by narrow-gauge train.
Kalka to Shimla
Huddleston comments: “Simla [sic] is full of hill schools, and Kalka often sees parties of happy children returning to their homes; a common enough sight in London, perhaps, but in India quite the reverse. In India, European school children only come home for one vacation in the year, and that, of course, is in the cold season when they get all their holidays at a stretch. Many of them have to journey over a thousand miles between home and school. Needless to say, the railway is liberal in the concessions it grants, and does all it can to assist parents in sending their children away from the deadly climate of the plains. … At Kalka you change into a 2 ft. 6 in. hill railway, which takes you to Simla, the summer headquarters of Government, in seven hours. If you are going up in the summer, don’t forget to take thick clothes and wraps with you, for every mile carries you from the scorching heat of the plains into the delightful cool of the Himalayas, and you will surely need a change before you get to the end of your journey. … Kalka is 2,000 ft. above sea level, Simla more than 7,000 ft., therefore, the rise in the 59 miles of hill railway is over 5,000 ft., and the fall in the temperature probably 30 degrees Fahrenheit.” [1: p45]
Train of Bogie Coaches about to leave Kalka for Shimla. [1: p44]A portion of the sinuous course of the Kalka-Shimla line’s climb into the Himalayas. [1: p45]
The plan is to try to follow the line of the railway as it climbs away from Kalka Railway Station. First a quick look at the narrow gauge end of Kalka Railway Station.
The North end of Kalka Railway Station is devoted to the narrow-gauge line to Shimla. [Google Maps, October 2024]The narrow-gauge platforms at Kalka Railway Station seen from the Northwest. [Google Streetview, January 2018]The Kalka-Shimla Line. Kalka station throat looking Southeast into the station complex. [Google Streetview, January 2018]
The two views above were taken from the rear of a Shimla-bound train. This will be true of many subsequent photographs of the line.
Looking back towards Kalka Station from alongside the Diesel Shed. [Google Streetview, January 2018]The Kalka-Shimla line winds its way through Kalka. [Google Maps, October 2024]The line continues to switch back and forth on its way to the first station at Taksal. [Google Maps, October 2024]Taksal Railway Station. [Google Maps, October 2024]Taksal Railway Station looking West. [Google Streetview, November 2017]Taksal Railway Station looking East. [Google Streetview, November 2017]From Taksal Railway Station the line continues to wander around following the contours, gaining height as it does so. The route can relatively easily be picked out on this satellite image. One length of tunnel has been highlighted in red. [Google Maps, October 2024]The Western Portal of the tunnel marked above. [Google Streetview, January 2018]The Eastern Portal of the tunnel marked above. [Google Streetview, January 2018]The line continues towards Shimla following the contours and continuing to rise into the hills. Its course runs relatively close to National Highway No. 5 (NH5)
Koti Railway Station and tunnel portal just at the northern limits of the station. [Google Maps, October 2024]
Train arriving at Koti from Kalka (c) Meghamalhar Saha. (May 2024)The tunnel portal at Koti (c) Divyansh Sharma. (April 2021)
Koti Tunnel (Tunnel No. 10) is 750 metres in length. Trains for Shimla disappear into it at the station limits at Koti and emerge adjacent to the NH5 road as shown below.
Koti Tunnel (Tunnel No. 10). [Google Maps, October 2024]The Northeast portal of Tunnel No. 10(Koti Tunnel). [Google Streetview, January 2018]Leaving the tunnel the line runs on the West side of the Kalka-Shimla Road (NH5). It can be seen here a couploe of metres higher than the road. [Google Streetview, June 2023]
For some distance the line then runs relatively close to the NH5. on its Northwest side and increasingly higher than the road. The central image below shows road and rail relatively close to each other. The left image shows the structure highlighted in the central image as it appears from the South. The right-hand image shows the same structure from the North. The structure highlighted here is typical of a number along the route of the railway.
For a short distance the line has to deviate away from the road to maintain a steady grade as it crosses a side-valley.
The line runs away North of the NH5 to allow gradients to remain steady. Top0-left of this image is a wayside halt serving the communities in this vicinity and as the line turns to cross the valley and return towards the NH5, there is a bridge carrying the line over the valley floor. [Google Streetview, October 2024]
The Halt and bridge shown in the image above on an enlarged extract from the satellite imagery. [Google Maps, October 2024]
The Halt. [Google Streetview, January 2018]The stone-arched viaduct to the Northeast of the Halt, seen from the platform. [Google Streetview, January 2018]
Tunnel No. 12 is only a short tunnel relatively close to the NH5. This is the West portal. [Google Streetview, January 2018]The East Portal of Tunnel No. 12. [Google Streetview, January 2018]Tunnel No. 13. [Google Maps, October 2024]Tunnel No. 14. [Google Maps, October 2024]
The sort tunnels above are typical of a number along the line. Tunnel No. 16 takes the railway under the NH5.
The NH5 climbs alongside the railway line which can be seen on the left of this image. around 100 metres further along the line Tunnel No. 16 takes the railway under the road. [Google Streetview, August 2024]The line crosses under the NH5 at the bottom left of this satellite image and can be seen following the contours on the Southside of the road across the full width of the image, leaving the photo in the top-right corner. [Google Maps, October 2024]Looking back down the line towards Kalka through Sonwara Railway Station. [Google Streetview, January 2018]Again looking back towards Kalka the structure that the train has just crossed is given its own sign board. It appears to be a 4 span stone-arched viaduct. [Google Streetview, January 2018]
The next tunnel on the line (No. 18) is a semi-circular tunnel.
Tunnel No. 18The first portal , facing Southwest, encountered by Shimla-bound trains.The exit portal also facing Southwest.
Tunnels No. 21 and No. 22 are shown below. The first image in each of these cases is the line superimposed on Google Maps satellite imagery (October 2024). The other two images, in each case, are from Google Streetview, January 2018.
Immediately beyond the station the line is bridged by the NH5 and then enters another tunnel.
The short tunnel to the North of Dharampur Himachal Railway Station which perhaps carried the original road, (c) Balasubramaniam Janardhanan. (Video still, April 2022) {Google Maps, October 2024]The same bridge and short tunnel. [Google Streetview, January 2018]The line running North beyond the tunnel. [Google Streetview, January 2018]
After a deviation away to the North, the railway returns to the side of the NH5. Tunnels No. 27 and 28 take the line under small villages. Another tunnel (No. 29) sits just before Kumarhatti Dagshai Railway Station.
Kumarhatti Dagshai Railway Station. [Google Maps, November 2024]Kumarhatti Dagshai Railway Station, (c) Faizan Ahmed. (2020)Kumarhatti Dagshai Railway Station, (c) Bhushan Saini. (2023)Kumarhatti Dagshai Railway Station building. [Google Streetview, January 2018]
As trains leave Kumarhatti Dagshai Railway Station, heading for Shimla, they immediately enter Tunnel No. 30.
Tunnel No. 30 is a short straight tunnel which takes the railway under the village and NH5. [Google Streetview, January 2018]
Two short tunnels follow in quick succession, various tall retaining walls are passed as well before the line crosses a relatively shallow side-valley by means of a masonry arched viaduct.
A short viaduct to the East of Kumarhatti Dagshai Railway Station. [Google Streetview, January 2018]
Tunnel No. 33 (Barog Tunnel) is a longer tunnel which runs Southwest to Northeast and brings trains to Barog Railway Station.
Barog Tunnel, Southwest Portal. [Google Streetview, January 2018]Barog Tunnel Northeast portal opens out onto Barog Railway Station. [Google Streetview, January 2018]Barog Railway Station. [Google Streetview, January 2018]
Now back on the North side of the NH5, the line continues to rise gently as it follows the contours of the hillside. Five further short tunnels are encountered beyond Barog (Nos. 34, 35, 36, 37 and 38) before the line runs into Solan Railway Station.
Solan Railway Station. [Google Maps, November 2024]A railcar at Solan Station, (c) N Nozawa. (2023)Solan Railway Station, (c) Vikas Chauhan. (2021)
Immediately to the Eat of Solan Railway Station trains enter Tunnel No. 39 and soon thereafter Tunnels Nos. 40, 41 and 42 before crossing the NH5 at a level-crossing.
Level-crossing on the main Kalka-Shimla Road. [Google Streetview, January 2018]
Further tunnels follow on the way to Salogra Railway Station.
Salogra Railway Station was oriented North-South approximately.
Looking North through Salogra Railway Station. [Google Streetview, January 2018]Salogra Railway Station buildings seen from the South. [Google Streetview, January 2018]Salogra Railway Station sign, (c) Travel More. (2015)
A further series of relative short tunnels protects the line as it runs on the Kandaghat Railway Station.
Tunnel No. 51, typical of many short tunnels on the line. [Google Streetview, January 2018]Approaching Kandaghat Railway Station. [Google Streetview, January 2018]Kandaghat Railway Station. [Google Streetview, January 2018]The stone-arched viaduct carrying the line over the NH5 (Kalka-Shimla Road) at the North end of Kandaghat Railway Station. [Google Streetview, July 2024]
Tunnels Nos. 56 and 57 sit a short distance to the East of the viaduct above. the line now accompanies a different highway which turns off the NH5 close to the viaduct.
The next significant structure is the galleried arch bridge below.
More tunnels, Nos. 58 to 66 are passed before the line crosses another significant structure – Bridge No. 541 – and then runs through Kanoh Railway Station.
Bridge No. 541 seen from the aine approaching it from the South. [Google Streetview, January 2018]Bridge No. 541 seen from its West end. [Google Streetview, January 2018]Kanoh Railway Station. [Google Maps, November 2024]Kanoh Railway Station, (c) Saumen Pal. (April 2022). [Google Maps, November 2024]
After Kanoh Station the line passes through a further series of short tunnels (Nos. 67-75) before meeting its old friend the NH5 (the Kalka to Shimla Road) again.
The Kalka to Shimla Railway line viaduct seen from the Southwest on the adjacent NH5 (Kalka-Shimla Road). [Google Streetview, July 2024]
Beyond this point the line passed through Tunnels Nos. 76 and 77 before arriving at Kathleeghat Railway Station.
Kathleeghat Railway Station.
Kathleeghat Railway Station. [Google Streetview, January 2018]Kathleeghat Railway Station. [Google Streetview, January 2018]Kathleeghat Railway Station. [Google Streetview, January 2018]
Immediately the Northeast of Kathleeghat Station the line enters Tunnel No. 78 under the Kalka-Shima Road (NH5) and soon heads away from the road plotting its own course forward toward Shimla through Tunnels Nos. 79 and 80, before again passing under the NH5 (Tunnel No. 81). Tunnels Nos 82 to84 follow and the occasional overbridge before the next stop at Shoghi Railway Station.
Shoghi Railway Station. [Google Maps, November 2024]Shoghi Railway Station, (c) Muhammed Riyas. (2022)Shoghi Railway Station, (c) Abhishek Dhiman. (2020)
North East of Shoghi Station the line turns away from the NH5 and passing though a series of short Tunnels (Nos. 85-90) finds it own way higher into the hills before passing through Scout Halt and into a longer Tunnel (No. 91).
Tunnel No. 91, seen from the track alongside Scout Halt, (c) Iqbal Singh. (2019)Scout Halt, seen from the South Portal of Tunnel No. 91. [Google Streetview, January 2018]The North Portal of Tunnel No.91. [Google Streetview, December 2017]
North of Tunnel No. 91, the line enters Taradevi Railway Station which sits alongside the NH5.
Immediately North of the station the line passes under the NH5 in Tunnel No. 92 and then runs on the hillside to the West of the road. It turns West away from the road and passes through Tunnels 93 to 98 before entering Jutogh Railway Station.
Jutogh Railway Station. [Google Maps, November 2024]Jutogh Railway Station. [Google Streetview, January 2018]Jutogh Railway Station, (c). Manoj Rai. (2022)
Leaving Jutogh Railway Station, the line turns immediately through 180 degrees and runs along the North side of the ridge on which the town sits. Tunnel No. 98 is followed by a short viaduct.
This viaduct sits just east of Tunnel No. 98, above the Shima-Ghumarwin Road. Just a short distance towards Shima, the same road climbs steeply over the railway which passes under it in Tunnel No. 99. [Google Streetview, January 2018]
east of the road, Tunnel No. 100 is followed by a long run before an overbridge leads into Summer Hill Station.
Summer Hill Railway Station looking back towards Jutogh Station. [Google Streetvoew, December 2017]Summer Hill Railway Station looking towards Shimla. [Google Streetvoew, December 2017]
Beyond Summer Hill Station, the line immediately ducks into Tunnel No. 101 which takes it under the ridge on which Summer Hill sits and then returns almost parallel to the line whch approached Summer Hill Station but to the East of the ridge. It runs on through Tunnel No. 102 to Inverarm Tunnel (No. 103) which brings the line into Shimla.
Inverarm Tunnel (No. 103) Western Portal. [Google Streetview, January 2018]Inverarm Tunnel (No. 103) Sotheast Portal. [Google Streetview, January 2018]The incline on the approach to Shimla Station. [Google Streetview, January 2018]The incline on the approach to Shimla Station. [Google Streetview, January 2018]Shimla Railway Station. [Gpgle Streetview, January 2018]Shimla Railway Station. [Google Maps, November 2024]Shimla Railway Station, (c) Agrim Maurya. (2022)Shimla Railway Station, (c) Shishu Ranjan. (2022)
Shimla is the end of this journey on first the East Indian Railway and its branches and then the line to Kalka before we travelled the narrow gauge Kalka to Shimla Line.
Wikipedia tells us that “the Kalka–Shimla Railway is a 2 ft 6 in (762 mm) narrow-gauge railway. … It is known for dramatic views of the hills and surrounding villages. The railway was built under the direction of Herbert Septimus Harington between 1898 and 1903 to connect Shimla, the summer capital of India during the British Raj, with the rest of the Indian rail system. … Its early locomotives were manufactured by Sharp, Stewart and Company. Larger locomotives were introduced, which were manufactured by the Hunslet Engine Company. Diesel and diesel-hydraulic locomotives began operation in 1955 and 1970, respectively. On 8 July 2008, UNESCO added the Kalka–Shimla Railway to the mountain railways of India World Heritage Site.” [28]
References
G. Huddleston; The East Indian Railway; in The Railway Magazine, July 1906, p40-45.
A contemporary account of the completion of the additional rail bridge over the River Tyne.
This is the Bridge that became known as the King Edward VII Bridge. It is a Grade II listed structure and has been described as “Britain’s last great railway bridge”. [4]
The King Edward VII Bridge, Newcastle, (c) Ardfern and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [5]A map of the North-Eastern Railway at Newcastle -on-Tyne. This sketch comes from the article in The Railway Magazine and suffers from a minor problem that left me struggling, for a short while, to make sense of it. Surely Central Station, Newcastle is on the North bank of the Tyne? It was the lack of a North point on the map that left me confused! [1: p9]
The introduction to the article in the Railway Magazine says:
“Travellers journeying by the East Coast route to and from places north of Newcastle-on- Tyne, have always commented on an anachronism of the twentieth century, that hitherto has required trains to run into a ‘dead end’ station, thus compelling a stop, with consequent delay, whatever might be the stress of competition between the rival routes. Now however, all this is to be altered. Readers of The Railway Magazine are acquainted with the fact that for some years past the North-Eastern Railway has had under construction a duplicate high-level bridge across the Tyne, by means of which trains north to south, and vice versa, will be enabled to pass through the Central Station, without stopping, if necessary, but, at all events, without having the direction in which the train is travelling altered. The plan [above shows] how this improvement is effected by means of the new bridge and connecting lines. His Majesty the King has consented to open the new bridge, and thus inaugurate the improvement, on Tuesday, 10th July, after which date it will be possible to work the North-Eastern Railway trains that pass through Newcastle-on-Tyne in a manner showing a considerable improvement in the system now [pertaining]” [1: p9-10]
The New High Level Bridge Carrying the North Eastern Railway across the Tyne at Newcastle. [1: p10]
From the South side of the River Tyne a triangular junction gives access to the bridge, which is described by The Railway Magazine::
“A stone viaduct of three spans forms the approach to the bridge proper, which consists of four girder spans; the first being 191 ft. between piers, the two centre ones each 300 ft., and the northern span 231 ft. between the piers; this is followed by a stone viaduct of 10 spans each 25 ft. wide. The height of the ten piers of this viaduct, from road level to the spring of the arch, is 18 ft., and the arches are semi-circular, the arch stones being 18 in. in depth. The distance from road level to rail level is 33 ft., the foundations being on clay and averaging about 7 ft. in depth. This arching rests on ashlar piers 4 ft. thick and 51 ft. transversely, each pier being relieved by three 7 ft. arches.
The new line is next carried by a bridge across Pottery Lane, and then enters the well-known Forth goods warehouse of the North-Eastern Railway at the first storey level by steel girders resting on brick piers. The spans through the warehouse are 40 ft., and the foundations for the piers are taken down to good clay beneath the cellar floor. The distance from rail to the bottom of the foundation is 40 ft. The roof of the warehouse is held up by a wind screen, resting on the piers outside the parapet girders, and the corner of the building, cut off by the railway, is now being used as offices for the goods staff.
Beyond the goods warehouse the new line continues to a junction with the Newcastle and Carlisle Railway, a short distance west of the Central station at Newcastle.
The new bridge carries four pairs of metals.
The total length of the main bridge, measuring from the first abutment on the north side to the abutment on the south side is 1,150 ft. The girders measure 48 ft. 6 in. from centre to centre of parapets, and the breadth of steel work overall is 50 ft., so that there is thus provided a space of 6 ft. between the tracks, and room for a pathway for the use of platelayers on either side. The girders are built of double lattice work, with top and bottom booms 3 ft. deep, and are braced together at the top and bottom by transoms, of which the lower are of lattice work and the upper of plate work 164 in. deep, the latter carrying the timberway on which the rails run. Each girder has panels of 23 ft., of which the struts or ties are lattice girders 4 ft. 1 1/2 in. wide.
The girders for the centre spans have a camber of 7 1/2 in. and the north span of 6 in. The parapets, which are 5 ft. high are bracketed to the outside of the girders and are of lattice work, and, in order to carry the railway over the piers, the opposite top booms are bracketed out towards each other leaving a space of 6 in. between the ends of the top booms of the girders. To provide for expansion these girders rest on roller bearings at one end of cast steel, with a base of 38 sq. ft. each. The total weight of steel for each of the spans is: North span, 950 tons; two central spans, 3,482 tons; southern span, 1,350 tons. As the rails begin to diverge on the pier in the southern side of the river they are some distance apart at the next pier, there being then 132 ft. between the parapets. For this span of 191 ft. there are also five girders, but they spread out towards the south like a fan instead of being parallel.
The river piers are of Norway granite, and the foundations have all been taken down to the same depth, namely, 69 ft. below high water, and they have been built in caissons. The adoption of the caisson method of constructing the foundations marks a difference between the new high-level and the old bridge, as the latter was built on piled foundations. It should, however, be remembered that in 1845, when Stephenson’s great work was undertaken, the Tyne could almost be forded at low water, whilst there is now a deep-water channel beneath both bridges.
The total length of the new railway is 4 furlongs 2 chains, whilst the loop to the south-east is 1 furlong 2 chains in length. Of this length of railway 19 chains is straight, including the crossing of the river, but the rails are on a 10-chain curve on leaving the west end of the Central station, and again, on a similar curve on reaching the south side of the river, the south-east curve having a radius of 7 chains. The line is level from the commencement on the north side as far as the pier on the south side of the river, when the main curve falls to the south-west on a gradient of 1 in 132, and the loop falls at 1 in 226. The new high-level bridge has been constructed from the designs of Mr. C. A. Harrison, the chief engineer of the Northern Division of the North-Eastern Railway, and this gentleman laid the foundation stone on 29th July 1902, so that less than four years have been occupied in constructing the bridge and new approach railway to Newcastle Central station.” [1: p10-11]
Another view of the King Edward VII Bridge, Newcastle, (c) Nathan Holth, 13th May 2018. [6]
The original ‘High Level Bridge’ – designed by Robert Stephenson
The first High Level Bridge across the Tyne at Newcastle was opened in 1849. It was designed by Robert Stephenson, that bridge carried rail and road traffic and was the first in the world to do so.
Network Rail tells us that “the Newcastle & Berwick Railway secured the Act to build its line in 1845. It stipulated that the company should construct a combined road and rail bridge across the River Tyne between Newcastle and Gateshead, to be completed within four years. … The bridge was designed by Robert Stephenson and detailed drawings were made under the supervision of Thomas E Harrison. To avoid excessive width, and thereby expense, it was decided to carry the railway above, rather than beside, the roadway. The roadway itself was designed to be 20ft (6m) wide with a 6 1/2ft (2m) footway on either side. The combined width allowed three standard gauge tracks to run across the top rail level of the bridge. The overall length of the bridge was to be 1338ft (408m).” [2]
An extract from the contract drawings for Stephenson’s bridge. [2]
Network Rail goes on to describe the construction of the bridge:
“The bridge was a tied arch (or bow-string) bridge with the main structural elements made of either cast or wrought iron. It had in total six spans each 125ft (38m) in length, the cast iron bows supporting the railway while wrought iron ties supported the road deck below. To enable a level line for the railway across the deep and wide Tyne valley, the roadway was built at 96ft (29m) and the railway 120ft (37m) above high water on the river. Contracts for the production of the ironwork were let to local firm Hawkes, Crawshay & Co. of Newcastle.
The bridge sits on five masonry piers, 50ft (15m) thick and 16ft (5m) wide. Although the River Tyne at the point the bridge is constructed was no more than 3ft (1m) deep at low water, its bed consisted of some 30ft (9m) of silt before underlying bedrock could be reached.
A recent invention, the ‘Nasmyth Steam Pile Driver’, was used for the first time in bridge building, enabling the piles for the bridge foundations to be driven down to the bedrock quickly and efficiently. Rush & Lawton of York were contracted to build the five main masonry piers and the land arches on each side carrying the approaches; 50,000 tons of stone was quarried near Newcastle, mainly at Heddon on the Wall.
To assist in the construction work a wooden viaduct was built immediately to the east of the permanent one. This temporary structure was opened to railway traffic on 29 August 1848, just a year before the High Level Bridge itself was opened by Queen Victoria on 28 September 1849. The public roadway over the bridge was not completed and opened until some six months later.” [2]
A Gallery of photos, drawings and engravings of Stephenson’s High Level Bridge. …..
A coloured early engraving looking downstream (1863). [3]An engraving showing the roadway under the rail bridge in early days. [3]Three lines crossed the bridge. This is a view from the South side of the Tyne at high level. [3]A similar image but this time showing more of the West face of the structure. [3]An aerial view of the High Level Bridge in 1967. [3]The entrance to the road bridge in more modern times, after weight and width restrictions were imposed. [3]A view of the High Level Bridge from the Southeast in 2012, looking upstream. [3]A view of the High Level Bridge in 2014 from the Northwest. [3]A modern DMU (A Class 185 diesel multiple unit) crossing the High Level Bridge in 2015. [3]
References
The New High Level Bridge at Newcastle-on-Tyne; in The Railway Magazine, London, July 1906, p9-11.
This is the second article in a series about the Border Counties Railway. The first can be found here. [3]
An online acquaintance pointed me to a film made in the mid-1980s, ‘Slow Train to Riccarton’ which records something of the lives of people associated with this railway line:
The film shows different lengths of the line and records a number of people speaking about their life on and around the line.
This first image is a still from the film which denotes where we are starting this next length of the journey along the line. A few more ‘stills’ will help to locate us as we travel along the line.
The line travelled on, Northwest from Chollerton, much of the time in deep cutting as far as Dallabank Wood, by which time it was running on a northerly course. Soon after the wood, the line turned towards the Northwest, passed under the local road (Dalla Bank), crossed a short but high embankment under which Barrasford Burn was culverted, and entered Barrasford Railway Station.
The red line shows the route of the old railway immdiately to the North of Chollerton Railway Station. [Google Maps, October 2024]The cutting South of Dalla Bank, Facing towards Chollerton in 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [15]The line continued on as marked by the red line under Dalla Bank and on to Barrasford Station which was located at the top left of this extract from Google’s satellite imagery. [Google Maps, October 2024]The view along the old railway line North-northwest from Dalla Bank. [Google Streetview, August 2023]Barrasford Railway Station name-board. [2]
Barrasford Railway Station opened on 1st December 1859 by the North British Railway. The station was situated on a lane to Catheugh, around “200 yards northeast of the centre of Barrasford village. A siding adjoined the line opposite the platform and there was a further loop to the northwest. Both of these were controlled by a signal box, which was at the northwest end of the platform. The station was host to a camping coach from 1936 to 1939.” [4]
“Barrasford station was closed to passengers on 15th October 1956 but remained open for goods traffic until 1st September 1958, although it was downgraded towards an unstaffed public siding.” [4]
A short distance Northwest of Barrasford Railway Station, was Barrasford Quarry which was provided with its own siding.
The line Northwest of Barrasford Railway Station. [Google Maps, October 2024]The track bed of the old railway a little to the Northwest of Barrasford Railway Station, looking back along the line towards the station in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [12]Looking back towards Barrasford Station from Chishill Way. The line was carried at high level over the road. Only the embankments remain. [Google Streetview, August 2023]A wintertime view along the old railway to the West from the East side of Chishill Way, in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [13]Looking West from Chishill Way. The railway embankment is to the right of the trees. [Google Streetview, August 2023]The track bed further West from Chswell Way, in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [14]Barrasford Quarry Sidings and Tramway. [7]Tarmac’s quarry at Barrasford is a much larger affair in the 21st century. [Google Maps, October 2024]The entrance to Barrasford Quarry. The red line indicates the approximate route of the old railway which is treelined to the West of the quarry road and through open fields to the East of the quarry road. The siding was on the North side of the line. [Google Streetview, August 2023]Just to the Northwest of Barrasford Quarry Siding was a branch line to Camp Hill, Gunnerton Quarry.This branhc was about 2 miles in length and is recorded on some maps as an old Waggonway. [8]The same location in the 21st century with the old railways superimposed. [Google Maps, October 2024]
The Camp Hill Branch as shown on satellite imagery from Railmaponline.com. The branch was a short industrial line serving a relatively small quarry to the North of Barrasford Quarry. It appears to have been disused by 1920 as one of the local OS Map sheets across which the line travels shows the line lifted by that time and referred to as an ‘Old Waggonway”. The line is present on map sheets surveyed in 1895.
A short section of the Camp Hill Branch Line as shown on the 1920 25″ Ordnance Survey which was published in 1922. [18]
A little further to the Northwest, the access road to Short Moor crossed the old railway. Just before that lane there was another stone bridge which gave access between fields either side of the line.
Stone bridge Southwest of the Short Moor access road in December 2013, (c) Mike Quinn and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [28]Two bridges crossed the line close to Short Moor. [29]
A distant view from the Southwest of the bridge carrying the access road to South Moor which is on the left of this image. The stone-arched bridge is just to the right of centre. [Google Streetview, April 2011]
Further to the Northwest, the line as shown on the railmaponline.com satellite imagery. {17}The line ran on to the Northwest and this is the next significant point on the old railway. Close to Chipchase Castle the line was bridged by a minor road. [20]The view across the old railway bridge from the Northeast. [Google Streetview, June 2009]This next roadoverbridge carries an access road over the Border Counties Railway close to Kiln Plantation shortly before the highway turns away from the railway to the West along the North side of the plantation. [21]The view from the South of the road bridge in the map extract above. [Google Streetview, April 2011]The same structure in a photograph taken by Paul Hill and shared by him on the Border Counties Railway Facebook Group on 17th August 2020. [23]
A short distance to the Northwest another access road runs off the highway and crosses the Border Counties Railway.
This map estract shows the lane leading to Comogon in 1920, which was carried over the old railway by means of a private access bridge. [24]The access road is private and this is the closest view of the old line at this location that is possible. The red lines show its route which was in a slight cutting to the right of the access road and a slight embankment to the left of the road. [Google Streetview, April 2011]Wark Railway Station as shown on the 25″ Ordnance Survey of 1895. [25]The view Southeast along the Border Counties Railway through Wark Railway Station. [Google Streetview, June 2009]The Goods Shed at Wark Railway Station. [Google Streetview, June 2009]Wark Signal Box when still in use. It sat just Northwest of the station platforms. This image was shared by Ian Farnfield on the Border Counties Railway Facebook Group on 6th April 2022. The provenance of this image is not known. [26]Wark Signal Box in the 21st century. This image was taken by Ian Farnfield and shared by him on the Border Counties Railway Facebook Group on 6th April 2022. [26]
A short distance Northwest from Wark Railway Station the Border Counties Railway passed under another minor road.
This next extract from the 1895 25″ Ordnance Survey shows that bridge mentioned above crossing the old railway. [27]The bridge mentioned above. [Google Streetview, July 2023]
From this point, the line turns to a more northerly direction as this next extract from the railmaponline.com satellite imagery shows. An accommodation track and Blind Burn next passed under the line of the railway. The image below shows the location.
The view Northeast along Piper Gate towards what was a bridge carrying the Border Counties Railway over the Burn and road. [Google Streetview, Aril 2011]
Northwest of Piper Gate a private access road follows the track bed to a private dwelling. Further North another access track passed underneath the line (shown in the first map extract below)
Continuing North from Countess Park alongside the River North Tyne, the Border Counties Railway reaches Redesmouth Railway Station which was a junction station.
Redesmouth as shown on the OS Explorer Map Sheet. The dismantled railways can easily be seen. The Border Counties Railway bears Northwest from the Station and crosses the River North Tyne.
The two images immediately above focus on the railway infrastructure at Redesmouth which spreads over quite a large site surrounding the hamlet of Redesmouth. [Google Maps, October, 2024] [36]
More images of Sowerby Bridge Railway Station can be found here [67] and here. [68]
Just beyond the eastern station limits Fall Lane bridges the line – two views from the bridge follow.
The view East from Fall LaneThe view West from Fall Lane
To the East of Sowerby Bridge the line crosses the River Calder again.
Another extract from the 25″ Ordnance Survey of 1905, published in 1907 shows Calder Dale Grease Works, Copley Bridge and Copley Viaduct. The Sowerby Bridge, Halifax and Bradford line leaves the main line at this point. [25]The bridge and Viaduct as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]
An image of Copley Viaduct can be seen here. Just beneath the viaduct, at the left of the linked photograph, a train is crossing Copley Bridge on the line we are following. [61]
The Manchester and Leeds Railway then crosses the Calder once again and enters Greetland Station. The second arm of the Sowerby Bridge, Halifax and Bradford line joins the mainline just before (to the Northwest of) Greetland Station.
Greetland Station shown on the 25″ Ordnance Survey of 1905. Top-left the second arm of the triangular junction with the Sowerby Bridge, Halifax and Bradford line can be seen joining the Manchester and Leeds Railway. Bottom-right, the Stainland Branch leaves the main line just before the main line bridges the River Calder once again. [26]The same location in the 21st century. Greetland Station is long gone and the branch South (the Stainland Branch has also been lifted. [Google Maps, October 2024]Greetland Railway Station in 1962, just before closure. The camera is positioned at the Northwest end of the station. [28]
Greetland Railway Station “was originally opened as North Dean in July 1844. It was subsequently changed to North Dean and Greetland and then to Greetland in 1897. Situated near the junction of the main Calder Valley line and the steeply-graded branch towards Halifax (which opened at the same time as the station), it also served as the junction station for the Stainland Branch from its opening in 1875 until 1929. It was closed to passenger traffic on 8th September 1962.” [27]
Looking West from the A629, Halifax Road which sits over the line adjacent to the West Portal of Elland Tunnel. [Google Streetview, July 2024]
Rake says that the line then approaches “Elland Tunnel, 424 yards, in length, and, after leaving Elland Station, pass[es] through a deep cutting, from which a large quantity of stone for the building of the bridges was obtained.” [1: p471]
To the East of Elland Railway Station the railway is carried above the River Calder, passing Calder Fire Clay Works. Further East again, “the railway is carried across a steep and rugged acclivity, rising almost perpendicularly from the river. … The viaduct consists of six arches of 45ft span each, and leads directly to Brighouse, originally the nearest station to Bradford.” [1: 472]
The view from the South of the bridge which carries the railway over Park Road (A6025), Elland. Elland Station stood above this location and to the left. [Google Streetview, July 2024]
From Elland, the line runs on through Brighouse
Brighouse Station and Goods Yard as shown on the 25″ Ordnance Survey of 1905. [31]The view West from Gooder Lane Bridge towards Cliff Road Bridge Elland. [Google Streetview, May 2023]The view East across Brighouse Railway Station from Gooder Lane. [Google Streetview, May 2023]Brighouse Railway Station (originally called ‘Brighouse for Bradford’). [1: p472]
Embedded link to Flickr. The image shows B1 No. 61034 Chiru at Brighouse Station on 2nd April 1964. The locomotive is arriving at the station from the East with a local passenger train. The locomotive had only recently been transferred to Wakefield from Ardseley. It was withdrawn at the end of 1964. The photograph looks Southeast through the station. [32]A much later photograph of Brighouse Railway Station (2006) which looks Northwest through the station from platform 1, (c) Ian Kirk and authorised for reuse under a Creative Commons Licence (CC BY 2.5). [33]
To the East of the passenger facilities at Brighouse there were a significant array of sidings. The first length of these can be seen on the OS Map above. Around 75% of the way along these sidings Woodhouse Bridge spanned the lines. Much of the area has been redeveloped by modern industry. The next four images relate to that bridge.
Woodhouse Bridge in 1905. [69]Woodhouse Bridge in 2024. [69]Looking West from Woodhouse Bridge in 2023. [Google Streetview, August 2023]Looking East from Woodhouse Bridge in 2023. [Google Streetview, August 2023]
Leaving Brighouse Station, the railway is joined, from the North, by the Bailiff Bridge Branch (long gone in the 21st century).
Immediately to the East of Brighouse Station Goods Yards, the Bailiff Bridge Branch joined the Manchester and Leeds Railway. [62]Approximately the same area in the 21st century as shown on the OS map extract above. The line of the old Bailiff Bridge Branch is superimposed on the satellite image. [Google Maps, October 2024]
A little further to the East, in the 21st century, the line passes under the M62 and enters a deep cutting before, at Bradley Wood Junction, the Bradley Wood Branch leaves the line to the South (still present in the 21st century).
Looking West from the M62 in July 2024Looking East from the M62 in July 2024Bradley Wood Junction as shown on the 25″ Ordnance Survey of 1905. [70]Much the same area in the 21st century. [70]
“Beyond [Bradley Wood Junction] the Calder is crossed by a viaduct of two arches of 76 ft. span each. this is succeeded by an embankment, along which the line continues down the valley. [It] again cross[es] the Calder by a viaduct similar to that just referred to.” [1: p472] The line was widened to the South side to create a four-track main line and single span girder bridges were positioned alongside the original structures.
At the first crossing of the River Calder mentioned immediately above, the original two arches of the stone viaduct can be seen beyond the more modern girder bridge in this photograph, (c) Uy Hoang. [Google Streetview, September 2022]The same bridges as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]
In between the two bridges across the River Calder, was Cooper Bridge Station.
Cooper Bridge Station as it appears on the 1905 25″ Ordnance Survey. [34]The Station at Cooper Bridge is long gone in the 2st century, but the bridges remain. The station sat over the road at this location with platform buildings between the rails of the left edge of this image. This photograph is taken from the North on Cooper Bridge Road. [Google Streetview, July 2024]The second of the two crossings of the River Calder mentioned above. This photograph, taken from the Southwest, shows the girder bridge with the stone-arched 2-span bridge beyond, (c) Uy Hoang. [Google Streetview, September 2022]This view from the North East and from under an adjacent footbridge shows the stone-arched 2-span structure, (c) Uy Hoang. [Google Streetview, September 2022]
Rake’s journey along the line seems not to focus so closely on the remaining length of the line. Various features and a number of stations seem to have been missed (particularly Cooper Bridge, Mirfield, Ravensthorpe, Thornhill, Horbury & Ossett). It also seems to suggest that the line goes through Dewsbury Station. Rather than rely on Rake’s commentary about the line, from this point on we will provide our own notes on the route.
At Heaton Lodge Junction, the LNWR Huddersfield & Manchester line joined the Manchester & Leeds line with the LNWR Heaton & Wortley line passing beneath. The Manchester & Leeds line ran on towards Mirfield Station passing the large engine shed before entering the station over a long viaduct which once again crossed the River Calder.
Just to the East of Mirfield Station was Cleckheaton Junction and then Wheatley’s Bridge over the River Calder. A bridge then carries Sand Lane over the railway.
Looking West from Sands Lane Bridge back towards Mirfield. [Google Streetview, May 2023]Looking East from Sands Lane Bridge. [Google Streetview, May 2023]
Soon after this the line encountered Dewsbury Junction which hosted Ravensthorpe (Ravensthorpe and Thornhill) Station.
Dewsbury Junction and Ravensthorpe Station. [39]Looking West from Calder Road towards Mirfield. [Google Streetview, May 2023]The view East from Calder Road showing Ravensthorpe Station with the Manchester & Leeds line heading away to the right of the picture. [Google Streetview, May 2023]
Thornhill Railway Station was a short distance further East just beyond the junction where the Ravensthorpe Branch met the main line at Thornfield Junction.
Thornfield Junction, Goods Yard and Station as shown on the 25″ Ordnance Survey of 1905. [40]Thornhill Station opened with the Manchester & Leeds Railway and only closed on the last day of 1961, a short time before Beeching’s closure of of Dewsbury Central. [37]The same station looking East towards Wakefield, Normanton etc. In the background is the bridge of the ex-Midland branch from Royston to Dewsbury (Savile Town), closed 18/12/50, (c) Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [38]The view West from Station Road in the 21st century, through what was Thornhill Railway Station. {Google Streetview, March 2023]The view East from Station Road in the 21st century. The bridge ahead carries Headfield Road over the railway. [Google Streetview, March 2023]The view West from Headfield Road Bridge towards the site of the erstwhile Thornhill Railway Station and Station Road. [Google Streetview, October 2022]The view East from Headfield Road Bridge. [Google Streetview, October 2022]
East of Thornhill Station were Dewsbury West and Dewsbury East junctions which together with Headfield Junction formed a triangular access to Didsbury Market Place Station. This was a busy location which sat close to Dewsbury Gas Works, Thornhill Carriage and Wagon Works and Thornhill Lees Canal Locks and a canal branch. Just off the North of the map extract below was a further junction giving access to the GNR’s Headfield Junction Branch, before the line crossed the River Calder and entered Dewsbury Market Place Station and Yard and terminated there.
This extract from the 25″ Ordnance Survey of 1905 shows the triangular junction which provided access to Dewsbury Market Place Station and a series of Goods Yards and Sheds. Headfield Road is on the left side of this image. [41]A similar area in the 2st century as it appears on Google Maps satellite imagery. [Google Maps, October 2024]
Dewsbury was very well provided for by both passenger and freight facilities. In its railway heyday the Midland Railway, the London & North Western Railway, the Lancashire & Yorkshire Railway and the Great Northern Railway all had access to the town. A computer drawn map showing the different lines can be found here. [42]
Continuing along the line towards Wakefield and Normanton, the next feature of note is the junction for Combs Colliery’s Mineral Railway at Ingham’s Sidings. Nothing remains of this short branch line.
Ingham’s Siding ran South, crossing the Calder & Hebble Navigation to reach Comb’s Colliery. [43]
Further East the line continues in a straight line East-southeast to cross the River Calder once again. It then passes the Calder Vale and Healey Low Mills at Healey and runs Southeast to Horbury and Ossett Station.
The bridge over the River Calder adjacent to Calder Vale and Healey Low Mills. [Google Streetview, April 2023]The bridge over the River Calder at Calder Vale and Healey Low Mills is in the top-left of this map extract from the 1905 25″ Ordnance Survey. This area was chosen by British Rail in the 1960s for a large marshalling yard. [46]British Railways developed a large marshalling yard in the 1960s at Healey Mills. The yard was opened in 1963 and replaced several smaller yards in the area. It was part of the British Transport Commission’s Modernisation plan, and so was equipped with a hump to enable the efficient shunting and re-ordering of goods wagons. The yard lost its main reason for existence through the 1970s and 1980s when more trains on the British Rail system became block trains where their wagons required less, or more commonly, no shunting. Facilities at the site were progressively run down until it closed completely in 2012. [46][47]Healey Mills Marshalling Yard in April 1982, (c) Martin Addison and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [48]Looking Northwest from Storrs Hill Road Bridge in the 21st century. [Google Streetview, March 2023]Looking Southeast from Storrs Hill Road Bridge in the 21st century through the throat of the old marshalling yard. [Google Streetview, March 2023]Horbury & Ossett Railway Station. [44]The site of Horbury & Ossett Railway Station in the 21st century. [Google Maps, October 2024]Looking Northwest from Bridge Road, A642 towards Storrs Road Bridge. Horbury and Ossett Railway Station goods facilities were on the left. [Google Streetview, July 2024]looking Southeast from Bridge Road. the passenger facilities were on the Southeast side of Bridge Road with the platform sat between the running lines. [Google Streetview, July 2024]
“Horbury and Ossett railway station formerly served the town of Horbury. … The station was opened with the inauguration of the line in 1840, on the west of the Horbury Bridge Road, to the south-west of the town. Later a new, more substantial structure was built just to the east. … British Railways developed a large marshalling yard in the 1960s at Healey Mills immediately to the west of the original station. … [The station] closed in 1970. Almost all that remains is the old subway which ran under the tracks. Ossett is now the largest town in Yorkshire without a railway station. Proposals to open a new one are periodically canvassed, perhaps on part of the Healey Mills site.” [45]
A little further East is Horbury Fork Line Junction where a mineral railway runs South to Harley Bank Colliery and the Horbury & Crigglestone Loop leaves the Manchester to Leeds line.
Horbury Fork Line Junction on the 1905 25″ordnance Survey. The junction sat just to the West of Horbury Tunnel. That tunnel has since been removed. [49]The same location in the 21st century. The tunnel sat to on the East side of the present footbridge which is just to the left of the centre of this image. This image is an extract from the NLS’ ESRI satellite imagery. [49]
These next few photographs show views of the line from a series of three overbridges to the East of Horbury Fork Line Junction.
The view West from Southfield Lane Bridge. [Google Streetview, October 2022]The view East from Southfield Lane Bridge. [Google Streetview, October 2022]The view West from Dudfleet Lane Bridge towards Southfield Lane Bridge. [Google Streetview, October 2022]The view East from Dudfleet Lane Bridge towards Millfield Road Bridge. [Google Streetview, October 2022]The view West from Millfield Road Bridge towards Dudfleet Lane Bridge. [Google Streetview, October 2022]The view East from Millfield Road Bridge. [Google Streetview, October 2022]
The next significant location on the line is Horbury Junction.
Horbury Junction on the 1905 25″ordnance Survey. Horbury Junction Ironworks sat in-between the Manchester and Leeds Railway and the. There was a Wagon Works just off the South edge of this image. The line heading South from Horbury Junction was the L&YR line to Flockton Junction and beyond. [50]The same location in the 21st century as shown on the ESRI satellite imagery provided by the NLS.. [50]
Industrialisation in the immediate area of Horbury Junction began “in the early 1870s with the construction of Millfield Mill, followed by the Horbury Ironworks Co. In 1873, Charles Roberts bought a site for a new factory at Horbury Junction and moved his wagon building business from Ings Road, Wakefield to Horbury Junction. Before that, the area of Horbury Junction was a quiet backwater with a corn mill and a ford across the Calder for farm traffic.” In reality, a beautiful pastoral area of countryside was changed forever with the coming of the Railway, Millfield Mill, the Wagon Works and the Ironworks.” [51]
In the 21st century, just beyond Horbury Junction, the line is crossed by the M1.
In the 21st century, just beyond Horbury Junction (on the left of this extract from Google Maps), the line is crossed by the M1. [Google Maps, October 2024.
Horbury Junction seen, looking Southwest from the M1. [Google Streetview, July 2024]Looking Northeast from the M1. [Google Streetview, August 2024]Green Lane Underpass seen from the North. This underpass sits just to the East of the modern M1. [Google Streetview, October 2008]
Following the line on to the Northeast, it next passes through Thornes.
The railway bridge at the centre of Thornes in 1905. [52]The same location in the 21st century. The now quadruple line is carried by two separate bridges. [52]Thorne Bridge seen from the South in June 2024. [Google Streetview, June 2024]
Northeast of Thornes, the Manchester and Leeds Railway ran at high level into Kirkgate Joint Station in Wakefield.
Thornes Lane BridgeA638, Ings Road BridgeThe bridge carrying the line over Kirkgate. [All three images from Google Streetview April 2023]The Manchester and Leeds Railway enters this extract from the 1905 25″ Ordnance Survey bottom-left, To the North of it id the GNR Ings Road Branch. To the South of it is a Goods Yard with access to Wakefield’s Malthouses and Mark Lane Corn Mill. [53]The same area in the 21st century. The rail lines remain approximately as on the map extract above. Wakefield Kirkgate Station (top-right) is somewhat reduced in size. Much of the built environment is different to that shown on the map above. This image is another extract from the ESRI satellite imagery. [53]
Wikipedia tells us that once it was opened by the Manchester and Leeds Railway in 1840, Kirkgate station was “the only station in Wakefield until Westgate was opened in 1867. The railway station building dates from 1854. … Some demolition work took place in 1972, removing buildings on the island platform and the roof with its original ironwork canopy which covered the whole station. A wall remains as evidence of these buildings. After this, Kirkgate was listed in 1979.” [72]
Kirkgate Station was refurbished in two phases between 2013 and 2015. [72]
East of Kirkgate Joint Station in 1905. The landscape in Primrose Hill is dominated by the railway. The line exiting to the South of this extract is the L&YR Oakenshaw Branch which crosses the River Calder and runs past the station’s Engine Sheds. [54]the same area in the 21st century, much of the railway infrastructure has disappeared and is beginning to be taken over by nature. [54]
Just to the East of Wakefield Kirkgate Station were Park Hill Colliery Sidings.
Much the same area in the 21st century. The Midland’s lines South of Goosehill have gone, the footbridge remains but the large area of sidings to the Northeast of the Junction have also gone. [56]Park Hill Colliery Sidings and the River Calder in 1913. [55]The same location in the 21st century. [55]
And beyond those sidings a further crossing of the River Calder.
The three arched stone viaduct across the River Calder. This photograph is taken from Neil Fox Way and looks Southeast towards the bridge. [Google Streetview, June 2024]
Just a short distance further along the line, at Goosehill, the Manchester and Leeds Railway (by 1905, The Lancashire and Yorkshire Railway) joined the North Midland Railway (by 1905, The Midland Railway)
Goosehill Bridge and Junction witht he Midland Railway entering from the bottom of the extract and the Manchester 7 Leeds entering from the bottom-left. [56]Immediately to the Northeast of the last extract from the 1905 25″ Ordnance Survey, the Midland’s lines can be seen heading Northeast with branches off to the North and West. The branch heading away to the West is the St. John’s Colliery line running to wharves at Stanley Ferry. That to the North runs through the screens and serves St. John’s Colliery itself. [57]The same area in the 21st century. The roadway crossing the railway and heading off the satellite image to the West runs to a large opencast site. [57]Looking Southwest from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]Looking Northeast from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]Looking Southwest from the Newlands Lane Bridge. [Google Streetview, May 2023]Looking Northeast from Newlands Lane Bridge. [Google Streetview, May 2023]
From this point on the traffic from the Manchester and Leeds Railway ran on North Midland (later Midland) Railway metals, via Normanton Railway Station and then passing Silkstone and West Riding Collieries, and on towards Leeds, approaching Leeds from the Southeast. Normanton Station appears on the map extract below.
An smaller scale extract from the 25″ Ordnance Survey of 1905 which shows Normanton and its railway station. St. John’s Colliery and Gooshill Junction are just of the extract on the bottom left. [58]Looking Southwest from Altofts Road Bridge through the site of Normanton Railway Station. [Google Streetview, April 2023]
Rake’s last words on a journey along the railway are these: “Just previous to reaching Wakefield, the railway is carried over a viaduct of 16 arches, and, quitting that station it enters a deep cutting, and crosses the Vale of Calder for the last time, a little to the east of Kirkthorpe. Here was the most important diversion of the Calder, by which the cost of building two bridges was saved. … The line terminated by a junction with the North Midland Railway, a mile to the north of which point was situated the Normanton Station, where the York and North Midland, and by its means, the Leeds and Selby and Hull and Selby Railways united with the former lines. The remainder of the journey to Leeds, 9 miles, was traversed on the North Midland Railway.” [1: p472]
Rake goes on to talk about the gradients of the railway which “were considered somewhat severe. Starting from Manchester, the line ascends to Rochdale, 10 miles, over a series of inclinations averaging about 1 in 155; from Rochdale to the summit level, 6½ miles, the ascent is 1 in 300; the total rise from Manchester being 351 ft. From the summit level plane, which extends for 1 mile 55 chains, to Wakefield, a distance of 30 miles, the line descends for the first six miles on a gradient of 1 in 182, after which it is continued by easy grades of an average inclination of 1 in 350. Below Wakefield a comparatively level course is maintained to the junction with the North Midland Railway, the total fall from the summit being 440 ft. The curves were laid out so as not to be of a less radius than 60 chains. The gauge adopted on the Manchester and Leeds Railway was 4 ft. 9 in., to allow a in. play on each side for the wheels. … The rails were of the single parallel form, in 15 ft. lengths, with 3 ft. bearings, and were set in chairs, to which they were secured by a ball and key, as on the North Midland Railway. The balls, (3/4 in. diameter), were of cast iron, and fitted into a socket formed in one side of the stem of the rail; the key, which was of wrought iron, was 8 in. long (and 5/8 in. wide at one end, from which it tapered to 3/8 in. at the other end). … Stone blocks were used where they could be obtained from the cuttings, and were placed diagonally, but sleepers of kyanised larch were used on the embankments, the ballasting being of burnt and broken stone.” [1: p472-473]
It is interesting to note that the tramway/tramroad practice of using stone blocks as sleepers was in use when this railway was first built!
Rake continues: “The Manchester terminal station was located between Lees Street and St. George’s Road, and was entirely elevated on arches. The passenger shed was covered with a wooden roof, in two spans, and the whole length of the station was 528 ft. The passenger platform was approached by a flight of 45 steps from the booking-office on the ground floor. [1: p473]
Early signals on the Manchester and Leeds.Railway which became part of the Lancashire & Yorkshire Railway network. [64]
“The signals were of the horizontal double disc or spectacle form which, when revolved to the extent of a half circle, caused both discs to be invisible to the driver and indicated all right, the lamp above showing, when illuminated, green; the colour shown by the lamp when both discs were crosswise to the line being red.” [1: p473]
Rolling Stock
“The carriages consisted of three classes, The first class, in three compartments, upholstered, and fitted with sash windows painted blue; second-class, in three compartments, but open at the sides and furnished with wooden sliding shutters painted yellow; and carriages termed ‘mixed’, in which the middle compartment was for first-class, and each of the ends was for second-class passengers. There was also a carriage of novel construction, built according to the plan of the chairman of the company and used at the opening of the line. The under-framing was of the usual construction, but the body was unique. The floor was considerably wider than ordinary, and the sides curved outwards until they joined a semicircular roof, the greater part of which was fitted with wire gauze to give air, but capable of being instantaneously covered with waterproof material, by the action of an inside handle, so that sun and rain could be shaded out at pleasure. The sides were fitted throughout with plate glass, and ranges of seats occupied the floor, having passages on either side. Tents were also contrived in the sides which closed at will by spring action. The effect of the interior was said to resemble the interior of a conservatory! These carriages were in each case mounted on four wheels, with a perforated footboard of iron running the whole length of the body, in substitution for the lower tier of steps in use on other railways at the time.” [1: p473-474]
I have produced Rake’s description of this ‘unusual carriage’ as I have found it impossible to imagine what it looked like from Rake’s word-picture.
At the end of 1840, “an improved form of third-class carriage was constructed, in which each wheel was braked; the brake levers were attached to the axle-boxes and, consequently, when applied by the guard. who sat on the roof, did not bring the body of the carriage down on to the springs, The buffing springs were placed in front of the headstocks, and a flat iron bar attached to the buffer worked in brackets on the sole bar. The doors were fitted with latches on the outside, which were fastened by the guard when the passengers were inside.” [1: p474]
An improved third class carriage. Looking back from a 21st century perspective, these carriages seem to be not much better than the wagons used to carry livestock. This is borne out by Rake’s notes below. It was, however, a significant improvement on the open wagons, having a roof, glass windows and brakes. Contrary to what Rake appears to say below, Wells suggests that these covered third class wagons did have seating. [1: p474][75: p85]
“The windows and the doors being fixed, no passenger could open the door until the guard had released the catch. Roof lamps were not provided in these coaches, which were painted green. … The third-class carriages. or rather, wagons, were provided with four entrances, to correspond with the “pens” into which they were sub-divided by means of a wooden bar down the centre, crossed by another bar intersecting the former at right angles in the middle of its length. There were no seats, and the number of passengers for which standing room could be found was limited solely to the to the bulk Stanhope or ‘Stan’ups’, as they were derisively termed. The contrivance of pens was said to be due to a determination to prevent respectably dressed individuals from availing themselves of the cheaper mode of conveyance, in which there was little to distinguish them, it was complained, ‘from the arrangements for the conveyance of brute beasts which perish’. The company’s servants were strictly enjoined “not to porter for wagon passengers‘!” [1: p474]
Rake’s illustration of an early Manchester and Leeds Railway first class coach. [1: p474]
Further details of Rolling Stock on the Railway can be found in Jeffrey Wells book about the line. [75: p81-85]
Locomotives
Rake tells us that the locomotives were all mounted on 6 wheels and purchased from Sharp, Roberts & Co., Robert Stephenson & Co., and Taylor & Co. They all had 14 in. diameter, 18 in. stroke cylinders and 5 ft. 6 in. diameter driving wheels. Jeffrey Wells provides a more comprehensive, tabulated, list of those early locomotives. [75: p79-80]
A typical 0-4-2 Locomotive of 1839/1840. [76]An early (1834) R. Stephenson & Co. 0-4-2 locomotive of very similar design to those supplied to the Manchester and Leeds Railway 9c0 Public Domain. [77]
The first three 0-4-2s were made by Robert Stephenson & Co., and that company supplied plans and specifications for its locomotives which meant that The Manchester and Leeds Railway could have the same design manufactured by other firms of the Company’s choice. The first 12 locomotives built for the Manchester and Leeds in 1839 were all to Stephenson’s 0-4-2 design. Wells tells us that of these locomotives, the first three (Nos. 1 -3) were called Stanley, Kenyon and Stephenson and were built by R. Stephenson & Co. They were supplied to the Railway in April and May 1839. [75: p79]
The next three locomotives (Nos. 4-6) were supplied by Sharp Bros., Manchester. Lancashire and Junction were supplied in May 1839 and York in July 1839. Nos. 7, 9 and 10, named respectively, Rochdale (16th July), Bradford (6th September) and Hull (7th September)came from Naysmith & Co., Patricroft. Nos. 8, 11, 12 (Leeds, Scarborough and Harrogate) were supplied by Shepherd & Todd by September 1839. [75: p79]
Wells comments that No. 1, ‘Stanley’ “was named after Lord Stanley, Chairman of the House of Commons Committee who supported the Manchester and Leeds Railway Bill in 1836. … Other Stephenson designs followed: 19 engines, numbered 15 to 40, of the 2-2-2 wheel arrangement were delivered between October 1840 and April 1842. These were recommended by Stephenson to work the eastern section of the line, between Sowerby Bridge and Wakefield, thus gradually removing the [Manchester and Leeds Railway’s] reliance on North Midland Railway motive power which had at first prevailed from late in 1840.” [75: p80]
R. Stephenson patented 2-2-2 locomotive No. 123 ‘Harvey Combe’ built 1835, from Simm’s ‘Public Works of Great Britain’, 1838. This locomotive is of a very similar design to those supplied by various manufacturers to the Manchester and Leeds Railway in 1840-1842. These were given the Nos. 15-40 and were supplied by Charles Tayleur & Co., Rothwell & Co., Laird Kitson & Co., Sharp Bros., Naysmith & Co., and W. Fairburn & Co., (c) C. F. Cheffins, Public Domain. [78]
He continues: “Once again several manufacturers were involved in the supply of these locomotives. Goods engines were represented by a further batch of 0-4-2s; 13 were delivered (Nos 33 to 46) between April 1841 and June 1843, the three manufacturers involved being R. Stephenson & Co., Haigh Foundry, Wigan, and William Fairbairn & Co. of Manchester. … Three standard Bury-type 0-4-0s were the last engines to be delivered (Nos 47 to 49) the first two bearing the names West Riding Union and Cleckheaton respectively. All three were completed between November 1845 and January 1846 by the firm of Edward Bury of Liverpool.”
And finally. …
Rake concludes his article, the first to two about the line in The Railway Magazine (I currently only have access to this first article) with two short paragraphs. The first reflects on policing: “There were no police on the railway, the whole of the platelayers being constituted as constables on the completion of the first section of the line; and, we are afterwards told, that ‘the vigilance resulting from the pride these men take, in being thus placed in authority, had been found to supersede the necessity of any more expensive system of surveillance.'” [1: p474]
The second notes that: “The directors [were] very anxious to complete the railway as far as Rochdale, at the earliest possible time, and on the 4th July, 1839, it was opened through that town to Littleborough, a distance of about 14 miles, the event ‘exciting a most extraordinary degree of local interest and wonder’ we are told.” [1: p474]
References
Herbert Rake; The Manchester and Leeds Railway: The Origin of the Lancashire and Yorkshire Railway; in The Railway Magazine, London, December 1905, p468-474
Jeffrey Wells; The Eleven Towns Railway: The Story of the Manchester and Leeds Main Line; Railway & Canal Historical Society, Keighley, West Yorkshire, 2000.
An article in the Railway Magazine in December 1905 prompted a look at the Manchester and Leeds Railway. For a number of years my parents lived in sheltered housing in Mirfield which is on the line. Looking at the line as it appeared in 1905 and again in the 21st century seemed a worthwhile exercise! Part 1 of this short series provides a short history of the line and takes us from Manchester to Sowerby Bridge.
The featured image at the head of this article shows the Manchester & Leeds Railway locomotive ‘Victoria’, in about 1878-80. This locomotive was designed by Edward Bury and built at his works in Liverpool. It was one of a batch of 0-4-0 engines ordered in 1845, and later converted to an 0-4-2 wheel arrangement (c) Public Domain. [65]
In his first article in 1905, about the Manchester and Leeds Railway which was accompanied by a series of engravings included here, Herbert Rake wrote that on 11th September 1830 a committee tasked with improving communications between Leeds and Manchester, emboldened by the success of the Liverpool and Manchester Railway, decided to hold a meeting to form a new railway company.
On 18th October 1930, the decision was taken. A board of directors was appointed, a survey was authorised and work was undertaken to prepare for an application to Parliament. It was based on a junction with the Liverpool and Manchester Railway at Oldfield Lane, Salford and at St. George’s Road, Manchester.
The route from Manchester to Sowerby Bridge was easily agreed, that from Sowerby Bridge to Leeds was more difficult to agree. The Bill prepared for Parliament focused on the Manchester to Sowerby Bridge length of the planned line and was presented on 10th March 1831. Opposition from the Rochdale Canal Company and others and then the dissolution of Parliament halted the progress of the Bill.
Resubmission was agreed on 8th June 1830 but once again failed in its progress through Parliament. In the end, the project was revised, the company was reorganised, and the capital fixed at £800,000 in £100 shares in a meeting in October 1935.
Rake tells us that this “new project abandoned the Salford junction line, but embraced a deviated extension beyond Sowerby Bridge, along the lower portion of the Vale of Calder, past Dewsbury and Wakefield, to Normanton, thence to Leeds, in conjunction with the North Midland Railway. … [The line was] intended to form a central portion of a great main line running east and west between Liverpool and Hull.” [1: p469-470]
The prospectus noted a few important facts, particularly:
The population density with three miles either side of the proposed line was 1,847 persons per square mile. The average for England was 260 persons per square mile.
Within 10 miles of the line there were 29 market towns, twelve with a population greater than 20,000.
Within 20 miles of the line there were 48 market towns with more than 10,000 inhabitants.
Rake tells us that “The Act of Incorporation received the Royal Assent on the 4th July 1836, and authorised a joint stock capital to be raised of £1,000,000, with an additional amount by loan of £433,000.” [1: p470]
Construction commenced on 18th August 1837. On 14th February 1838 it was decided to apply to Parliament for an Act authorising branch lines to Oldham and Halifax.
Late in 1838, “a modification of the original plan for effecting a junction of the Manchester and Leeds Railway with the Liverpool and Manchester Railway was proposed, by an extension of both to a joint terminus within 500 yards of the Manchester Exchange. … The Act of Parliament for this and other purposes received the Royal Assent on the 31st July 1839, authorising the sum of £866,000 to be raised for the purpose of constructing the Oldham and Halifax branches, for making a diversion in the railway at Kirkthorpe, for enlarging the station in Lees Street, and for constructing the line to join the Liverpool and Manchester extension.” [1: p470]
Rake explains that the railway ran through Miles Platting where the Ashton and Stalybridge branch diverges. At Middleton the Oldham branch connected to the main line. Mill Hills embankment (maximum height 75 feet) carries the line towards Blue Pits Station where the Heywood line joins the main line. The line runs on through Rochdale, Littleborough and Todmorden Vale before running in cutting (maximum depth 100 feet) to Summit Tunnel.
During construction, “Six contracts were awarded between the Manchester terminus and the Summit Tunnel and were progressing satisfactorily by August 1838.” [6]
The West Portal of Summit Tunnel is approached from Manchester through a deep cutting. [1: p469]The same portal of Summit Tunnel in 20th century steam days. [3]
When built, Summit Tunnel was the longest in the world. It opened on 1st March 1841 by Sir John F. Sigismund-Smith.
“The tunnel is just over 1.6 miles (2.6 km) long and carries two standard-gauge tracks in a single horseshoe-shaped tube, approximately 24 feet (7.2 m) wide and 22 feet (6.6 m) high. Summit Tunnel was designed by Thomas Longridge Gooch, assisted by Barnard Dickinson. Progress on its construction was slower than anticipated, largely because excavation was more difficult than anticipated. … It … cost £251,000 and 41 workers had died.” [4]
Rake noted that the tunnel is “14 shafts were necessary, and the strata of rock shale and clay was of so treacherous a character that the brick lining of the roof, which is semi circular, consists in places of no less than 10 concentric rings.” [1: p471] He also comments that: the tunnel entrance is if an imposing Moorish design; 1,000 men were employed with work continuing day and night.
Beyond the tunnel, the railway “entered a cutting in silt, which required piling to secure a foundation. Continuing onwards, we pass through the Winterbut Lee Tunnel, 420 yds. in length, and across a viaduct of 18 arches, one of which is of 60 ft. span we then proceed over the Rochdale Canal, on a cast iron skew bridge 102 ft. in span, at a height of 40 ft. above the surface of the water.” [1: p471]
“Tenders for work on the eastern section were advertised in 1838. … Contractors then worked fastidiously under the threat of heavy penalties should they over-run the set time limits. They were also forbidden to work on Sundays.” [6]
At Todmorden, “the railway is carried over almost the entire breadth of the valley by a noble viaduct of nine arches, seven of which are each of 60 ft. span, and two of 30 ft., at a height of 54 ft. above the level of the turnpike road.” [1: p471]
Quitting Todmorden, where the Burnley branch diverges, the line enters Yorkshire, passes through Millwood Tunnel (225 yards), Castle Hill Tunnel (193 yards), and Horsefall Tunnel (424 yards) and then arrives at Eastwood Station. Some distance further on is Charlestown. Afterwards the railway “crosses river, road, and canal, by a skew bridge of three arches, the canal being separately spanned by an iron bridge.” [1: p471]
Looking back West from Cross Stone Road across the western portal of Millwood Tunnel. [Google Streetview, April 2023]Looking East from the corner of Phoenix Street and Broadstone Street, above the eastern portal of Millwood Tunnel. [Google Streetview, April 2023]
These next few images give a flavour of the line as it travels towards Hebden Bridge.
Lobb Mill Viaduct sits alongside the A646, Halifax Road between Castle Hill Tunnel and Horsefall Tunnel. [Google Streetview, June 2023]Looking Southwest along the line towards Todmorden from E. Lee Lane. [Google Streetview, April 2023]A little to the Northeast, Duke Street passes under the railway. This view looks West from Halifax Road [Google Streetview, June 2023]Eastwood Railway Station as it appears on the 1905 25″ Ordnance Survey. [63]Thye approximate location of Eastwood Station as it appears on Google Maps satellite imagery in 2024. [Google Maps, October 2024]A little further Northeast, this is the view Northwest along Jumble Hole Road under the railway. [Google Streetview, June 2011]The view Northwest from he A646, Halifax Road along the Pennine Way Footpath which passes under the railway at this location. [Google Streetview, June 2023]Again, looking Northwest from Halifax Road along Stony Lane which runs under the railway. [Google Streetview, June 2023]The view Southwest along Oakville Road which runs next to the railway. [Google Streetview, April 2023]The view Northeast from the same location on Oakville Road. [Google Streetview, April 2023]
A short distance Northeast, the railway “crosses river, road, and canal, by a skew bridge of three arches, the canal being separately spanned by an iron bridge.” [1: p471] The location is shown on the 25″ Ordnance Survey of 1905 below.
The bridge mentioned above, as it appears on the 25″ Ordnance Survey of 1905. [11]The same location shown on Google Maps satellite imagery in 2024. [Google Maps, October 2024]Looking Northeast along Halifax Road, the three arches of the viaduct are easily visible. Beyond it there is a girder bridge which Rake does not mention. [Google Streetview, June 2023]
A little further East Stubbing Brink crosses the railway.
Looking West along the railway from Stubbing Brink Bridge. [Google Streetview, April 2023]The view East along the line from Stubbing Brink. [Google Streetview, April 2023]
The line next passes through a short short tunnel (Weasel Hall Tunnel (124 yards)) and arrives at Hebden Bridge Station.
After Hebden Bridge Station, the line proceeds along the South bank of the River Calder, through two small stations (Mytholmroyd and Luddenden Foot) and by a number of riverside mills.
East along the line towards Luddendenfoot, Brearley Lane bridges the line.
Looking West from Brearley Lane Bridge towards Mytholmroyd Station. [Google Streetview, July 2009]Ahead to the East, the line curves round towards the location of Luddendenfoot Railway Station. [Google Streetview, July 2009]Luddenden Foot Railway Station. The station closed on 10th September 1962. The site has been developed since 2007 and the northern half is now occupied by the Station Industrial Park, which is accessible via Old Station Road. Two gate pillars from the original station flank the entrance to the road. [14][17]The location of the erstwhile Luddendenfoot Railway Station as seen from Willow Bank, (c) Matt Thornton. [Google Streetview, February 2021]Looking Southeast from Willow Bank. The arch bridge visible ahead carries Jerry Fields Road over the line, (c) Matt Thornton. [Google Streetview, February 2021]
To the Southeast, Ellen Holme Road passes under the line.
Ellen Holme Road passess under the railway to the Southeast of the old Luddendenfoot Railway Station. [Google Streetview, June 2023]
Passing other mills and traversing a deep cutting the line enters Sowerby Tunnel, (645 yards) and reaches Sowerby Bridge Station.
We complete this first part of the journey along the Manchester and Leeds Railway here at Sowerby Bridge Railway Station.
References
NB: These references relate to all the articles about the Manchester and Leeds Railway.
Herbert Rake; The Manchester and Leeds Railway: The Origin of the Lancashire and Yorkshire Railway; in The Railway Magazine, London, December 1905, p468-474
A note in the August 1905 edition of The Railway Magazine mentions a 1904 report from the Light Railway Commissioners and comments from the Board of Trade in 1905. [1: p170]
The Regulation of Railways Act 1868 permitted the construction of light railways subject to ‘…such conditions and regulations as the Board of Trade may from time to time impose or make’; for such railways it specified a maximum permitted axle weight and stated that ‘…the regulations respecting the speed of trains shall not authorize a speed exceeding at any time twenty-five miles an hour’. [2]
“The Light Railways Act 1896 did not specify any exceptions or limitations that should apply to light railways; it did not even attempt to define a ‘light railway’. However, it gave powers to a panel of three Light Railway Commissioners to include ‘provisions for the safety of the public… as they think necessary for the proper construction and working of the railway’ in any light railway order (LRO) granted under the act. These could limit vehicle axle weights and speeds: the maximum speed of 25 miles per hour (mph) often associated with the Light Railways Act 1896 is not specified in the act but was a product of the earlier Regulation of Railways Act 1868. … However, limits were particularly needed when lightly laid track and relatively modest bridges were used in order to keep costs down.” [2]
Sir Francis Hopwood’s report to the Board of Trade on the proceedings of the Light Railways Commission during 1902, indicated “a growing tendency to embark on private and municipal light railway schemes all over the country. Thirty-one fresh orders, of which only two for steam traction, were submitted, eighteen being confirmed, making a total of thirty-five for the year. No order was rejected. Since 1896, 420 applications [had] been made, more than half being confirmed. They represented 3,900 miles of line, with a capital expenditure of £30,371,193. The total mileage sanctioned during 1902 amount[ed] to 1,500 miles, with a capital expenditure of £10,148,900, or over a third of the aggregate for five years.” [10]
The short report in the August 1905 Railway Magazine highlighted the “number of applications made to the Commissioners in each year since the commencement of the Act, the number of orders made by the Commissioners, and the number confirmed by the Board of Trade, with mileage and estimates.” [1: p170]
Applications for Light Railway Orders (*From 278 applications. + From 237 Orders submitted). [1: p170]
Railways built under the Light Railways Act 1896 struggled financially and by the 1920s the use of road transport had put paid to the majority. Some survived thanks to clever management and tight financial control.
“The Light Railways Act was repealed in 1993 for England and Wales by the Transport and Works Act 1992 and no new light railway orders were allowed to be issued for Scotland after 2007. … Until the Transport and Works Act 1992 introduced transport works orders, heritage railways in the UK were operated under light railway orders.” [2]
Among many others, Light Railways which were built under the Act include these examples:
Welshpool and Llanfair Light Railway, opened in 1903, closed in 1956, reconstructed and reopened between 1963 and 1981 on the entire route except Welshpool town section. Articles about this line can be found here, here and here. [3]
Tanat Valley Light Railway, articles about the line can be found here and here. [4]
Shropshire & Montgomery Light Railway, five articles about this line and its rolling stock can be found here, here, here, here and here. [5]
Kelvedon & Tollesbury Light Railway, an article about this line can be found here. [6]
Campbeltown and Machrihanish Light Railway is referred to in this article. [7]
Bere Alston and Calstock Light Railway, the East Cornwall Mineral Railway and this line are covered in three articles which can be found here, here and here. [8]
Ashover Light Railway, is covered in three articles which can be found here, here and here. [9]
A parallel act governed light railways built in Ireland.
Roger Farnworth 
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