Disused Railways http://disused-rlys.fotopic.net/ 89 rows en-gb 60 IRTHLINGBOROUGH (LNWR) http://disused-rlys.fotopic.net/c1781023.html An intermediate station on the former LNWR route from Northampton and Peterborough. The station was closed to passengers in 1964 and closed completely in 1966. All pictures in ths section were kindly provided by Greg Scott. Sunday 15 November 2009: An intermediate station on the former LNWR route from Northampton and Peterborough. The station was closed to passengers in 1964 and closed completely in 1966. All pictures in ths section were kindly provided by Greg Scott.

The station site looking towards Northampton. 3rd May 2009. The former goods dock at the Peterborough end. 3rd May 2009. The surviving platform edge of the goods dock. 3rd May 2009. The remains of platform edging, presumably bulldozed aside at some stage. 3rd May 2009. The trackbed looking towards Peterborough. 3rd May 2009. Bridge for the River Nene, East of Irthlingborough station. 3rd May 2009. Rails remaining at the level crossing. 3rd May 2009. The overline bridge carrying the A6 over the Northampton end of the station. 3rd May 2009. The trackbed looking towards Northampton from River Nene bridge. 3rd May 2009. Looking towards Peterborough, from the replacement River Nene bridge. 3rd May 2009.

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]]> Sun Nov 15 2009 SHARPNESS DOCKS http://disused-rlys.fotopic.net/c1779079.html An internal dock railway system served by the Severn & Wye/Severn Bridge Railway and later the Great Western & Midland Joint Companies. Tuesday 10 November 2009: An internal dock railway system served by the Severn & Wye/Severn Bridge Railway and later the Great Western & Midland Joint Companies.

A Dock & Inland Waterways Commission map of the docks area. One of the fleet of internal Sharpness Docks wagons preserved at Gloucester. 14th April 2007. Another view of the Low Level Bridge. 7th July 2007. OS: SO673028 A second access to the docks entered from the north end and crossed the High Level Bridge. This is the remains of the viaduct that leads to the H.L. Bridge. (This location is marked The viaduct looking back towards the connection with the former main line. 20th July 2009. OS: SO676028 View across the High Level Bridge. 20th July 2009. OS: SO673028 Llke the L.L. Bridge, the High Level Bridge was shared by road and rail. This is the view looking east from the bridge. The railway trackbed is in the undergrowth on the left. 20th July 2009. OS: SO673028 The Low Level Bridge seen from the north. 20th July 2008. OS: SO673028 The locking levers for the swing section of the H.L. Bridge. 20th July 2009. OS: SO673028 Another view of the High Level Bridge, marked Immediately beyond the Low Level Bridge there is evidence of the lines that diverged and ran beneath the High Level Bridge to serve the coal tip on the arm of the canal that served the old dock entrance and the dock buildings at the very north of the site. 20th July 2008. OS: SO673028 The abutments that led the rail line off the west end of the H.L. Bridge. 20th July 2009. OS: SO673028 An old traffic signal which controlled road traffic on the H.L. Bridge before the railway tracks were removed. 20th July 2009. OS: SO673028 Lines entering the eastern side of the dock, view looking north. (This location is marked Looking in the opposite direction towards the headshunts at the south end of the dock site. 20th July 2009. OS: SO670022 Looking in the opposite direction the line runs north, parallel to Bridge Road. It is crossed on the level by several dock access roads. 20th July 2008. OS: SO674024 The connection between the Berkeley Road - Lydney line and the docks system looking towards the former. The connecting line diverges left and crosses Bridge Road whilst the straight route leads to the southern end of the dock. (This location is marked A bent point lever survives in situ. 20th July 2008. OS: SO674024 The viaduct seen from ground level. 20th July 2009. OS: SO676028 As the line approaches the north end of the dock it merges with Bridge Road to cross the Low Level Bridge. 20th July 2008. OS: SO674027 The Low Level Bridge seen from road/rail level. (The bridge is marked Buried rails leading under the High Level Bridge. 20th July 2008. OS: SO673028 The track in situ in the roadway just beyond the Low Level Bridge. 20th July 2008. OS: SO673028 Dockside cranes by the main basin. 20th July 2009. SO673027 Abandoned tracks on the western side of the dock. 20th July 2009. OS: SO670024 Abandoned tracks on the western side of the dock. (This location is marked A view looking in the opposite direction from the same position on the western side of the dock. 20th July 2009. OS: SO670024 Tracks didappearing ito a dockside shed at the very western end of the site. 20th July 2009. SO668023 Lines that once served the shipyard and graving dock at the very western end of the site. (This location is marked Beyond the Low Level Bridge the line once again leaves the road and curves round to serve the western side of the dock. 20th July 2008. OS: SO672028 Buffer stops at the end of the headshunts. (This location is marked An unusual and slightly Heath-Robinson-like signal controlling entry onto the Low Level Bridge. April 1991. OS: SO673028 A car astride one of the tracks on the first section of the western side of the dock. (This location is marked Abandoned wagon underframes near the shipyard in April 1991. SO668023 A china clay hood wagon standing close to the position of the previous picture. April 1991. OS: SO670022 Wagons on the south headshunts, April 1991. OS: SO669021 The High Level Bridge seen from ground level. 20th July 2009. OS: SO673028 Ordnance Survey 1:25000 map of the dock area. Map of the dock area marked with locations referred to in the previous photographs.

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]]> Tue Nov 10 2009 BUDE TO HALWILL (LSWR) http://disused-rlys.fotopic.net/c1736470.html The Bude branch opened in 1874 but only ran as far as Holsworthy at this time. The extension to Bude opened in 1899. Train services ceased in 1966. Engineer's Line Reference: MJB Tuesday 4 August 2009: The Bude branch opened in 1874 but only ran as far as Holsworthy at this time. The extension to Bude opened in 1899. Train services ceased in 1966. Engineer's Line Reference: MJB

Bude. The station seen from the buffer stops in the 1960s. (Photo: P.G.Marks). OS: SS210058 Bude. The same view of the station site on 30th July 2007. OS: SS210058 The overgrown trackbed looking east towards the station from bridge MJB 51. 30th July 2007. OS: SS267016 Looking down the western side of bridge MJB 51. 30th July 2007. OS: SS267016 Bridge MJB 51 at Merrifield from road level. It carries the B3254. 30th July 2007. OS: SS267016 Road level view across bridge MJB 50. 30th July 2007. OS: SS268015 Whitstone & Bridgerule. Looking back towards the station building from bridge MJB 50. The platform edging remains clearly visible. 30th July 2007. OS: SS268015 The view looking west from bridge MJB 50 towards Bude. 30th July 2007. OS: SS268015 Whitstone & Bridgerule. The station building and awning seen from the platform side. 30th July 2007. OS: SS269015 Whitstone & Bridgerule. The station building seen from the forecourt side. It survives as a private dwelling. 30th July 2007. OS: SS269015 Trains passing at Whitstone & Bridgerule in 1964. Bridge MJB 50 is partially obscured by steam. (Photo: P.G. Marks). Map of the branch. Woolstone Viaduct. 19th July 2009. OS: SS228021 Bridge MJB 58 at Trelay. 19th July 2009. OS: SS228021 Looking towards Whitstone & Bridgerule from the bridge at Trelay. 19th July 2009. OS: SS228021 The view towards Woolstone Viaduct and Bude from the road bridge at Trelay. 19th July 2009. OS: SS228021 The A39 bridge over the Bude Canal at Helebridge which has replaced the former railway viaduct. 23rd July 2009. OS: SS215037 Bude. The trackbed looking towards Whitstone & Bridgerule from the end of the station site. This was also the junction for the Harbour Branch. 23rd July 2009. OS: SS210057 Bude: The southern end of the station site is occupied by Ceres Court. This is the view along the railway alignment towards the buffer stops. 23rd July 2009. OS: SS210057 The cutting south of Bude station. View south. 23rd July 2009. OS: SS210055 South of Bude station the line entered a shallow cutting, now occupied by industrial premises. View north. 23rd July 2009. OS: SS210055 The foot/cycle path on the formation south of Bude. 23rd July 2009. OS: SS210053 After the industrial units are passed, the trackbed becomes a foot and cycle path. View north. 23rd July 2009. OS: SS210053 After a short distance the path drops down off the railway embankment and runs alongside it. 23rd July 2009. OS: SS211052 The remains of an occupation bridge in the railway embankment. 23rd July 2009. OS: SS212050 Mileage and Engineer's Line Reference on bridge MJB 227 35. 23rd July 2009. OS: SS213048 The abutments of bridge MJB 227 35. 23rd July 2009. OS: SS213048 The view towards Whitstone & Bridgerule from the same position. 23rd July 2009. OS: SS215045 A short distance after the bridge the pathway resumes the trackbed which is also shared with an access road to a water treatment plant. View towards Bude. 23rd July 2009. OS: SS215045 An underbridge surviving on the access road section. 23rd July 2009. OS: SS215044 Detail of the original railings on the underbridge. 23rd July 2009. OS: SS215044 View towards Whitstone & Bridgerule from the underbridge. 23rd July 2009. OS: SS215044 The access road rises up to meet the A39 which has obliterated the trackbed for the next quarter of a mile. 23rd July 2009. OS: SS215043 The A39 on the railway formation. 23rd July 2009. OS: SS215041 The trackbed in its present incarnation as the A39 Bridge MJB 46 at Bounds Cross near Bridgerule. 24th July 2009. OS: SS285019 Derrington Viaduct looking west. It now carries a foot/cycle path. 24th July 2009. OS: SS338035 A refuge on Derrington Viaduct. 24th July 2009. OS: SS338035 At the Holsworthy end of Derrington Viaduct the formation now drops away to allow foot and cycle access to the adjacent road. 24th July 2009. OS: SS339035 The view towards Whitstone & Bridgerule from the western end of Derrington Viaduct. An overbridge can be seen in the middle distance. 24th July 2009. OS: SS337035 Derrington Viaduct looking east towards Holsworthy. 24th July 2009. OS: SS338035 One of the refuges on Derrington Viaduct showing the build date of 1898. 24th July 2009. OS: SS339035 The line crossed a minor road by means of a separare bridge immediately east of Derrington Viaduct. The bridge has been removed and the ramp on the right allows access to the viaduct. 24th July 2009. OS: SS339035 Derrington Viaduct looking west. 24th July 2009. OS: SS339035 The eastern abutment of the road bridge is still visible. 24th July 2009. OS: SS339035 Holsworthy. The bridge over the A388 immediately east of the station. 24th July 2009 OS: SS343035 Holsworthy. A metalled pathway crosses the top of the A388 bridge but then ends abruptly. 24th July 2009 OS: SS343035 Holsworthy. Overgrown trackbed between the station and Holsworthy Viaduct. 24th July 2009 OS: SS343035 One of the arches of Holsworthy Viaduct just visible through the undergrowth. 24th July 2009 OS: SS344035 A fence blocks the pathway at the beginning of Holsworthy Viaduct, reflecting the fact that its parapets were removed after closure. 24th July 2009 OS: SS344035

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]]> Tue Aug 4 2009 SOMERS TOWN GOODS DEPOT (Midland Railway) http://disused-rlys.fotopic.net/c1690725.html Somers Town Depot was the Midland Railway's goods terminus next to St Pancras station. The Euston Road end of the site has been redeveloped and now houses the British Library building. A separate coal depot existed on Pancras Road. Friday 1 May 2009: Somers Town Depot was the Midland Railway's goods terminus next to St Pancras station. The Euston Road end of the site has been redeveloped and now houses the British Library building. A separate coal depot existed on Pancras Road.

The frontage of the coal depot on Pancras Road. 24th February 2009. Shop units in the coal depot arches. 24th February 2009. The remains of the rear wall of the depot on Brill Place. 24th February 2009. The inner side of the Purchese Street wall. 24th February 2009. Brickwork detail on Brill Place. 24th February 2009. The back wall of the coal depot on Purchese Street. 24th February 2009. The remains of the rear wall of the depot on Brill Place. 24th February 2009. A large vehicle doorway on Brill Place. 24th February 2009. Road vehicle entrance on Brill Place. 24th February 2009. The western perimeter wall of the depot on Ossulston Street. 24th February 2009. Enamel street sign on Ossulston Street. 24th February 2009. Blind arcading on the Ossulston Street wall. 24th February 2009. The site of the goods depot seen from the Brill Place gateway. The Ossulston Street wall is on the right and the British Library can be seen in the background. 24th February 2009. One of the gates on the Brill Place entrance. 24th February 2009. A closer view of the doorway. 24th February 2009. More of the rear wall of the depot on Brill Place. 24th February 2009. Much of the site of the coal depot is now occupied by housing. Access road Coppers Lane passes through the site near the Pancras Road side. 24th February 2009. Seen from behind it is apparent that only the facade of the coal depot remains with a modern building grafted onto it. 24th February 2009. The rear of the British Library seen from Midland Road. 24th February 2009. The British Library building and courtyard on the site of the Euston Road frontage of the goods depot. 24th February 2009. Looking along Midland Road with St Pancras station on the right and the British Library on the site of the goods depot, left. 24th February 2009.

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]]> Fri May 1 2009 NEWHAVEN MARINE http://disused-rlys.fotopic.net/c1690685.html Newhaven Marine station is situated on a very short branch off the Seaford branch at Newhaven Harbour. The station is sometimes known as Newhaven Harbour platform 3 and it is situated just a couple of minutes walk from Harbour station. It is not technically closed but is certainly disused. A single weekday parliamentary train departs from the station at 18.52 but it is unadvertised and cannot be boarded at Newhaven Marine due to unspecified safety issues with the platform. The last time the station was used by passengers was in 2002 when the line from Newhaven Harbour to Seaford was closed for engineering works. Friday 1 May 2009: Newhaven Marine station is situated on a very short branch off the Seaford branch at Newhaven Harbour. The station is sometimes known as Newhaven Harbour platform 3 and it is situated just a couple of minutes walk from Harbour station. It is not technically closed but is certainly disused. A single weekday parliamentary train departs from the station at 18.52 but it is unadvertised and cannot be boarded at Newhaven Marine due to unspecified safety issues with the platform. The last time the station was used by passengers was in 2002 when the line from Newhaven Harbour to Seaford was closed for engineering works.

The approach to the platform at Marine station. 29th April 2009. A poster explaining that the station is out of use and advising the available options to passengers. 29th April 2009. The platform starter signal. 29th April 2009. A view along the fenced-off section of the platform looking towards the buffer stops. 29th April 2009. The accessible area of the platform is in use as car parking space. The overall roof which was in a dangerous condition has been partially removed. 29th April 2009. BR sign and doorway on the platform. 29th April 2009. The station retains Network South East nameboards. 29th April 2009. How temporary is temporary? 29th April 2009. The doorway through to the former ferry terminal, for some reason sandbagged. 29th April 2009. The far end of the canopied area. 29th April 2009. View along the platform looking towards Harbour station. 29th April 2009. Looking towards the end of the platform from the end of the canopy. 29th April 2009. Multilingual safety sign. 29th April 2009. The entrance to the disused ferry terminal, now replaced by a new terminal adjacent to Newhaven Town station. 29th April 2009. The junction at Newhaven Harbour. The line to Seaford is on the left and the branch to Newhaven Marine on the right. 29th April 2009.

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]]> Fri May 1 2009 GARSIDE'S WHARF, LEIGHTON BUZZARD http://disused-rlys.fotopic.net/c1595829.html Grovebury sand quarry opened sometime in the 1900s and was equipped with an internal 2 foot gauge railway system worked by diesel locomotives. A branch of the quarrry system crossed the River Ouzel on a sleeper bridge (now removed) to access a small wharf beside the Grand Union Canal where sand was transferred to narrowboats. The quarry system has now entirely disappeared with the exception of the wharf which remains extant, complete with track. OS: SP916236 Wednesday 15 October 2008: Grovebury sand quarry opened sometime in the 1900s and was equipped with an internal 2 foot gauge railway system worked by diesel locomotives. A branch of the quarrry system crossed the River Ouzel on a sleeper bridge (now removed) to access a small wharf beside the Grand Union Canal where sand was transferred to narrowboats. The quarry system has now entirely disappeared with the exception of the wharf which remains extant, complete with track. OS: SP916236

The wharf looking north towards Leighton Buzzard. 16th April 2004. View along the track from the stops. 28th September 2008. Detail of the 2 foot gauge track which is set in concrete; this presumably being the reason why the track was not lifted with the rest of the system. 28th September 2008. At the north end of the wharf the track turns sharply away from the canal. 28th September 2008. After crossing the towpath the formation disappears completely (note rail, bottom left). 28th September 2008. The wharf looking south towards London. 28th September 2008.

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]]> Wed Oct 15 2008 ST DENNIS JUNCTION TO PARKANDILLICK (GWR) http://disused-rlys.fotopic.net/c1566452.html Opened in 1869 by the Newquay and Cornwall Junction Railway, this short disused line links the Newquay branch with the St Austell - Parkandillick freight line. The line closed as a through route in 1966 although St Dennis Junction remained in place until 1982 to serve the branch to Meledor Mill which joined the route just south of the junction. There have been several proposals over the years to reopen this section and reroute the Newquay branch trains via St Dennis to St Austell. Friday 22 August 2008: Opened in 1869 by the Newquay and Cornwall Junction Railway, this short disused line links the Newquay branch with the St Austell - Parkandillick freight line. The line closed as a through route in 1966 although St Dennis Junction remained in place until 1982 to serve the branch to Meledor Mill which joined the route just south of the junction. There have been several proposals over the years to reopen this section and reroute the Newquay branch trains via St Dennis to St Austell.

The B3279 road bridge seen from road level. 15th August 2008. OS: SW943585 Looking north towards St Dennis Junction from the B3279 road bridge. 15th August 2008. OS: SW943585 The southern side of the B3279 road bridge. 15th August 2008. OS: SW943585 Bridge SDZ 293 74 in Hendra. 15th August 2008. OS: SW948575 The trackbed between the level crossing and bridge SDZ 293 74. 15th August 2008. OS: SW947577 Looking towards St Dennis Junction across the level crossing. 15th August 2008. OS: SW947577 A former level crossing in St Dennis. 15th August 2008. OS: SW947577 Railings alongside the trackbed in St Dennis. 15th August 2008. OS: SW946577 A gateway leading to the trackbed in St Dennis. 15th August 2008. OS: SW946577 The trackbed north of the level crossing in St Dennis. 15th August 2008. OS: SW946577 Railtrack notice on bridge SDZ 293 74. How a vehicle striking this long disused bridge might affect the safety of trains is unclear. Note also the Engineer's Line Reference is incorrect. 15th August 2008. OS: SW948575 Satellite image of the St Dennis Junction area. The junction site can be seen between the old and new alignments of the A30. Despite the name, St Dennis Junction is some distance from St Dennis and is nearer Toldish. (Image courtesy of Google Earth). Extract from the OS 1:25000 map of the area showing the entire disused section of the line. (Image produced from the Ordnance Survey Get-a-map service. Image reproduced with kind permission of Ordnance Survey and Ordnance Survey of Northern Ireland).

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]]> Fri Aug 22 2008 TOLDISH TUNNEL http://disused-rlys.fotopic.net/c1565690.html When the Cornwall Mineral Railway line to Newquay (later absorbed by the GWR) was built in 1874 much of the route utilised the existing trackbed of the horse worked Treffry Tramway, dating from 1949. However, a large section of the original route was bypassed in the Luxulyan Valley and another shorter section of the original tramway was bypassed at Toldish between St Dennis Junction and St Columb Road. The reason for bypassing this latter section was to avoid having to enlarge Toldish Tunnel to main line dimensions. Having been abandoned for over 130 years the tunnel still remains remarkably intact. Wednesday 20 August 2008: When the Cornwall Mineral Railway line to Newquay (later absorbed by the GWR) was built in 1874 much of the route utilised the existing trackbed of the horse worked Treffry Tramway, dating from 1949. However, a large section of the original route was bypassed in the Luxulyan Valley and another shorter section of the original tramway was bypassed at Toldish between St Dennis Junction and St Columb Road. The reason for bypassing this latter section was to avoid having to enlarge Toldish Tunnel to main line dimensions. Having been abandoned for over 130 years the tunnel still remains remarkably intact.

Looking down into the steep eastern approach cutting. The portal is centre left, obscured by foliage. (Marked 2 on the satellite view). 15th August 2008. OS:SW924600 The view towards Newquay from the same point showing the steep and sharply curved nature of the GWR's bypass line. 15th August 2008. OS: SW925602 The CMR/GWR Newquay branch looking towards St Dennis Junction from the occupation crossing marked 3 on the satellite view. The hedge line in the background is the edge of the eastern approach cutting. 15th August 2008. OS: SW925602 The partially infilled western approach cutting looking towards St Columb Road from near the tunnel portal. (Marked 1 on the satellite view). 15th August 2008. OS: SW919599 The western portal of the tunnel. It has been partially bricked up but the curve of the tunnel arch can just be made out beneath the ivy. 15th August 2008. OS: SW919599 Satellite image of the tunnel area. The abandoned line runs diagonally from top right to bottom left with the tunnel approach cuttings showing as heavily wooded areas. The route of the CMR/GWR Newquay branch can be seen curving around to the north of the old route, with the Newquay direction being towards the left of the picture. (Image courtesy of Google Earth). OS 1:25000 map of the tunnel area. (Image produced from the Ordnance Survey Get-a-map service. Image reproduced with kind permission of Ordnance Survey and Ordnance Survey of Northern Ireland).

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]]> Wed Aug 20 2008 MUDCHUTE TO ISLAND GARDENS (Docklands Light Railway) http://disused-rlys.fotopic.net/c1523741.html The Docklands Light Railway line to Island Gardens opened in 1987. Between Mudchute and Island Gardens the line made use of an existing single track viaduct dating from 1871 that had been built for the Millwall Extension Railway. The 1871 line ran to North Greenwich and Cubitt Town station which was situated immediately south of the DLR terminus. It closed in 1926. In the late 1990s an extension of the DLR to Lewisham was commenced. The extension had to drop down to pass under the Thames so the new route diverged from the 1987 route just north of Mudchute station and descended to tunnel level on the eastern side of the old formation. New stations were provided at Mudchute and Island Gardens and the original structures were demolished. The Lewisham extension opened in January 1999. The 1871 viaduct is a listed structure and so survives today. Saturday 7 June 2008: The Docklands Light Railway line to Island Gardens opened in 1987. Between Mudchute and Island Gardens the line made use of an existing single track viaduct dating from 1871 that had been built for the Millwall Extension Railway. The 1871 line ran to North Greenwich and Cubitt Town station which was situated immediately south of the DLR terminus. It closed in 1926. In the late 1990s an extension of the DLR to Lewisham was commenced. The extension had to drop down to pass under the Thames so the new route diverged from the 1987 route just north of Mudchute station and descended to tunnel level on the eastern side of the old formation. New stations were provided at Mudchute and Island Gardens and the original structures were demolished. The Lewisham extension opened in January 1999. The 1871 viaduct is a listed structure and so survives today.

Another view of the viaduct end. 13th February 2008. TQ382784 Bricked-up arches at the southern end of the viaduct. On the right is the replacement Island Gardens station. 13th February 2008. OS: TQ382784 The present Mudchute station. 13th February 2008. OS: TQ379788 The view looking south from approximately the same position as the previous picture. Mudchute station was situated at high level in the background. 13th February 2008. OS: TQ379787 A similar view looking north from the site of Mudchute station. Note how the Canary Wharf development has grown in the 10 years since the previous picture was taken. 13th February 2008. OS: TQ379787 The bricked-off northern end of the Millwall Extension Railway viaduct. 13th February 2008. OS: TQ380786 Looking back from the same position towards Mudchute along the alignment of the 1987 viaduct. 13th February 2008. OS: TQ380786 Buttresses beneath the viaduct. 13th February 2008. OS: TQ380786 The viaduct seen from the northern end. It was originally in use between 1871 and 1926 and was used again by the DLR between 1987 and 1999. 13th February 2008. OS: TQ380786 Infilled arches towards the middle of the viaduct, 13th February 2008. OS: TQ380785 Part of the viaduct seen from the eastern side. Now disused for the second time in its history, a grade II listing has prevented its demolition. 13th February 2008. OS: TQ381785 The viaduct seen from the western side near the Island Gardens end where it crosses Millwall Park. 13th February 2008. OS: TQ381785 View beneath the viaduct. 13th February 2008. OS: TQ381785 The southern end of the viaduct. A concrete bridge carried the DLR over Manchester Road and into Island Gardens station. 13th February 2008. OS: TQ382784 The site of the station entrance on 13th February 2008. OS: TQ382783 The present Island Gardens station. 13th February 2008. OS: TQ382784 The view from the rear of a train departing from Mudchute along the now abandoned embankment north of the station. On the left the new station can be seen under construction. (Photo courtesy of Richard Griffin - please see link to Squarewheels.org.uk below). OS: TQ379789 A similar view taken from a position slightly further to the left on 4th June 2008. The abandoned formation diverges on the right. OS: TQ379789 Looking towards Island Gardens from the end of the abandoned embankment at Mudchute. The old Mudchute station was situated on a viaduct which began in the foreground. 4th June 2008. OS: TQ378787 Looking north from the present Mudchute station. The old route passed behind the lorry on the left and joined the formation near where the DLR train can be seen in the background. 4th June 2008. OS: TQ379788 The old Mudchute station seen from platform level. (Photo courtesy of Alan Osbourne). 31st December 1998. OS: TQ379787 Looking north from beneath the site of the approach viaduct at the north end of Mudchute station. The hoardings are part of the works to modify the DLR for 3 car operation. In the background the end oc the abandoned embankment can be seen. 4th June 2008. OS: TQ379787 Looking north towards Canary Wharf from the old Mudchute station with construction work for the new route in evidence. 1998. (Photo courtesy of Alan Osbourne). 3rd July 1998. OS: TQ379787 The last train at Mudchute old station on 8th January 1999 (Photo courtesy of Alan Osbourne). OS: TQ379787 Looking south towards Island Gardens from the end of the platforms at Mudchute. The train is standing at the point where the 1987 DLR viaduct joined the 1871 Millwall Extension Railway viaduct. On the left the exposed cut and cover tunnels for the new DLR route can be seen. 1998. (Photo courtesy of Alan Osbourne). OS: TQ379787 The 1871 Millwall Extension Railway viaduct seen from a DLR train leaving Mudchute station. (Photo courtesy of Richard Griffin - please see link to Squarewheels.org.uk below). OS: TQ379787 A similar view taken on 4th June 2008. OS: TQ379787 The viaduct seen from Island Gardens station. The track in the foreground is on the bridge over Manchester Road. (Photo courtesy of Alan Osbourne). TQ382784 A garage situated in the viaduct arches off Manchester Road. 13th February 2008. TQ382784 Island Gardens station seen from a DLR train crossing the bridge over Manchester Road. (Photo courtesy of Richard Griffin - please see link to Squarewheels.org.uk below). TQ382784 The nearest I gan get to replicating the previous picture: at ground level next to the viaduct. The residential development on the site of Island Gardens station can be seen. 4th June 2008. TQ382784 Platform view at Island Gardens with Ferry Street visible on the right. 31st December 1998. (Photo courtesy of Alan Osbourne). OS: TQ382783 Island Gardens station under construction, seen from Ferry Street. (Photo courtesy of Steve King). OS: TQ382783 The same view from Ferry Street on 4th June 2008 showing the residential development on the former station site. OS: TQ382783 The site of the ground floor DLR shop units, now a car park for the residential block. 4th June 2008. OS: TQ382783 The entrance to Island Gardens station on Saunders Ness Road seen on 31st December 1998. (Photo courtesy of Alan Osbourne). OS: TQ382783 The site of the original North Greenwich & Cubitt Town terminus. 4th June 2008. OS: TQ382783 Satellite view of the area. A closer view of the Island Gardens area. The present station is marked OS 1:25000 map of the area. The abandoned embankment at Mudchute is marked An 1899 map of the Isle of Dogs showing the route of the Millwall Extension Railway. A similar view looking towards the same spot (albeit at a lower level) in 1999. The bare soil shows where the cut and cover tunnels for the new route have been buried. The 1987 viaduct has been demolished and the end of the 1871 viaduct has yet to be tidied up. (Photo courtesy of Alan Osbourne). OS: TQ379787 Island Gardens station seen from a train on opening day. 31st August 1987. (Photo courtesy of Steve King). OS: TQ382784 The station entrance seen on the evening of 31st August 1997, the day it opened. (Photo courtesy of Steve King). OS: TQ382783 Departure indicators - already faulty on day 1! 31st August 1997. (Photo courtesy of Steve King). OS: TQ382783

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]]> Sat Jun 7 2008 PONSONDANE SIDINGS, PENZANCE (GWR) http://disused-rlys.fotopic.net/c1520364.html The former GWR/BRW freight loading banks and oil siding at Penzance. All photographs courtesy of Malcolm Kewn. Sunday 1 June 2008: The former GWR/BRW freight loading banks and oil siding at Penzance. All photographs courtesy of Malcolm Kewn.

General view of the two goods platforms looking west. 23rd August 2007. Detail of one of the fuel wagons rusting away in the undergrowth. 23rd August 2007. One of two fuel tank wagons on the oil siding nearest Eastern Green. 23rd August 2007. The Eastern Green side of the site looking east with the fuel wagons on the right. 23rd August 2007. Looking west towards the buffer stops. 23rd August 2007. GWR fire hydrant cover. 23rd August 2007. The trackbed between the goods platforms. 23rd August 2007. A broken sleeper with BR chair still attached. 23rd August 2007. View east with one of the goods platforms visible on the right. 23rd August 2007. A small section of rail revealed beneath the encroaching turf. 23rd August 2007. Looking towards Long Rock depot from the eastern end of the site. 23rd August 2007. Detail of the remaining track. 23rd August 2007. GWR drinking water stop tap cover. 23rd August 2007.

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]]> Sun Jun 1 2008 SHANKLIN TO VENTNOR http://disused-rlys.fotopic.net/c1514021.html The closed southern section of the Ryde - Ventnor line on the Isle of Wight. So far only the Shanklin - Wroxall section is covered here but I hope to add pictures of the Wroxall - Ventnor section soon. Tuesday 20 May 2008: The closed southern section of the Ryde - Ventnor line on the Isle of Wight. So far only the Shanklin - Wroxall section is covered here but I hope to add pictures of the Wroxall - Ventnor section soon.

Ventnor station in pre-grouping days. (Photo courtesy of John Law). Looking south towards Wroxall and Ventnor from Shanklin station. 6th March 2007. OS: SZ580818 Bridge 44 plate still in place. Survival probably due to the fact that the retaining wing wall has been built over part of the plate! 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ568814 Bridge 44 Length of rail lying disused in a field adjacent to bridge 44. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ567813 Disused underline occupation bridge, presumably No. 45. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ564813 Underline accomodation bridge (presumably No. 46) giving access to Apse Reach Cottage. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ562814 Trackbed looking towards Shanklin. At this point both coal and ballast can be found. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ561813 Grand three arch overline accomodation bridge, presumably No. 47. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ557813 Underline occupation bridge, presumably No. 48. This shows a feature common to all of the underline bridges on this stretch of line, an accompanied pipe which is presumably a culvert. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ554812 The trackbed looking towards Shanklin. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ552810 Wroxall Station Hotel seen through the only uncovered arch of Castle Road overline bridge, presumably No. 51. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ551799 The view looking towards Wroxall from the same location. 21st March 2008. (Photo courtesy of Greg Scott). OS: SZ552810 Telegraph pole against ominous sky between Shanklin & Cliff Bridge.21st March 2008. (Photo courtesy of Greg Scott). OS: SZ574816 approx. A train leaving Wroxall in pre-grouping days. (Photo courtesy of John Law).

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]]> Tue May 20 2008 WEMBLEY STADIUM LOOP (LNER) http://disused-rlys.fotopic.net/c1475068.html In 1923 the LNER opened a loop off the former GCR Neasden-Northolt line to serve the British Empire Exhibition held at Wembley Hill in 1924 and 1925. A station was opened to serve the exhibition consisting of a single platform adorned with a concrete canopy and buildings of the same style used for most of the exhibition buildings. The station went through several name changes in its first few years of existence including Exhibition Station (Wembley), Wembley Exhibition & Exhibition Grounds Station. Signalling was controlled from Neasden and colour lights were installed from the beginning. Trains ran from Marylebone every eight minutes and traversed the loop in a clockwise direction thus obviating the need for time-consuming reversals. After the closure of the 1925 exhibition the line was retained to serve the Stadium and the station was renamed Wembley Stadium in 1928 (not to be confused with the current Wembley Stadium station which is the former GCR Wembley Hill station). The line once again saw heavy usage during the 1948 Olympic Games but was otherwise only used on match days. It did not appear in timetables. The last train ran in May 1968 although the official closure did not come until September 1969. The station was demolished in the 1970s. Saturday 15 March 2008: In 1923 the LNER opened a loop off the former GCR Neasden-Northolt line to serve the British Empire Exhibition held at Wembley Hill in 1924 and 1925. A station was opened to serve the exhibition consisting of a single platform adorned with a concrete canopy and buildings of the same style used for most of the exhibition buildings. The station went through several name changes in its first few years of existence including Exhibition Station (Wembley), Wembley Exhibition & Exhibition Grounds Station. Signalling was controlled from Neasden and colour lights were installed from the beginning. Trains ran from Marylebone every eight minutes and traversed the loop in a clockwise direction thus obviating the need for time-consuming reversals. After the closure of the 1925 exhibition the line was retained to serve the Stadium and the station was renamed Wembley Stadium in 1928 (not to be confused with the current Wembley Stadium station which is the former GCR Wembley Hill station). The line once again saw heavy usage during the 1948 Olympic Games but was otherwise only used on match days. It did not appear in timetables. The last train ran in May 1968 although the official closure did not come until September 1969. The station was demolished in the 1970s.

Seen from the Northolt - Neasden line, the loop curved across the foreground and passed through the bricked-up South Bridge in the distance. The 1924 exhibition's The station site is now a refuse processing plant. This large shed straddles the trackbed about half way along the length of the platform. 13th March 2008. OS: TQ197857 Looking south towards the station from the site of North Bridge. 5th Way now crosses the trackbed on the level. 13th March 2008. OS: TQ198858 Looking north from the station with 5th way in the foreground. The track curved to the right following the line of the factory gables. 13th March 2008. OS: TQ198858 On the opposite side of 4th Way another modern building sits on the trackbed. 13th March 2008. OS: TQ199859 A modern building occupies the trackbed where the line crossed 4th Way. Midway between here and the previous picture the line crossed over the Never-Stop Railway on a concrete bridge. 13th March 2008. OS: TQ199859 Looking back from South Bridge towards the junction. Since the previous picture was taken the trackbed has become a tyre store. 13th March 2008. OS: TQ198855 South Bridge seen from road level. It carries South Way over the trackbed. 13th March 2008. OS: TQ198855 Overgrown trackbed immediately north of South Bridge. 13th March 2008. OS: TQ198855 Looking south from the down end of the platform at Wembley Stadium. The concrete wall on the right is part of the approach ramp for the Old London Bridge which crossed the line at this point. 13th March 2008. OS: TQ197856 The site of Wembley Stadium station looking north from the “down” end. The sheds on the left are part of the former Indian Pavilion from the 1924 exhibition. 13th March 2008. OS: TQ197856 A similar view of the station taken in 1948. Note the rear of the Indian Pavilion behind the station on the left as seen in the previous picture. (Image courtesy of Nigel Callaghan). A view of the station from 1948. The viewpoint is similar to the previous picture but higher as it has been taken from Old London Bridge. (Image courtesy of Nigel Callaghan). This building adjacent to the former station entrance formed part of the Old London Bridge approach ramp. 13th March 2008. OS: TQ197856 The former entrance road to Wembley Stadium station. 13th March 2008. OS: TQ197856 The station site immediately north of the refuse shed looking towards North Bridge. 13th March 2008. OS: TQ198858 The station seen from North Bridge. The Never-Stop Railway can be seen behind the hoardings on the left. (Image courtesy of Nigel Callaghan). The site of Wembley Stadium station looking south from the “up” end. 13th March 2008. OS: TQ198858 A train in the station hauled by The point where the line crossed 4th Way. Presumably it crossed on the level. 13th March 2008. OS: TQ199859 The boundary wall of the trackbed as it passes through industrial premises. 13th March 2008. OS: TQ200859 Part of 4th Way now occupies the trackbed for a short distance. View looking towards Marylebone. 13th March 2008. OS: TQ200859 4th Way following the course of the loop line looking back towards Wembley Stadium station. 13th March 2008. OS: TQ200859 A twin culvert carries a tributary of the River Brent beneath the trackbed near the point where the connection to the Neasden-Harrow line diverged. 13th March 2008. OS: TQ200859 The junction of 4th Way and Atlas Rd occupies the trackbed where the twin culvert runs beneath. 13th March 2008. OS: TQ200859 Beyond the road junction the trackbed becomes a surfaced footpath for a short distance. 13th March 2008. OS: TQ201859 The opposite end of the twin culverts. 13th March 2008. OS: TQ201859 The trackbed now runs next to what was an extensive goods yard. 13th March 2008. OS: TQ201858 Looking towards Marylebone across the bridge that carried the line over the River Brent. 13th March 2008. OS: TQ201857 The River Brent bridge. It is a long structure and it carried the river beneath the loop, an extensive array of sidings the GCR Neasden-Harrow line and the Metropolitan main line. OS: TQ201857 Looking back over the bridge towards Wembley Stadium station. 13th March 2008. OS: TQ201857 Just beyond the Brent bridge the footpath diverges from the trackbed to follow the river valley. The line carried on through what is now the perimeter of the Christian Salvesen distribution depot. 13th March 2008. OS: TQ202857 The course of the line looking back towards the Stadium through what is now the Christian Salvesen depot. 13th March 2008. OS: TQ203855 The final short stretch of the loop has been obliterated by Great Central Way. This is the view looking back towards the Stadium from near the junction. 13th March 2008. OS: TQ203855 Great Central Way in the foreground with the GCR Neasden-Northolt line and the site of the junction in the background. 13th March 2008. OS: TQ203855 A Railway Clearing House map of the Wembley/Neasden area from 1935. (Image courtesy of Nigel Callaghan). A map of the 1924 British Empire Exhibition site. The station and most of the loop line can be seen on the right. Satellite image of the Stadium Loop as it appears today. The course of the line has been marked with red dots. The GCR Neasden-Northolt line is marked A control ticket From Wembley Stadium station for the 1966 World Cup. An aerial view of the 1924 exhibition site nearing completion. Old London Bridge and the station can be seen on the right with goods wagons in the platform. The Never-Stop Railway can also be seen.

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]]> Sat Mar 15 2008 RUABON TO BARMOUTH (GWR) http://disused-rlys.fotopic.net/c1465550.html Ruabon to Llangollen was opened in 1862 and the line was extended to Corwen in 1865. By 1869 the line had reached Morfa Mawddach, the junction with the Cambrian Coast line just south of Barmouth. The GWR had absorbed the route by 1896. The line was a victim of the Beeching Report and though goods services ceased in 1964 with passenger services lingering on for another year. The Llangollen to Ruabon section continued to carry goods until 1968 after which the track was lifted. The section between Llangollen and Carrog has reopened as the Llangollen Railway and plans are in place to extend to Corwen. The 2 foot gauge Bala Lake Railway uses the trackbed between Llanuwchllyn and Bala Lake Halt. The former junction stations at Ruabon and Morfa Mawwdach remain open as unstaffed halts. I will add more pictures to this section at a future date. Tuesday 26 February 2008: Ruabon to Llangollen was opened in 1862 and the line was extended to Corwen in 1865. By 1869 the line had reached Morfa Mawddach, the junction with the Cambrian Coast line just south of Barmouth. The GWR had absorbed the route by 1896. The line was a victim of the Beeching Report and though goods services ceased in 1964 with passenger services lingering on for another year. The Llangollen to Ruabon section continued to carry goods until 1968 after which the track was lifted. The section between Llangollen and Carrog has reopened as the Llangollen Railway and plans are in place to extend to Corwen. The 2 foot gauge Bala Lake Railway uses the trackbed between Llanuwchllyn and Bala Lake Halt. The former junction stations at Ruabon and Morfa Mawwdach remain open as unstaffed halts. I will add more pictures to this section at a future date.

Looking south west between Cynwyd and Llandrillo, a few hundred yards short of the River Dee bridge. August 2007. OS: SJ030381 (Photo courtesy of Len Pentin). View towards Barmouth between Cynwyd and Llandrillo. August 2007. (Photo courtesy of Len Pentin). View looking northeast from just west of Llandrillo Station. The abutment for the now missing bridge can be seen in the background. August 2007. (Photo courtesy of Len Pentin). Looking south west towards the bridge over the river between LLandrillo and LLandderfel. August 2007. OS: SJ000369 (Photo courtesy of Len Pentin). The River Dee bridge between LLandrillo and Llandderfel. August 2007. OS: SJ000369 (Photo courtesy of Len Pentin). Llandderfel. Steps leading up to the main road from the old up platform. August 2007. OS: SH985365 (Photo courtesy of Len Pentin). Llandderfel. Road bridge over the station site. August 2007. OS: SH985365 (Photo courtesy of Len Pentin). The eastern end of Llandderfel Tunnel. June 2008. OS: SH966358 (Photo courtesy of Len Pentin). Occupation bridge between Llandderfel and Bala Junction. June 2008. (Photo courtesy of Len Pentin). View looking towards Bala Junction from the east. June 2008. (Photo courtesy of Len Pentin). The remains of Bala Junction station. June 2008. OS: SH936355 (Photo courtesy of Len Pentin). A GWR pagoda building still in situ at Bala Junction. June 2008. OS: SH936355 (Photo courtesy of Len Pentin). The trackbed looking in the Barmouth direction just past Garneddwen. August 2007. (Photo courtesy of Len Pentin). The surviving Cambrian line platform at Morfa Mawddach. 15th July 2006. OS: SH628140 (Photo courtesy of John Lucas). The disused Ruabon line platform at Morfa Mawddach. 14th July 2006. OS: SH628140 (Photo courtesy of John Lucas). Ruabon. The disused platform looking towards Barmouth. 1st April 2007. OS: SJ300438 The disused branch platform at Ruabon. 1st April 2007. OS: SJ300438 Ruabon station looking north. (More pictures of Ruabon station can be found on my Railway Stations UK site - see links). 1st April 2007. OS: SJ300438 Overall view of Llangollen station looking towards Corwen. 1988. OS: SJ214421 The Bala terminus of the Bala Lake Railway, formerly the GWR's Bala Lake Halt. 24th August 1996. OS: SH929349 A narrow gauge diesel locomotive in the former goods yard at Llanuwchllyn. 24th August 1996. OS: SH880300 Morfa Mawddach in the early 1970s with the Ruabon route fenced off but the points still in place. (Photo courtesy of Richard Boyd)

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]]> Tue Feb 26 2008 BOG JUNCTION TO WILLOWHOLME JUNCTION (CARLISLE AVOIDING LINE) http://disused-rlys.fotopic.net/c1424655.html The Carlisle Citadel Act of 1861 included a new loop between Bog Jn and Willowholme Jn to take goods traffic away from the station approaches. It was brought into use in 1877 and a joint undertaking made up from LNWR, CR, MR and GSWR nominees, known as the Goods Traffic Committee (GTC), was formed to administer the branch. In 1984 a freightliner train from Warrington divided when coming down Shap and the rear part free-wheeled towards Carlisle. The signalman in Carlisle PSB routed the front portion away from the goods avoiding lines, but the rear part was channelled through the goods lines. At the bridge over the River Caldew, close to Dentonholme Goods Depot, the remains of the train came to grief. The containers, which included dangerous chemical tanks, derailed on the bridge and caused extensive damage to the track and bridge structure, with some ending up in the river. The through line closed in 1984 but the section south of the damaged bridge remained open for a further ten years to serve the Metal Box Co. The line was first considered for reinstatement in 1999 to deal with a major increase in coal traffic through Carlisle. In April 2007 it was reported that Network Rail was toying with the idea buying back the trackbed. All material for this section has been kindly provided by Ralph Rawlinson. Sunday 16 December 2007: The Carlisle Citadel Act of 1861 included a new loop between Bog Jn and Willowholme Jn to take goods traffic away from the station approaches. It was brought into use in 1877 and a joint undertaking made up from LNWR, CR, MR and GSWR nominees, known as the Goods Traffic Committee (GTC), was formed to administer the branch. In 1984 a freightliner train from Warrington divided when coming down Shap and the rear part free-wheeled towards Carlisle. The signalman in Carlisle PSB routed the front portion away from the goods avoiding lines, but the rear part was channelled through the goods lines. At the bridge over the River Caldew, close to Dentonholme Goods Depot, the remains of the train came to grief. The containers, which included dangerous chemical tanks, derailed on the bridge and caused extensive damage to the track and bridge structure, with some ending up in the river. The through line closed in 1984 but the section south of the damaged bridge remained open for a further ten years to serve the Metal Box Co. The line was first considered for reinstatement in 1999 to deal with a major increase in coal traffic through Carlisle. In April 2007 it was reported that Network Rail was toying with the idea buying back the trackbed. All material for this section has been kindly provided by Ralph Rawlinson.

Deck view of Dentonholme South Viaduct looking north. 21st May 2007. OS: NY398556 View south over Dentonholme South Viaduct which has been converted for cycle use. 21st May 2007. OS: NY398556 Another view of the west side of Dentonholme South Viaduct. 21st May 2007. OS: NY398556 The west side of Dentonholme South Viaduct. 21st May 2007. OS: NY398556 View south from the site of Dentonholme South Junction. 21st May 2007. OS: NY399556 The site of Dentonholme Goods Station. 21st May 2007. OS: NY398555 The site of Dentonholme South Junction looking north. 21st May 2007. OS: NY399556 Nelson Bridge looking south. 21st May 2007. OS: NY399554 View north towards Nelson Bridge. The trackbed in this vicinity has been converted into a cycle track. 21st May 2007. OS: NY399554 The western side of the viaduct. 21st May 2007. OS: NY399552 The southernmost of the three viaducts over the River Caldew, seen here from the east bank. 21st May 2007. OS: NY399552 Seen from the south, it is revealed that the couthern span is missing, evidence of the 1984 derailment. 21st May 2007. OS: NY399552 The viaduct seen from the severed end. 21st May 2007. OS: NY399552 The site of Rome Street Junction looking towards Bog Junction. 21st May 2007. OS: NY401551 The Rome Street overbridge. 21st May 2007. OS: NY401551 The east side of Dentonholme South Viaduct. 21st May 2007. OS: NY398556 The south side of the Bridge Street overbridge. 21st May 2007. OS: NY395560 The north side of the Bridge Street overbridge. 21st May 2007. OS: NY395560 The site of Dentonholme North Viaduct. 21st May 2007. OS: NY394562 The view north from Nelson Bridge. 21st May 2007. OS: NY399554 Midland Railway map of the area. Extract from the 1947 OS 1 inch sheet.

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]]> Sun Dec 16 2007 PETERCHURCH http://disused-rlys.fotopic.net/c1423211.html An intermediate station on the former GWR "Golden Valley" line from Pontrilas to Hay on Wye. The line was built between 1876 and 1889 but was a financial failure and closed in 1898. The GWR came to the rescue in 1901 and reopened the line. It survived as a passenger line until 1941 and goods until the 1950s. Wednesday 12 December 2007: An intermediate station on the former GWR "Golden Valley" line from Pontrilas to Hay on Wye. The line was built between 1876 and 1889 but was a financial failure and closed in 1898. The GWR came to the rescue in 1901 and reopened the line. It survived as a passenger line until 1941 and goods until the 1950s.

The station site looking towards Hay on Wye. 5th October 2007. OS: SO344385 Another view of the surviving building which was presumably a weighbridge hut. 5th October 2007. OS: SO344385 This small building is the only surviving part of the station. 5th October 2007. OS: SO344385 A section of GWR bridge rail doing service as a fence post near the station. Looking north west towards the station site. 5th October 2007. OS: SO344384 Looking north west towards the station site. 5th October 2007. OS: SO344384 Railway fencing alongside the trackbed. 5th October 2007. OS: SO345383 The trackbed looking towards Pontrilas. 5th October 2007. OS: SO345383 Part of a goods platform or cattle dock. 5th October 2007. OS: SO344385 The bridge that once gave access to the station. Looking north west towards the station site. 5th October 2007. OS: SO344385 OS 1:25000 map of the Peterchurch area.

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]]> Wed Dec 12 2007 KINGS CROSS THAMESLINK http://disused-rlys.fotopic.net/c1423195.html The original Metropolitan Railway station at King's Cross was closed in 1941 when a replacement station (Kings Cross St Pancras) was opened nearer to the main line termini. The station lay unused until 1983 when the former City Widened Lines platforms were reopened as Kings Cross Midland City. A new wall separated the reopened platforms from the Metropolitan platforms which remained disused. The station was later renamed Kings Cross Thameslink. Closure came on 9th December 2007 when a replacement station beneath St Pancras International opened. The booking hall and entrance on Pentonville Road has passed to London Underground to provide an alternative entrance to Kings Cross St Pancras Underground station. Wednesday 12 December 2007: The original Metropolitan Railway station at King's Cross was closed in 1941 when a replacement station (Kings Cross St Pancras) was opened nearer to the main line termini. The station lay unused until 1983 when the former City Widened Lines platforms were reopened as Kings Cross Midland City. A new wall separated the reopened platforms from the Metropolitan platforms which remained disused. The station was later renamed Kings Cross Thameslink. Closure came on 9th December 2007 when a replacement station beneath St Pancras International opened. The booking hall and entrance on Pentonville Road has passed to London Underground to provide an alternative entrance to Kings Cross St Pancras Underground station.

The ticket office. 4th November 2005. Mural on the concourse. 4th November 2005. The other end of the concourse mural showing intertwined BR and LUL symbols. 4th November 2005. Platform view looking south with the subway to the Underground station on the right. 31st January 2006. The platforms looking south. 1st December 2007. A First Capital Connect service calling at the northbound platform. 1st December 2007. Blind arcading on platform A. 1st December 2007. Platform view looking north. 1st December 2007. Station nameboard. 1st December 2007. More blind arcading at the southern end of platform A. 1st December 2007. General view looking north from the southern end of platform A. The disused Metropolitan Line platforms are behind the wall on the left. 1st December 2007. The northbound platform and footbridge. 1st December 2007. The footbridge seen from the concourse. 1st December 2007. A countdown clock installed by First Capital Connect to publicise the station's closure. 1st December 2007. The mural had been covered over by 1st December 2007. The concourse and ticket gates. 1st December 2007. Underground, National Rail and First Capital Connect logos on the station front. 1st December 2007. The station frontage which retains signage in the corporate style of the former Thameslink TOC. 1st December 2007. Station nameboard. 31st January 2006. Station nameboard. 31st January 2006. The Pentonville Road side of the old station building. 13th February 2008. Part of the old entrance building is apparently still in use by the Underground. 13th February 2008. The original Metropolitan Railway entrance building survives as a row of shops. 13th February 2008. The station entrance after transfer to London Underground. 13th February 2008. The platform entrances closed off after transfer of the station to London Underground. 13th February 2008.

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]]> Wed Dec 12 2007 OXFORDSHIRE IRONSTONE RAILWAY http://disused-rlys.fotopic.net/c1400054.html Constructed during 1917/18, this line connected the ironstone quarries at Wroxton with the GWR just north of Banbury. As mineral lines go it was very substantially constructed with bridges, level crossings, gradient posts and signal boxes. During the 1950s most of the route was converted to double track. There was an extensive fleet of steam locomotives and two motive power depots. In later years the line was worked by Sentinel diesels. The line closed along with the quarries in 1967. Thursday 1 November 2007: Constructed during 1917/18, this line connected the ironstone quarries at Wroxton with the GWR just north of Banbury. As mineral lines go it was very substantially constructed with bridges, level crossings, gradient posts and signal boxes. During the 1950s most of the route was converted to double track. There was an extensive fleet of steam locomotives and two motive power depots. In later years the line was worked by Sentinel diesels. The line closed along with the quarries in 1967.

The trackbed near Drayton, looking towards Wroxton. 11th August 2005. (Photo courtesy of Greg Scott). OS: SP429421 Detail of the remains of the Southam Road bridge abutment. 2005. 11th August 2005. (Photo courtesy of Greg Scott). OS: SP455424 P-Way hut on the line. 11th August 2005. (Photo courtesy of Greg Scott). The course of one of the Wroxton quarry lines shows up as a lighter line in this field of wheat. 6th July 2006. (Picture courtesy of David Stowell). OS: SP393431 The trackbed of the main line just beyond the level crossing at Wroxton. 7th July 2006. (Picture courtesy of David Stowell). OS: SP407428 The site of Drayton Crossing. 7th July 2006. (Photo courtesy of David Stowell). OS: SP429421 Surviving occupation bridge on the between Southam Road and the junction with the GWR. 6th November 2006. (Photo courtesy of Greg Scott). OS: SP459425 Looking towards Banbury from the site of the level crossing at Wroxton. 31st October 2007. OS: SP407427 Locomotive shed and workshops at Wroxton seen from the level crossing. 31st October 2007. OS: SP407427 The site of the concrete bridge over the lane to Horley. 31st October 2007. OS: SP417433 The trackbed looking towards Banbury from Moor Mill level crossing. Surviving gate post at Moor Mill level crossing. 31st October 2007. OS: SP421430 Moor Mill level crossing looking towards Wroxton. The signal box stood on the right hand side. 31st October 2007. OS: SP421430 The trackbed looking towards Wroxton between the Horley bridge and the Moor Mill level crossing. 31st October 2007. OS: SP420432 Footpath crossing near Moor Mill level crossing. 31st October 2007. OS: SP420431 Looking towards Banbury with the Moor Mill level crossing in the background. 31st October 2007. OS: SP421431 Surviving gate post at Moor Mill level crossing. 31st October 2007. OS: SP421430 Another gate post at Moor Mill level crossing. 31st October 2007. OS: SP421430 The site of the Warwock Road overbridge, now replaced by a pedestrian subway. 31st October 2007. OS: SP436419 The trackbed looking towards Banbury from near the Warwick Road bridge. At this point the line is in a substantial rock cutting. 31st October 2007. OS: SP438419 The trackbed has been converted into a footpath along this stretch. 31st October 2007. OS: SP440418 The trackbed drops steeply towards Banbury through what is now a large housing estate. 31st October 2007. OS: SP441417 The cutting becomes shallower as it progresses eastwards. 31st August 2007. OS: SP443417 The trackbed is crossed by the approprately named road The trackbed looking towards Banbury as it runs parallel to Longelandes Way. 31st August 2007. OS: SP445419 The trackbed is crossed by the Highlands road and the footpath dives beneath it in a tunnel. 31st August 2007. OS: SP446419 A retaining wall at Pinhill Farm, possibly part of the 1960s grading plant. 31st August 2007. OS: SP448421 The line's main locomotive shed and depot was located at Pinhill Farm. This view shows the course of the main line looking towards Banbury with the site of the sheds on the left. 31st August 2007. OS: SP448421 Beyond the depot the trackbed changes from cutting to embankment. 31st August 2007. OS: SP448422 The embankment comes to a sudden end where it has been dug away to make room for an industrial unit, just visible through the trees. 31st August 2007. OS: SP448422 The site of the Southam Road bridge with the remains of the eastern abutment visible. The western abutment and approach embankment have been removed. 31st August 2007. OS: SP455424 Looking towards Wroxton along the site of the former embakment from Southam Road. 31st August 2007. OS: SP455424 Beyond the industrial unit the embankment resumes. 31st August 2007. OS: SP450423 The trackbed looking towards the junction with the GWR. 31st August 2007. OS: SP451423 On the approach to the Southam Road bridge the embankment is truncated once again. A factory occupies the next length of the route. 31st August 2007. OS: SP453424

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]]> Thu Nov 1 2007 NORTH PIER TRAMWAY, BLACKPOOL http://disused-rlys.fotopic.net/c1394942.html Opened in 1991, this 3 foot gauge tramway lasted only until 2004. The 3 car tram was built by Harry Steer Engineering of Breaston, Derbyshire. The centre car was fitted with a diesel engine and the train could carry up to 56 passengers. After closure the tram was sold for scrap. Wednesday 24 October 2007: Opened in 1991, this 3 foot gauge tramway lasted only until 2004. The 3 car tram was built by Harry Steer Engineering of Breaston, Derbyshire. The centre car was fitted with a diesel engine and the train could carry up to 56 passengers. After closure the tram was sold for scrap.

Looking along the line from the landward terminus. 22nd October 2007. OS: SD304363 The landward station. 22nd October 2007. OS: SD304363 The track, now heavily rusted. 22nd October 2007. OS: SD303363 Looking towards the Theatre terminus of the tramway. 22nd October 2007. OS: SD303363 The Theatre terminus. 22nd October 2007. OS: SD302363 Buffer stop at the Threatre terminus. 22nd October 2007. OS: SD302363 Looking towards the landward terminus from the opposite end of the line. 22nd October 2007. OS: SD302363 The tram still features on posters on the pier. 22nd October 2007.

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]]> Wed Oct 24 2007 RUSHDEN http://disused-rlys.fotopic.net/c1362971.html Rushden was the only intermediate station on the Midland Railway branch from Wellingborough to Higham Ferrers. The line opened to goods in 1893 and to passengers in 1894. Closure to passengers came in 1959 but goods services lingered until 1971. The station now serves as a social club and museum. There are plans to reooen a section of line in the future. Tuesday 4 September 2007: Rushden was the only intermediate station on the Midland Railway branch from Wellingborough to Higham Ferrers. The line opened to goods in 1893 and to passengers in 1894. Closure to passengers came in 1959 but goods services lingered until 1971. The station now serves as a social club and museum. There are plans to reooen a section of line in the future.

The station frontage seen from the roadside. 2nd September 2007. OS: SP957671 The bridge over the High Street, immediately west of the station. It was removed in 1971. 2nd September 2007. OS: SP956671 Platform side of the main station building. 2nd September 2007. OS: SP957671 The dilapidated bridge at the eastern end of the museum site. 2nd September 2007. OS: SP959674 Former cattle docks. 2nd September 2007. OS: SP957671 Original Edmondson ticket drawer in the booking office. 2nd September 2007. OS: SP957671 The ticket office window inside what is now the railway section of the museum. 2nd September 2007. OS: SP957671 Platform view. 2nd September 2007. OS: SP957671 The goods shed, now separated from the station site by a new road. 2nd September 2007. OS: SP957671

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]]> Tue Sep 4 2007 CADELEIGH http://disused-rlys.fotopic.net/c1351451.html Cadeleigh (formerly Cadeleigh & Bickleigh) was an indermediate station on the GWR line from Exeter to Tiverton. After closure the site was used as a road maintenance depot by Devon County Council but the platforms and most of the buildings survived. It is now the home of the Devon Railway Centre. Sunday 19 August 2007: Cadeleigh (formerly Cadeleigh & Bickleigh) was an indermediate station on the GWR line from Exeter to Tiverton. After closure the site was used as a road maintenance depot by Devon County Council but the platforms and most of the buildings survived. It is now the home of the Devon Railway Centre.

Looking along the down platform from the southern end. 3rd August 2007. OS: SS938075 Former weighbridge building. 3rd August 2007. OS: SS938076 The former goods shed, now a locomotive shed for the 2 foot gauge line. 3rd August 2007. OS: SS938076 The station building on the down platform. 3rd August 2007. OS: SS938076 BR era concrete fence posts by the main building. 3rd August 2007. OS: SS938076 The station building seen from the forecourt side. 3rd August 2007. OS: SS938076 Concrete lamp post on the down platform. 3rd August 2007. OS: SS938076 Looking south towards Exeter along the restored platforms. 3rd August 2007. OS: SS938076 The former up platform. 3rd August 2007. OS: SS938076 The down platform with preserved coaches. 3rd August 2007. OS: SS938076 One of the nameboard posts on the down platform. 3rd August 2007. OS: SS938076 A glimpse of the bridge that carried the line over the River Exe north of the station. 3rd August 2007. OS: SS938077 Trackbed looking towards Exeter with the A396 road bridge in the background. 3rd August 2007. OS: SS938074 Bridge over a tributary of the Exe just south of the station. 3rd August 2007. OS: SS938074 Gateway at the station entrance. 3rd August 2007. OS: SS938074 Former ticket window in the station building. 3rd August 2007. OS: SS938076

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]]> Sun Aug 19 2007 BARNSTAPLE TOWN http://disused-rlys.fotopic.net/c1344386.html Barnstaple Town was one of two LSWR stations in Barnstaple, the other being Barnstaple Junction which is still open. Town station was located on the branch to Ilfracombe and replaced the eariler Barnstaple Quay station. It was opened in 1898 to serve as the junction with the narrow gauge Lynton & Barnstaple Railway. Both lines passed to the Southern Railway in 1923 and the L&B was closed in 1935. Barnstaple Town lingered on until 1970 when it closed along with the Ilfracombe branch. During the 1980s and 90s the station building was used as an Indian restaurant and the signal box served as a museum for the Lynton & Barnstaple Railway Association. Both buildings are now used by Pathfield School Sixth Form. OS: SS557331 Thursday 9 August 2007: Barnstaple Town was one of two LSWR stations in Barnstaple, the other being Barnstaple Junction which is still open. Town station was located on the branch to Ilfracombe and replaced the eariler Barnstaple Quay station. It was opened in 1898 to serve as the junction with the narrow gauge Lynton & Barnstaple Railway. Both lines passed to the Southern Railway in 1923 and the L&B was closed in 1935. Barnstaple Town lingered on until 1970 when it closed along with the Ilfracombe branch. During the 1980s and 90s the station building was used as an Indian restaurant and the signal box served as a museum for the Lynton & Barnstaple Railway Association. Both buildings are now used by Pathfield School Sixth Form. OS: SS557331

The station seen from the forecourt side. (Photo courtesy of John Lucas). 13th June 2001. Barnstaple Town station frontage. 31st July 2007. The site of the L&B platform looking in the Lynton direction. 31st July 2007. Looking back towards Barnstaple Junction from just outside Barnstaple Town. The viaduct has disappeared completely. 31st July 2007. The platform side of the station building. 31st July 2007. Ironwork on the platform awning. 31st July 2007. The surviving signal box at Barnstaple Town. 31st July 2007. Looking towards Barnstaple Junction from Barnstaple Town signal box. 31st July 2007. BR(S) nameboard on the station front. 31st July 2007. The passenger entrance - it originally sported a canopy. 31st July 2007. A DMU on the viaduct en route to Barnstaple Town from Barnstaple Junction. 1964. (Photo: P.G. Marks).

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]]> Thu Aug 9 2007 MELDON VIADUCT http://disused-rlys.fotopic.net/c1343747.html Meldon Viaduct is a Scheduled Ancient Monument and a superb example of Victorian railway engineering. The wrought and cast iron structure consists of six, ninety foot warren trusses supported by five tapered lattice trestles, the largest of which is 120 feet tall. It was originally built in 1874 for the LSWR main line between Waterloo and Plymouth and was later widened to double track in 1878. Following closure of the main line the viaduct remained in use carrying a headshunt for the adjacent ballast quarry. It is now looked after by the Meldon Viaduct Co and carries a foot and cycle path. OS: SX564923 Wednesday 8 August 2007: Meldon Viaduct is a Scheduled Ancient Monument and a superb example of Victorian railway engineering. The wrought and cast iron structure consists of six, ninety foot warren trusses supported by five tapered lattice trestles, the largest of which is 120 feet tall. It was originally built in 1874 for the LSWR main line between Waterloo and Plymouth and was later widened to double track in 1878. Following closure of the main line the viaduct remained in use carrying a headshunt for the adjacent ballast quarry. It is now looked after by the Meldon Viaduct Co and carries a foot and cycle path. OS: SX564923

The viaduct showing how it is in fact two seperate but interwoven single track viaducts. 7th April 2002. The viaduct looking towards Meldon Junction. 7th April 2002. The viaduct seen from the valley bottom. 18th July 2004. (Photo courtesy of Chris Sampson). Detail of one of the piers. 18th July 2004. (Photo courtesy of Chris Sampson). A similar view taken on 29th July 2007 showing how the viaduct becomes largely obscured by trees in the summer months. Looking west from just beyond the viaduct with an overbridge in the background and the site of Meldon Junction behind. 29th July 2007. Looking towards the viaduct from the trackbed on the western side. 29th July 2007. Looking towards Okehampton from the viaduct with the end of the Dartmoor Railway in the background. 29th July 2007. OS 1:25000 map of the area.

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]]> Wed Aug 8 2007 LYNTON & BARNSTAPLE RAILWAY http://disused-rlys.fotopic.net/c1341068.html A few pictures of the remains of this famous narrow gauge line in North Devon. For more pictures of the line please see the Lynton & Barnstaple Railway Society's website. Sunday 5 August 2007: A few pictures of the remains of this famous narrow gauge line in North Devon. For more pictures of the line please see the Lynton & Barnstaple Railway Society's website.

A surviving signal post at Blackmoor Gate carrying a very unconvincing signal arm on the wrong side of the post. 31st July 2007. Blackmoor Gate station seen from the platform side. It is now a pub. 31st July 2007. The former water tower at Blackmoor Gate has been converted into a building but it still retains the pipework for the water crane. 31st July 2007. The trackbed looking towards Woody Bay from Blackmoor Gate. 31st July 2007. The site of the platforms at Blackmoor Gate is partially covered by an extension to the station building. The remainder of it serves as a beer garden. 31st July 2007. The forecourt side of Blackmoor Gate station. 31st July 2007. Overall view of Blackmoor Gate station. 31st July 2007. The station building at Woody Bay. 31st July 2007. General view of the restored Woody Bay station. 31st July 2007. SR concrete gradient post at Woody Bay. 31st July 2007. Original concrete nameboard at Woody Bay. 31st July 2007. Looking towards Blackmoor Gate from Woody Bay. 31st July 2007. Woody Bay station seen from the entrance road. 31st July 2007. Lynton station seen from the roadside. 31st July 2007. Lynton goods shed, now a pair of cottages. 31st July 2007. Lynton station from the platform side. 31st July 2007. The site of the L&B platform at Barnstaple Town. Behind where the buffer stops were located the station building can still be seen. 31st July 2007. Postcard view of Blackmoor Gate. Postcard view of Woody Bay. An old postcard of the Lynton & Barnstaple Railway from pre Southern Railway days. A pre-1923 view of Barnstaple Town station with a L&B train in the platform. (Photo courtesy of John Law).

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]]> Sun Aug 5 2007 GLOUCESTER DOCKS http://disused-rlys.fotopic.net/c1329897.html The Midland Railway accessed Gloucester Docks via a branch from Barton Street Junction which terminated at High Orchard Yard. The GWR access was via Over Junction with a yard at Llanthony - this line is covered by a sepatate section on this site. This section covers the remains of the internal railway system that served all parts of the docks and linked the two access branches. More pictures to be added soon. Friday 20 July 2007: The Midland Railway accessed Gloucester Docks via a branch from Barton Street Junction which terminated at High Orchard Yard. The GWR access was via Over Junction with a yard at Llanthony - this line is covered by a sepatate section on this site. This section covers the remains of the internal railway system that served all parts of the docks and linked the two access branches. More pictures to be added soon.

The former Midland Railway corrugated iron transfer shed at High Orchard. Marked Another view of the remains of the wagon turntable. Marked Slots where the rails once were on the swing bridge. Marked Disused track on Merchants Road, looking towards High Orchard. Marked Surviving track on Merchants Road, behind Downing's Malthouse. Marked Abandoned tracks on the northern side of Monk Meadow Dock. 1992. OS: SO822176 Abandoned tracks at Monk Meadow Dock. 1992. OS: SO822176 Tracks from the GWR Llanthony Yard curving onto Llanthony Quay. Marked Pointwork on Llanthony Quay. Marked Track on Llanthony Quay in front of the GWR transfer shed. Marked The GWR transfer shed on Llanthony Quay. Marked Llanthony Quay after the transfer shed had been demolished. Marked Tracks on Llanthony Quay. Marked Pointwork and track on Llanthony Quay. Marked Llanthony Quay, looking towards the Main Basin. Marked Recess for a point lever on Llanthony Quay. Marked Disused track adjacent to the Sturges Warehouse. Marked Track by the No. 5 Warehouse. Marked Course of one of the dock railways passing Albion Cottages en route from the Victoria Dock to Llanthony Road. The Gloucester & Cheltenham Tramroad entered the docks on the left. Marked Track and turnout in front of the North Warehouse. Marked The same section of track still in situ on 14th April 2007. Marked A short section of track and rudimentary buffer stops next to the swing bridge. Marked The former Midland Railway line from High Orchard to Llanthony Road and the main basin. This is the view looking north from Baker Street. 21st April 2007. Marked Another section of track on the opposite side of Merchants Road. 21st April 2007. Marked The track behind Vining's Malthouse with the site of High Orchard Yard behind. Marked The remains of a wagon turntable and a short section of track in front of Vinings Warehouse. Marked Two short lengths of track between the Biddle and Sturges Warehouses. Marked Railway building, possibly a shunter's hut near Llanthony Road. Marked Course of the line between Llanthony and Monk Meadow Dock. 1992. OS: SO821177 Track in the roadway on the approach to Monk Meadow Dock. 1992. OS: SO821176 Map A. Gloucester Docks (north). Map B. Gloucester Docks (south). The swing bridge which carried a railway line over the channel that links the Main Basin with the Victoria Dock. Marked A disused siding on High Orchard Wharf, Hempstead. 20th July 2008. Wagons on a section of track that was retained next to the Barge Arm when the area was made into a car park for the National Waterways Museum. 29th March 2009.

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]]> Fri Jul 20 2007 GLYN VALLEY TRAMWAY http://disused-rlys.fotopic.net/c1329644.html The Glyn Valley Tramway was a 2’ 4½ “ gauge line opened in 1873 to link the slate quarries at Glyn Ceiriog to the Llangollen Canal at Chirk, a distance of approximately six miles. Initially the line was worked by gravity and horses but in it was converted to steam and re-routed through the Chirk Castle estate to meet the G.W.R. at Chirk Station. The line closed in 1935. These pictures show the remains of the line at the Chirk end. I hope to photograph more of the route at a later date. The Glyn Valley Tramway Trust are carrying out a feasibility study into reopening part of the Tramway. A link to their site can be found at the bottom of this page. Friday 20 July 2007: The Glyn Valley Tramway was a 2_ 4_ _ gauge line opened in 1873 to link the slate quarries at Glyn Ceiriog to the Llangollen Canal at Chirk, a distance of approximately six miles. Initially the line was worked by gravity and horses but in it was converted to steam and re-routed through the Chirk Castle estate to meet the G.W.R. at Chirk Station. The line closed in 1935. These pictures show the remains of the line at the Chirk end. I hope to photograph more of the route at a later date. The Glyn Valley Tramway Trust are carrying out a feasibility study into reopening part of the Tramway. A link to their site can be found at the bottom of this page.

Looking towards the goods yard and exchange sidings from the site of the platform. 1st April 2007. OS: SJ284378 Gateway (left) which gave access to the platform from the road above. 1st April 2007. OS: SJ284378 The trackbed then follows the B4500 road. 1st April 2007. OS: SJ285373 The trackbed is in a cutting as it turns west away from Chirk. 1st April 2007. OS: SJ285374 A surviving bridge at the point where the tramway swings west away from the standard gauge line. 1st April 2007. OS: SJ285375 The station site seen from the opposite side with the main line station behind. 1st April 2007. OS: SJ284378 A section of tramway rail which may have once suported a sign at the station entrance. 1st April 2007. OS: SJ284378 The site of the GVT station behind the main line station. 1st April 2007. OS: SJ284378 Commemorative plaque beneath the road bridge over the main line station. 1st April 2007. OS: SJ284378 The road bridge over the line at Chirk looking towards the terminus. The station site is immediately behind the bridge. 1st April 2007. OS: SJ284377 The trackbed looking towards Glyn Ceiriog from the road bridge at Chirk. The standard gauge tracks are behind the fence on the left. 1st April 2007. OS: SJ284377 The trackbed running parallel to the standard gauge line. 1st April 2007. OS: SJ284376 Just before the trackbed swings away from the standard gauge line a short section has been returned to farm land. 1st April 2007. OS: SJ285375 The trackbed looking back towards the terminus from the same spot. At this point the line is running almost exactly above the canal tunnel. 1st April 2007. OS: SJ284376 Standing on the site of the platform with the road bridge in the background. 1st April 2007. OS: SJ284378 OS 1:25000 map of the Chirk area. The section of the tramway covered by the pictures has been marked in green.

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]]> Fri Jul 20 2007 GLOUCESTER & CHELTENHAM TRAMROAD http://disused-rlys.fotopic.net/c1298117.html The Gloucester & Cheltenham Tramroad was a 3' 6" gauge horse drawn line constructed in 1811 to link Cheltenham with the docks at Gloucester. Closure came in 1861 after the arrival of the GWR and MR in the area. Most of the route has disappeared beneath roads and housing but a few traces remain. More pictures will be added to this section soon. Friday 8 June 2007: The Gloucester & Cheltenham Tramroad was a 3' 6" gauge horse drawn line constructed in 1811 to link Cheltenham with the docks at Gloucester. Closure came in 1861 after the arrival of the GWR and MR in the area. Most of the route has disappeared beneath roads and housing but a few traces remain. More pictures will be added to this section soon.

Course of the tramroad between Tramway Crossing and Millbrook Street. 26th April 2006. OS: SO841181 Course of the tramroad looking towards Cheltenham from Tramway Crossing. (Marked Looking along the embankment towards the Wotton Brook bridge. 24th March 2007. OS: SO849183 A view across the surviving tramroad embankment between Wotton Brook and Armscroft Place. 24th March 2007. OS: SO849183 The site of the bridge over Wotton Brook. The abutments date from a later structure which carried a footpath. 24th March 2007. OS: SO848183 Side view of the embankment. This is the major surviving feature of the tramroad. 24th March 2007. OS: SO849183 The road known as Old Tram Road (marked Approaching the end of Old Tram Road 6th April 2007. OS: SO830181 (Picture courtesy of Pete Dainty). The gateway where the tramroad entered Gloucester Docks. For many decades it was bricked up but at the time this picture was taken it had recently been unblocked. (Marked After crossing Southgate Street the tramroad passed along what is now Albion Street. (Marked Course of the tramroad along Old Tram Road. 14th April 2007. OS: SO830181 Map A. OS 1:25000 sheet showing the course of the tramroad through Gloucester. Map B. OS 1:25000 sheet showing the course of the tramroad through Gloucester. The gateway after restoration. 29th April 2009.

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]]> Fri Jun 8 2007 RYDE PIER TRAMWAY http://disused-rlys.fotopic.net/c1229468.html The Ryde Pier Tramway opened in 1864 in order to transport passengers and luggage to and from the Pier Head where the steamers from the mainland called. At this time the main line railway terminated at St Johns and in 1871 the tramway was extended from Pier Gates to St Johns. When the main line trains were extended to the Pier Head in 1880 the tramway extension was closed and the service was cut back to the pier section only. Originally horse worked, the line was converted to electric traction in 1889. For its final 12 years of existence it was worked by Drewry diesel railcars. The line finally closed in 1969. Monday 12 March 2007: The Ryde Pier Tramway opened in 1864 in order to transport passengers and luggage to and from the Pier Head where the steamers from the mainland called. At this time the main line railway terminated at St Johns and in 1871 the tramway was extended from Pier Gates to St Johns. When the main line trains were extended to the Pier Head in 1880 the tramway extension was closed and the service was cut back to the pier section only. Originally horse worked, the line was converted to electric traction in 1889. For its final 12 years of existence it was worked by Drewry diesel railcars. The line finally closed in 1969.

The Pier Gates entrance with the tramway visible behind. (Picture courtesy of John Law). Looking towards Pier Head from Pier Gates station site. 6th March 2007. OS: 593929 The site of Pier Gates station with the Island Line Ryde Esplanade station on the left. 6th March 2007. OS: 593929 Looking towards Ryde from the site of the Pier Head terminus. 6th March 2007. OS: SZ592935 The site of the Pier Head terminus. 6th March 2007. OS: SZ592935 Looking along the remains of the line towards Pier Gates. 6th March 2007. OS: SZ592934 Looking towards the end of the pier with the Island Line Pier Head station on the right. 6th March 2007. OS: SZ592934 Detail of the remaining girders. 6th March 2007. OS: SZ592934 A Bell Punch ticket from the tramway. The Pier Head terminus in horse drawn days, prior to the construction of the Railway Pier. (Image courtesy of Isle of Wight Historic Postcards). An old postcard showing the Pier Head terminus. (Image courtesy of Isle of Wight Historic Postcards). Ordnance Survey 1:25000 map showing the route of the tramway which is marked in light green. The route between Pier Gates and St Johns Road is approximate, based on available descriptions. An Ultimate ticket from the tramway. A train on the Railway Pier with the tramway tracks in the foreground. (Picture courtesy of John Law).

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]]> Mon Mar 12 2007 PLYMOUTH TO YELVERTON (GWR) http://disused-rlys.fotopic.net/c1224323.html A few pictures of the former GWR Plymouth - Yelverton line in Devon, covering the section between Clearbrook and Yelverton. All pictures were kindly contributed by Ian Barnett. OS grid references are estimates. Monday 5 March 2007: A few pictures of the former GWR Plymouth - Yelverton line in Devon, covering the section between Clearbrook and Yelverton. All pictures were kindly contributed by Ian Barnett. OS grid references are estimates.

The southern entrance to Yelverton station, now a nature reserve and absolutely private. 30th September 2004. OS: SX519671 An underbridge immediately south of Yelverton station site. Just south of this bridge a house has been built on the formation. 30th September 2004. OS: SX520670 Looking north from the site of a foot crossing just south of Yelverton. 30th September 2004. OS: SX521670 Looking south from the same spot. 30th September 2004. OS: SX520667 View looking south about quarter mile further north. 30th September 2004. OS: SX521662 View looking north about a quarter mile further on again, where the line is in a very shallow cutting. 30th September 2004. OS: SX520667 Occupation underbridge about quarter mile further north, 30th September 2004. OS: SX523659 View from on top of bridge looking north 30th. September 2004. OS: SX523659 View from on top of the bridge looking south. 30th September 2004. OS: SX523659 Underbridge at Clearbrook. Photo taken to illustrate garden shed sited on bridge. 30th September 2004. OS: SX524656

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]]> Mon Mar 5 2007 WESTON, CLEVEDON & PORTISHEAD RAILWAY http://disused-rlys.fotopic.net/c1194636.html Just a few pictures of this former light railway in Somerset. I hope to cover the line in more detail soon. Engineer's Line Reference: WCA Saturday 27 January 2007: Just a few pictures of this former light railway in Somerset. I hope to cover the line in more detail soon. Engineer's Line Reference: WCA

The site of the Weston terminus of the line. The station was on the left of the surviving station house which now houses a chemist. OS: ST328616 (Picture courtesy of Andrew Ross). The trackbed at the eastern end of Weston station. OS: ST329616. (Picture courtesy of Andrew Ross). The site of the halt at Ebdon Lane looking towards Portishead. OS: ST369643 (Picture courtesy of Andrew Ross). Ebdon Lane looking towards Worle Town. OS: ST369643 (Picture courtesy of Andrew Ross). Looking towards Worle Town from near Ebdon Lane . OS: ST369643 (Picture courtesy of Andrew Ross). A similar view prior to closure. (Picture courtesy of John Law). The entrance to Portishead Station. (Picture courtesy of John Law). A train at Portishead station. Edmondson severed half ticket from the line.

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]]> Sat Jan 27 2007 STRATFORD TO NORTH WOOLWICH (GER) http://disused-rlys.fotopic.net/c1156770.html The eastern section of the North London Line opened in 1863. It was built by the Eastern Counties and Thames Junction Railway, later becoming part of the Great Eastern Railway. This section also features a few pictures of the eastern end of the former Silvertown Tramway. The line closed on 9th December 2006 as it had been made redundant by the opening of the DLR extension to King George V. Although North Woolwich and Silvertown stations closed permanently, the DLR platforms at Custom House remain open. The North London Line platforms at Canning Town and West Ham will eventually be incorporated into the DLR extension to Stratford International. Saturday 9 December 2006: The eastern section of the North London Line opened in 1863. It was built by the Eastern Counties and Thames Junction Railway, later becoming part of the Great Eastern Railway. This section also features a few pictures of the eastern end of the former Silvertown Tramway. The line closed on 9th December 2006 as it had been made redundant by the opening of the DLR extension to King George V. Although North Woolwich and Silvertown stations closed permanently, the DLR platforms at Custom House remain open. The North London Line platforms at Canning Town and West Ham will eventually be incorporated into the DLR extension to Stratford International.

North Woolwich. The station frontage from the road. 7th December 2005. OS: TQ432798 North Woolwich. Detail of one of the wings of the building. 7th December 2005. OS: TQ432798 North Woolwich. Side view of the station building. 7th December 2005. OS: TQ432798 North Woolwich. Window detail on the first floor. 7th December 2005. OS: TQ432798 North Woolwich. Awning detail on the rear of the old building. 7th December 2005. OS: TQ432798 North Woolwich. Beneath the awning. 7th December 2005. OS: TQ432798 North Woolwich. The old station building seen from the platform. 7th December 2005. OS: TQ432798 North Woolwich. Various items of railwayana on display in the museum. 7th December 2005. OS: TQ432798 North Woolwich. The modern entrance to the station. 7th December 2005. OS: TQ432798 North Woolwich. Booking office windows in the later station building. 7th December 2005. OS: TQ432798 North Woolwich. Station building interior. 7th December 2005. OS: TQ432798 North Woolwich. Inside the Silverlink booking hall a notice commemorates the electrification of the branch in 1985. 7th December 2005. OS: TQ432798 North Woolwich. General platform view. 7th December 2005. OS: TQ432798 North Woolwich. Detail of one of the platform lamp standards in Silverlink lime green. 7th December 2005. OS: TQ432798 North Woolwich. General view looking towards the station buildings. 7th December 2005. OS: TQ432798 North Woolwich. The end of the platform looking towards Silvertown. 7th December 2005. OS: TQ432798 North Woolwich. Water crane on the museum platform. 7th December 2005. OS: TQ432798 North Woolwich. Closure notice posted on one of the lamp standards. 7th December 2005. OS: TQ432798 Silvertown. The station building from the roadside. 18th May 2006. OS: TQ420801 Silvertown. Platform sign. 18th May 2006. OS: TQ420801 Silvertown. The station building seen from the platform. 18th May 2006. OS: TQ420801 Silvertown. Inside the station building. 18th May 2006. OS: TQ420801 Silvertown. Sign and commemorative plaque. 18th May 2006. OS: TQ420801 Silvertown. Looking towards Stratford from the platform. 18th May 2006. OS: TQ420801 Silvertown. General platform view. 18th May 2006. OS: TQ420801 Silvertown. Looking towards North Woolwich from the platform. 18th May 2006. OS: TQ420801 Silvertown. Overall view of the station. 18th May 2006. OS: TQ420801 Silvertown. Overall view of the station in GER days. (Picture courtesy of John Law). OS: TQ420801 The southern approach to Connaught Tunnel from the footbridge adjacent to Silvertown station. 18th May 2006. OS: TQ420801 Bracket signal post that survives on the eastern approach to Connaught Tunnel. 18th May 2006. OS: TQ419801 Silvertown Tramway. Looking down the course of the Silvertown Tramway from the station platform. 18th May 2006. OS: TQ420801 Silvertown Tramway. The Thames Road level crossing seen from the abandoned trackbed of the Silvertown Tramway. 18th May 2006. OS: TQ420801 Silvertown Tramway. Looking east towards Silvertown station from the Thames Road crossing. 18th May 2006. OS: TQ420801 Silvertown Tramway. Thames Road crossing. View looking towards Silvertown. Note that the rails are intact. 18th May 2006. OS: TQ420801 Silvertown Tramway. Thames Road crossing looking in the opposite direction. 18th May 2006. OS: TQ420801 Silvertown Tramway. Close up of the surviving crossing gates on the western side of Thames Road crossing. 18th May 2006. OS: TQ420801 Silvertown Tramway. The trackbed looking west from just beyond the level crossing. 18th May 2006. OS: TQ419801 Silvertown Tramway. West of the level crossing the trackbed has been made into a path. 18th May 2006. OS: TQ419801 Canning Town. Looking towards North Woolwich from the westbound platform. 15th November 2006. OS: TQ394813 Canning Town. General platform view. 15th November 2006. OS: TQ394813 Canning Town. The eastbound platform. 15th November 2006. OS: TQ394813 Canning Town. Looking towards Stratford from the end of the platforms. 15th November 2006. OS: TQ394813 Canning Town. The staircase leading from the low level concourse to the Silverlink platforms. 15th November 2006. OS: TQ394813 Canning Town. The line looking towards North Woolwich from the platforms. 15th November 2006. OS: TQ394813 Canning Town. General platform view. 15th November 2006. OS: TQ394813 Canning Town. Station nameboard. 15th November 2006. OS: TQ394813 North Woolwich. The platform waiting area. 15th November 2006. OS: TQ432798 North Woolwich. A train waiting to depart for Richmond. 15th November 2006. OS: TQ432798 North Woolwich. Running in board. 15th November 2006. OS: TQ432798 North Woolwich. Station nameboard. 15th November 2006. OS: TQ432798

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]]> Sat Dec 9 2006 BROOKWOOD NECROPOLIS RAILWAY http://disused-rlys.fotopic.net/c1154765.html The London Necropolis Company opened the cemetery at Brookwood in 1854. In partnership with the LSWR they ran funeral trains between London and Brookwood carrying both coffins and mourners. The LSWR main line was used for most of the journey but at both ends of the operation the Necropolis Company had their own lines and stations. The London terminus was on York Street (now Leake Street), adjacent to Waterloo station. When the LSWR required this land for expansion of Waterloo station in 1902 a new Necropolis terminus was constructed on Westminster Bridge Road. At Brookwood the funeral trains passed through the main line station and reversed onto a line that ran through the cemetery. There were two stations within the burial ground, built to serve the Anglican and Nonconformist areas of the cemetery. The cemetery line fell into disuse during the second world war and was later lifted. I can recommend J.M. Clarke's excellent book on the railway: The Brookwood Necropolis Railway, The Oakwood Press, ISBN 0-85361-471-7 Thursday 7 December 2006: The London Necropolis Company opened the cemetery at Brookwood in 1854. In partnership with the LSWR they ran funeral trains between London and Brookwood carrying both coffins and mourners. The LSWR main line was used for most of the journey but at both ends of the operation the Necropolis Company had their own lines and stations. The London terminus was on York Street (now Leake Street), adjacent to Waterloo station. When the LSWR required this land for expansion of Waterloo station in 1902 a new Necropolis terminus was constructed on Westminster Bridge Road. At Brookwood the funeral trains passed through the main line station and reversed onto a line that ran through the cemetery. There were two stations within the burial ground, built to serve the Anglican and Nonconformist areas of the cemetery. The cemetery line fell into disuse during the second world war and was later lifted. I can recommend J.M. Clarke's excellent book on the railway: The Brookwood Necropolis Railway, The Oakwood Press, ISBN 0-85361-471-7

Westminster Bridge Road. Facade of the Necropolis Company's London terminus. 18th May 2006. OS: TQ310795 Westminster Bridge Road. Detail on the station entrance. The station had two platforms, various private waiting rooms, a chapel and mortuaries. 18th May 2006. OS: TQ310795 Westminster Bridge Road. Offices inside the entrance. The station was extensively damaged by an air raid in 1941 and never reopened. 18th May 2006. OS: TQ310795 Westminster Bridge Road. Seen from the entrance, the car is parked in the glass-covered driveway that led to the now demolished platforms. 18th May 2006. OS: TQ310795 Section of track and plaque behind the main line station. It was nice of Network Rail to donate the track but it is a pity they could not have found some more appropriate bull-head rail. 6th December 2006. OS: SU952569 After passing the station building the line started to curve away into the cemetery. 6th December 2006. OS: SU952569 As it curves southward through the cemetery the line passes over a low embankment which is now the most obvious surviving part of the line. 6th December 2006. OS: SU953568 The trackbed running through the Nonconformist section of the cemetery, looking south towards Cemetery Pales. 6th December 2006. OS: SU953568 The trackbed between the North Station and Cemetery Pales has been made into one of the Necropolis access paths. Its former use has been commemorated however. 6th December 2006. OS: SU953568 View back towards the junction from where Long Avenue crosses the trackbed. 6th December 2006. OS: SU953568 North Station. The surviving platform face seen from the north end. 6th December 2006. OS: SU953568 North Station. The platform face seen from the south end. 6th December 2006. OS: SU953568 Trackbed looking south from the same point, half way between North Station and Cemetery Pales. 6th December 2006. OS: SU954567 Trackbed looking north about half way between North Station and the Cemetery Pales crossing. 6th December 2006. OS: SU954567 Looking north from near the Cemetery Pales crossing. 6th December 2006. OS: SU955567 North Station. The site of the platform and buildings. The line of small trees marks the platform edge. The station was demolished in the 1960s after an outbreak of dry rot. The site now forms part of the Muslim section of the cemetery. 6th December 2006. OS: SU953568 Looking across the line showing the height of the embankment. 6th December 2006OS: SU953568 View back towards the junction as the line curves away from the main line alignment. 6th December 2006. OS: SU952569 Looking back along the course of the line towards the passing loop behind the main line station. 6th December 2006. OS: SU952569 The line passed directly behind the back of the down side platform building - view looking back towards the junction along the former passing loop. 6th December 2006. OS: SU952569 At it approaches the rear of the down side station building the trackbed reaches natural ground level. 6th December 2006. OS: SU951569 A collection of SR concrete huts near the junction. 6th December 2006. OS: SU949568 The trackbed descends fairly sharply as it passes behind the station. 6th December 2006. OS: SU949568 The trackbed behind the down main line platform at Brookwood, looking towards the junction. This section was a double track loop. 6th December 2006. OS: SU949568 The trackbed looking towards the Necropolis from the same spot behind the main line station. 6th December 2006. OS: SU949568 Satellite view of the Westminster Bridge Road terminus. Only the frontage and office block remains but the extent of the former building has been marked. (Image courtesy of Google Earth). An old map of the line at Brookwood. The LSWR station is marked Extract from the current OS 1:25000 map of the area. The stations are marked 1,2 & 3 as per the previous map. Moving to the Brookwood end of the line, this is the view towards the Necropolis/LSWR junction from the end of the platforms of the LSWR station. Quite why the line was designed with this awkward reversal is not clear. 3rd December 2007. OS: SO950569 North Station. The distinctive curved southern end of the platform. 3rd December 2007. OS: SU953568 Looking south towards the Cemetery Pales level crossing. 3rd December 2007. OS: SU955567 The site of the Cemetery Pales level crossing looking south. The sign is approximately on the centre line of the trackbed. 3rd December 2007. OS: SU956566 The site of the Cemetery Pales level crossing looking north. 3rd December 2007. OS: SU956566 The course of the line looking south in the Anglican section of the cemetery. The trackbed is very slightly raised from the surrounding ground level. 3rd September 2007. OS: SU958565 Looking towards the South Station from the St Anderew's Avenue crossing. 3rd September 2007. OS: SU959565 The site of the St Andrew's Avenue crossing with the Keith mausoleum in the background. 3rd September 2007. OS: SU959565 South Station. The station site seen from the trackbed. The building was built on the platform in 2007 and will provide accommodation for the St Edward Brotherhood. 3rd September 2007. OS: SU960565 South Station. Detail of the recently restored platform. 3rd September 2007. OS: SU960565 South Station. the view from the non-platform side showing the new building. The original building was bady damaged by fire in the early 1970s and was subsequently demolished. 3rd September 2007. OS: SU960565 South Station. Looking towards the platform from the site of the northern wing of the station building. 3rd September 2007. OS: SU960565 South Station. One of the two Church of England chapels which now serves as living accommodation for the St Edward Brotherhood. 3rd December 2007. OS: SU960535 The trackbed looking north in the Anglican section of the cemetery. The overgrown remains of the left hand laurel hedge remain but the right hand one has been removed. 3rd September 2007. OS: SU958565 Beyond the Cemetery Pales level crossing the route passes through what is now the Ismaili Cemetery. Some buildings have been constructed on the formation here as can be seen from this view looking south along the trackbed. 3rd December 2007. OS: SU957566 North Station. The steps at the south end of the platform are still just visible in the undergrowth. 3rd December 2007. OS: SU953568 The foot-high laurel hedges that lined the trackbed now enclose it completely. 3rd December 2007. OS: SU953568 Looking towards the passing loop from the cemetery entrance. 3rd December 2007. OS: SU952569

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]]> Thu Dec 7 2006 BARNSTAPLE TO TORRINGTON (LSWR) http://disused-rlys.fotopic.net/c1147820.html The line from Barnstaple Junction to Bideford opened in 1855 as a broad gauge line. It was later extended to Torrington in 1872. The final section from Torrington to Halwill Junction opened as late as 1925. After closure to passengers in 1965 the line remained open for freight between Barnstaple and Torrington until 1982. The Bideford & Instow Railway Group are aiming to reopen a section of the line. Monday 27 November 2006: The line from Barnstaple Junction to Bideford opened in 1855 as a broad gauge line. It was later extended to Torrington in 1872. The final section from Torrington to Halwill Junction opened as late as 1925. After closure to passengers in 1965 the line remained open for freight between Barnstaple and Torrington until 1982. The Bideford & Instow Railway Group are aiming to reopen a section of the line.

Barnstaple Junction in LSWR days. (Picture courtesy of John Law). OS: SS555325 Barnstaple Junction. Looking west with the unusual signal box at the centre. (Picture courtesy of John Law). OS: SS555325 Barnstaple Junction in 1964, seen from the rear of a train departing for Ilfracombe. (Photo: P.G.Marks) OS: SS555325 Instow. Level crossing and preserved signal box. 1997. OS: SS473301 (Photo courtesy of Phillip Lindhurst). Instow signal box as preserved. 1997. OS: SS473301 (Photo courtesy of Phillip Lindhurst). Instow. Restored platform. 1997. OS: SS473300 (Photo courtesy of Phillip Lindhurst). Bideford. Looking towards Barnstaple from the platform ends in June 1976 when the line was still open for freight. OS: SS457264 (Photo courtesy of Phillip Lindhurst). Bideford. The western end of the station which has been cut off from the restored section due to the raising of the bridge that bisects the station site. OS: SS457264 (Photo courtesy of Phillip Lindhurst). Bideford. Looking along the station site towards Torrington. 1997. OS: SS457264 (Photo courtesy of Phillip Lindhurst). Bideford. The restored eastern end of the station in 1997. OS: SS457263 (Photo courtesy of Phillip Lindhurst). Bideford. The station building in June 1976. It housed a branch of the Midland Bank for many years. OS: SS457263 (Photo courtesy of Phillip Lindhurst). Bideford. The station site looking north in June 1976. Although the line was still open the rusty rails suggest that it had not seen a train for some months. OS: SS457263 (Photo courtesy of Phillip Lindhurst). Bideford. The signal box which has been rebuilt on the original foundations. 1997. OS: SS457263 (Photo courtesy of Phillip Lindhurst). Torrington. Surviving track and the station house in the background. 1997. OS: SS480197 (Photo courtesy of Phillip Lindhurst). Torrington. General view of the station site. 1997. OS: SS480197 (Photo courtesy of Phillip Lindhurst). Torrington. The station building from the forecourt. 1997. OS: SS480197 (Photo courtesy of Phillip Lindhurst). Torrington. Etched glass door on the station building. I'm not sure if this is original or reproduction. 1997. OS: SS480197 (Photo courtesy of Phillip Lindhurst). Edmondson severed half ticket from the line. Plan of the route. A similar view of Barnstaple Junction on 1st August 2007. OS: SS555325 Instow. Level crossing and preserved signal box. 1st August 2007. Note the track still in situ on the crossing. OS: SS473301 View towards Instow station from near the signal box. 1st August 2007. OS: SS473300 Instow station seen from the Barnstaple end. 1st August 2007. OS: SS473300 View looking back towards Instow signal box from near the station. 1st August 2007. OS: SS473300 View towards Barnstaple from the level crossing at Instow. 1st August 2007. OS: SS473301 Restored signal at Instow. 1st August 2007. OS: SS473301 A similar view on 1st August 2007. OS: SS457263 Looking towards the end of the track just south of Bideford station. 1st August 2007. OS: SS456262 Bideford station site from the south. 1st August 2007. OS: SS456262 A similar view on 1st August 2007. OS: SS457263 Close up of the replica signal box. 1st August 2007. OS: SS457263 Preserved rolling stock at the southern end of Bideford station. 1st August 2007. OS: SS457263 Looking across the raised bridge towards Barnstaple. Despite having been raised and narrowed it still appears to retain the original girders. 1st August 2007. OS: SS457263 The Royal Hotel which opens onto the Barnstaple bound platform. 1st August 2007. OS: SS457264 The northern end of the Torrington bound platform. 1st August 2007. OS: SS457264 SR concrete fencing on the station. 1st August 2007. OS: SS457263 Looking towards Torrington across the raised bridge at the centre of the station. 1st August 2007. OS: SS457263 SR concrete gradient post on the station. 1st August 2007. OS: SS457264 Platform starter signal post. 1st August 2007. OS: SS457264 A similar view on 1st August 2007. OS: SS457264 A similar view on 1st August 2007. OS: SS457264 Bideford. Occupation crossing at the Barnstaple end of the station. 1st August 2007. OS: SS457264 Looking towards the station building from the raised bridge. 1st August 2007. OS: SS457263 Steps leading to the Torrington bound platform. 1st August 2007. OS: SS457263 The station entrance. 1st August 2007. OS: SS457263

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]]> Mon Nov 27 2006 HIGH WYCOMBE TO BOURNE END (Wycombe Railway/GWR) http://disused-rlys.fotopic.net/c1140510.html The Wycombe Railway's main line was opened between Maidenhead and High Wycombe in 1854. Brunel's original Wycombe Railway terminus in High Wycombe survived as a passenger station for only a short time because the extension of the line to Aylesbury and Oxford requred a new station on a different allignment. It was converted into a goods depot and the building survives today in comercial/industrial use. The line between Bourne End (Marlow Road) and High Wycombe closed in 1970. Sunday 19 November 2006: The Wycombe Railway's main line was opened between Maidenhead and High Wycombe in 1854. Brunel's original Wycombe Railway terminus in High Wycombe survived as a passenger station for only a short time because the extension of the line to Aylesbury and Oxford requred a new station on a different allignment. It was converted into a goods depot and the building survives today in comercial/industrial use. The line between Bourne End (Marlow Road) and High Wycombe closed in 1970.

High Wycombe. General view of the former terminus. 26th February 2005. OS: SU868930 High Wycombe. The southern end of the old goods shed. 26th February 2005. OS: SU868930 High Wycombe. The station entrance building, which has aquired a second storey at some point. 2nd December 2004. OS: SU868930 High Wycombe. The passenger terminus building behind the goods shed extension. 2nd December 2004. OS: SU868930 High Wycombe. Looking towards the entrance building from the goods yard. 19th April 2004. OS: SU868930 High Wycombe. The end of the goods shed extension. 19th April 2004. OS: SU868930 High Wycombe. The passenger terminus building seen from the forecourt of the present station. 2nd December 2004. OS: SU868930 The point where the Bourne End diverged from the GW/GC Joint Line at High Wycombe. The track in the foreground is the former branch and survives here as a short siding. 24th May 2004. OS: SU873928 High Wycombe. The terminus seen from above the later station. 17th April 2006. OS: SU868930. Pictures of the later GW/GC station can be found in Looking in the opposite direction towards High Wycombe station. 22nd April 2006. OS: SU873928 The site of the bridge carrying the line over Gordon Road in High Wycombe. The bridge in the background carries the GW/GC Joint Line. 26th February 2005. OS: SU876927 The trackbed as it curves away from the GW/GC Joint Line at High Wycombe. 26th February 2005. OS: SU877926 Bourne End. Looking towards High Wycombe from the station. The line crossed the road on a level crossing and passed through the site of the buildings in the background. 17th November 2005. OS: SU894872. More pictures of Bourne End can be found in Loudwater. The station site looking towards Wycombe. 18th November 2006. OS: SU900903 The M40 overbridge immediately south of Loudwater station. 18th November 2006. OS: SU901902 Loudwater. The site of the level crossing looking towards Wycombe. 18th November 2006. OS: SU900904 Looking towards Wycombe from the site of the level crossing at Loudwater. 18th November 2006. OS: SU900904 Loudwater. The site of the level crossing. 18th November 2006. OS: SU900904 Loudwater. The level crossing site looking towards the station. 18th November 2006. OS: SU900904 View towards Wycombe from the middle of the conservation area section. 18th November 2006. OS: SU897906 View towards Bourne End from the middle of the conservation area section. 18th November 2006. OS: SU897906 Between the school and Loudwater station site the trackbed has been turned into a conservation area and footpath. View looking towards the school from the northern end of this section. 18th November 2006. OS: SU897907 Looking in the Wycombe direction along the alignment of the trackbed through the Loudwater Combined School site. 18th November 2006. OS: SU896907 Sign at the entrance to the conservation area. 18th November 2006. OS: SU900904 Running across the middle of this picture is the trackbed north of the Juniper Lane crossing. 18th November 2006. OS: SU910893 Looking across the site of Juniper Lane crossing from the roadway. 18th November 2006. OS: SU910893 Looking towards Wycombe from the site of the Juniper Lane crossing. 18th November 2006. OS: SU910893 Wooburn Green. The site of the level crossing over Whitepit Lane. 18th November 2006. OS: SU911885 Wooburn Green. The road name is the only evidence that the station was ever there. 18th November 2006. OS: SU911885 Wooburn Green. The station site seen from the level crossing. 18th November 2006. OS: SU911885 The trackbed north of Wooburn Green station. 18th November 2006. OS: SU911885 Looking towards Wooburn Green from the occupation crossing south of the station. 18th November 2006. OS: SU909880 GWR bridge rail fence post on the occupation crossing. 18th November 2006. OS: SU909880 The trackbed looking in the Wycombe direction behind the industrial estate at Wooburn. 18th November 2006. OS: SU905878 Between Wooburn and Cores End the trackbed is in use as a footpath. View looking towards Bourne End. 18th November 2006. OS: SU902877 Looking south near Cores End. 18th November 2006. OS: SU901876 Approaching Cores End the trackbed becomes more overgrown. 18th November 2006. OS: SU900876 Former foot crossing at Cores End. 18th November 2006. OS: SU900875 Looking towards Bourne End from the foot crossing at Cores End. 18th November 2006. OS: SU900875 The trackbed looking towards Wycombe from near the Cores End Road level crossing. 18th November 2006. OS: SU897874 Looking towards Bourne End station from the Cores End Road crossing. A business park occupies the final stretch of the trackbed. 18th November 2006. OS: SU897873 The site of the Cores End Road crossing looking towards Wycombe. 18th November 2006. OS: SU897873 The original Wycombe Railway crossing house survives at the Cores End Road crossing. 18th November 2006. OS: SU897873 A short section of railway fencing remains on the Wycombe side of the crossing. 18th November 2006. OS: SU897873 Site of the same occupation crossing which retains original gate posts. 18th November 2006. OS: SU909880 Office buildings on the trackbed. View looking towards Wycombe from the end of Boston Drive. 18th November 2006. OS: SU895872 Bourne End. Looking along Boston Drive which is built over the railway formation. In the background a First Great Western 165 can be seen at the station. 18th November 2006. OS: SU895872 The remains of one abutment of the Spring Lane underbridge. 18th November 2006. OS: SU889914 Abbey Barn Lane bridge from road level. 18th November 2006. OS: SU885916 Looking towards Wycombe from Wycombe Marsh. 18th November 2006. OS: SU884916

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]]> Sun Nov 19 2006 ALTON STATION (North Staffordshire Railway) http://disused-rlys.fotopic.net/c1128459.html A disused North Staffordshire Railway station on the Churnet Valley Line between Uttoxeter to North Rode. It was opened in 1849. The grade II listed station building is in Florentine style and is owned by the Landmark Trust. All photos in this section have been kindly provided by Greg Scott. OS: SK070427 Saturday 4 November 2006: A disused North Staffordshire Railway station on the Churnet Valley Line between Uttoxeter to North Rode. It was opened in 1849. The grade II listed station building is in Florentine style and is owned by the Landmark Trust. All photos in this section have been kindly provided by Greg Scott. OS: SK070427

General station view looking towards Oakamoor. 22nd April 2006. Platform buildings on the up side. 22nd April 2006. Overall view of the station from Farley Lane. 22nd April 2006. Steps to the up platform from Farley Lane. 22nd April 2006. The Farley Lane road bridge at the Rocester end of the station. 22nd April 2006. Milepost 8 on the up platform. 22nd April 2006. The disused platforms looking towards Oakamoor. 22nd April 2006. The preserved station buildings on the up platform. 22nd April 2006. The up platform looking towards Oakamoor. 22nd April 2006. Extended concrete section of the up platform. 22nd April 2006. Looking towards Oakamoor from the end of the platforms. 22nd April 2006. Looking towards Rocester from the end of the down platform. 22nd April 2006. Steps from Farley Lane to the down platform. 22nd April 2006.

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]]> Sat Nov 4 2006 4. MISCELLANEOUS DISUSED INDUSTRIAL RAILWAYS http://disused-rlys.fotopic.net/c1126166.html The remains of various industrial and military railway systems. Wednesday 1 November 2006: The remains of various industrial and military railway systems.

One of the disused target tracks on the Castlemartin tank gunnery range in Pembrokeshire. Many thanks to Phil Jones and Geoff Snowdon for identifying the location. June 2001. Former industrial line at Charlestown harbour in Cornwall. 30th August 2005. OS: SX038516 Narrow gauge track inside the tunnel at Charlestown. 30th August 2005. OS: SX038516 Narrow gauge track at Cosgrove on the Grand Union Canal. It was used for transporting ballast from a nearby quarry to the canal wharf. 29th April 2006. OS: SP794423 Narrow gauge pointwork at Cosgrove. 29th April 2006. OS: SP794423 Finnieston crane, Glasgow - once used to load railway locomotives for worldwide export. (Photo courtesy of Alistair MacKenzie). Abandoned tracks at King George V dock, London. 18th May 2006. OS: TQ437801 The trackbed of the Leighton Buzzard Railway at Double Arches. This view shows the road level crossing looking towards Leighton Buzzard. 27th April 2006. OS: SP943284 Abandoned narrow gauge track at Levant Mine in Cornwall. 2nd September 2005. OS: SW367345 Rhiwbryfdir, Blaenau Ffestiniog. In the centre of the picture is the remains of the viaduct that once connected the Oakley Quarry to to the Glan y Don slate tip. The tip has since been cleared. The standard gauge LNWR tunnel can be seen on the left and the Llechwedd slate quarry workings are in the background. August 1993.. Slate cutting sheds at Diphws Casson quarry, Blaenau Ffestiniog. July 1989. Winding house at the head of one of the inclines at Diphws Casson slate quarry, Blaenau Ffestiniog. July 1989. Slate tip at the Maenofferen slate quarry, Blaenau Ffestiniog. A narrow gauge track would have run along the flat top of the tip. July 1989. Part of the Fotty & Bowydd quarry with the trackbed of a tramway visible top right. July 1989. Another scene at the Castlemartin tank gunnery range. June 2001. This tunnel in the Forest of Dean was built to accommodate both tramway and railway in the 1870's. Later abandoned, it was used by the company operating Point Quarry. (Picture courtesy of Pete Dainty, information courtesy of Mike Wilks). Narrow gauge track at Geevor Tin Mine, Cornwall. 26th August 2005. OS: SW369346 Viaduct over the Purton - Etloe lane that was built for the never completed Purton Steam Carriage Road, an early attempt to link the Severn with the Forest of Dean coalfield. 6th April 2007. (Picture courtesy of Pete Dainty). OS: SO670049 The eastern two arches of the three arch viaduct that is the only surviving relic of the Purton Steam Carriage Road of the 1830s. 6th April 2007. (Picture courtesy of Pete Dainty). OS: SO670049 Another view of the track at Cosgrove. 2nd June 2007. Looking down the Cwmorthin incline towards the Ffestiniog Railway at Tanygrisiau. (Photo courtesy of David Stowell). 2nd August 2007. OS: SH685450 View up the Cwmorthin incline at Tangrisiau, Blaenau Ffestiniog. (Photo courtesy of David Stowell). 2nd August 2007. OS: SH685450 Remains of the incline that connected Moelwyn Zinc Mine with the Ffestiniog Railway. 5th August 2007. Looking towards the paper mill at Sittingbourne with the former railway viaduct on the right. The viaduct span that crossed the B2006 road has been removed. 16th September 2007. OS: TQ904641 The same viaduct at Sittingbourne seen from ground level. 16th September 2007. OS: TQ904641 The northern end of the viaduct that carried the Bowaters Paper railway into the mill at Sittingbourne. This is the view from the end of the surviving Sittingbourne & Kemsley Light Railway. 16th September 2007. OS: TQ904641 Disused lines in Falmouth Dockyard. 12th August 2008. The breakwater at Newlyn along which the two foot gauge system of the Penlee Quarry ran. A rail can still be seen curving onto the breakwater between the two pickup trucks. More track survives beneath the lobster pots in the distance. 14th August 2008. OS: SW466284 Close up of the surviving rail curving onto the breakwater at Newlyn. 14th August 2008. OS: SW466284 The former Chamberlain's Barn branch of the Leighton Buzzard Railway where it diverges from the main route at Vandyke Junction. 12th October 2008. OS: SP931262

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]]> Wed Nov 1 2006 CHILTERN LINES - FORMER STATIONS http://disused-rlys.fotopic.net/c1121374.html This section looks at closed stations on the Chiltern lines between Marylebone and Banbury/Aylesbury. Currently featuring: Ardley, Aynho Park Platform, Blackthorn, Brill & Ludgersall, Dorton Halt, Haddenham, Ilmer Halt, Monks Risborough & Whiteleaf Halt, Ruislip Gardens, South Aylesbury Halt, West Wycombe. Coming soon: South Harefield Halt. Saturday 28 October 2006: This section looks at closed stations on the Chiltern lines between Marylebone and Banbury/Aylesbury. Currently featuring: Ardley, Aynho Park Platform, Blackthorn, Brill & Ludgersall, Dorton Halt, Haddenham, Ilmer Halt, Monks Risborough & Whiteleaf Halt, Ruislip Gardens, South Aylesbury Halt, West Wycombe. Coming soon: South Harefield Halt.

Brill & Ludgershall. The station site looking north. Closure came in 1963. Note platform remains on the left. 1999. OS: SP659168 Aynho Park Platform. the building seen from the platform access path. 7th May 2001. OS: SP499324 The site of Ruislip Gardens station looking north. The platforms were of timber construction except for a short section where they crossed the subway. On the extreme right is the concrete section of the up platform face. 26th February 2007. (Photo courtesy of Greg Scott). OS: TQ102858 Dorton Halt. Site looking north from the road overbridge that gave access to the halt. Closed 1963. 22nd March 2006. OS: SP681144 The station building at Aynho Park Platform. Closed 1963. 15th April 2006. OS: SP499324 Aynho Park Platform. Rear of the station building. 5th April 2006. OS: SP499324 Aynho Park Platform. Window detail. 5th April 2006. OS: SP499324 Aynho Park Platform. Original station fencing. 5th April 2006. OS: SP499324 Monks Risborough and Whiteleaf Halt on the Aylesbury - Princes Risborough line. In the early 1990s the station was rebuilt immediately north of the original platform. This is the site of the original halt seen from the present platform. 28th May 2006. OS: SP808046 The site of South Aylesbury Halt on the Aylesbury to Princes Risborough line. Closed 1967. 28th May 2006. OS: SP821123 West Wycombe. The station site looking in the down direction from the rear of a passing train. The remains of the down platform can be seen on the left. Closed 1958. 13th September 2006. OS: SU836945 The site of Blackthorn station looking south. The platforms were of timber construction. 11th April 2007. Closed to passengers in 1953 and to goods in 1955. OS: SP623203 The site of Ardley station looking south. Part of the down platform face survivies in the undergrowth on the right. Closed 1963. OS: SP538269 Ardley station site looking south from the extreme northern end. 1999. Aynho Park Platform. The site of the platforms. 11th April 2007. OS: SP499324 Map of the line showing the position of the closed stations. Haddenham. The station approach road. 2nd November 2006. OS: SP735081 Haddenham. Part of the surviving down platform face. 2nd November 2006. OS: SP735081 Haddenham. The site of the station forecourt. 2nd November 2006. OS: SP735081 Haddenham. The former station house, in the same style as the ones at Wootton and Akeman Street. Uniquely amongst the GW/CG Joint Line stations, Haddenham was built to a Great Central design. 2nd November 2006. OS: SP735081 The site of Haddenham station (closed 1963) looking north. Much of the former down platform survives on the left. Haddenham & Thame Parkway station is in the distance beyond the next bridge. 2nd November 2006. OS: SP735081 West Wycombe. Part of the former down platform was exposed by building work in 2007. 9th April 2007. OS: SU836945 Ilmer Halt. The former up side passenger entrance. 22nd October 2008. Ilmer Halt. The former down side passenger entrance. 22nd October 2008. The entrance to Blackthorn station. Note the original gate posts which still survive. 4th February 2009.

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]]> Sat Oct 28 2006 LEAMINGTON SPA TO RUGBY (LNWR) http://disused-rlys.fotopic.net/c1119328.html The LNWR line from Leamington Spa to Rugby was opened in 1851 as a single line railway. It was later doubled due to its importance as a freight route. The line was closed in 1965 as part of the Beeching cuts. This section is still under construction and currently only covers the Leamington end of the route. Engineer's Line Reference: RTS Wednesday 25 October 2006: The LNWR line from Leamington Spa to Rugby was opened in 1851 as a single line railway. It was later doubled due to its importance as a freight route. The line was closed in 1965 as part of the Beeching cuts. This section is still under construction and currently only covers the Leamington end of the route. Engineer's Line Reference: RTS

Birdingbury station, which survives as a private house. 12th June 2005. (Picture courtesy of David Stowell). OS: SP431691 The Sidings Bridge, carrying the line over the Birdingbury to Marton road. 12th June 2005. (Picture courtesy of David Stowell). OS: SP421684 The trackbed in use as a foot and cycle path near Marton Moor. This view is taken looking towards Leamington Spa from the bridge at Tithe Farm. 12th June 2005. (Picture courtesy of David Stowell). OS: SP401674 The bridge over the Coventry - Banbury road at Marton. Marton Station was located on the right of the bridge. 12th June 2005. (Picture courtesy of David Stowell). OS: SP412679 The bridge carrying the line over the lane to Draycot. This is one of the access points for the cycle track that makes use of the trackbed. 12th June 2005. (Picture courtesy of David Stowell). OS: SP448707 The remains of the LNWR viaduct in Leamington Spa between the underbridges at Bath Place and Bath Street. 14th July 2006. OS: SP319652 Abutment of the LNWR High Street bridge in Leamington Spa. The GWR bridge can be seen behind. 14th July 2006. OS: SP320652 Bridge 34 (Offchurch Viaduct) looking down the Grand Union Canal towards Long Itchington. 1st February 2006. (Photo courtesy of Greg Scott). OS: SP353649 Offchurch cutting looking towards Rugby from the site of Bridge 31. 1st February 2006. (Photo courtesy of Greg Scott). OS: SP365656 The Rugby end abutment of bridge 38 over the Grand Union Canal. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP324649 The Rugby end abutment of bridge 35 which carried the line over Offchurch Lane. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP349648 View looking towards Leamington from near bridge 34. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP353649 A World War 2 pill box guarding Radford Bottom Lock from Nazi invasion by barge. It is situated at the Leamington end of Offchurch Viaduct. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP353649 Offchurch Viaduct seen from canal level. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP353649 Offchurch Viaduct from track level, looking towards Leamington. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP353649 Surviving ballast on the Leamington end of Offchurch Viaduct. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP353649 The site of bridge 33, an occupation underbridge which appears to have been demolished relatively recently. 25th August 2006. (Photo courtesy of Greg Scott). OS: SP358651 Bridge 32, an occupation overbridge, now carrying a bridleway from Village Farm to Fosseway Cottage, looking towards Rugby. Note the steam deflectors and the steep rise in the distance, not an original gradient! 25th August 2006. (Photo courtesy of Greg Scott) OS: SP363654 The abutments of the LNWR lines over the underpass that carried a footpath beneath both the GWR and LNWR stations. 20th April 2007. OS: SP317652 The site of Leamington Spa (Avenue) station looking towards Kenilworth. 20th April 2007. OS: SP317653 Leamington Spa (Avenue) station site looking in the Rugby direction. 20th April 2007. OS: SP317653 The forecourt of the former Leamington Spa (Avenue) station. 20th April 2007. OS: SP317653 Looking towards Leamington from the Grand Union Canal bridge. This section of the trackbed has been obliterated by housing devlopments. 20th April 2007. OS: SP324649 An industrial unit on the trackbed at the point where the route ceases to run parallel to the GWR line and diverges to the south east. 20th April 2007. OS: SP323650 Industrial units below the LNWR viaduct. 20th April 2007. OS: SP323650 The The north western abutment of the Althorp Street bridge. 20th April 2007. OS: SP321651 Detail of the Althorp Street bridge abutment. 20th April 2007. OS: SP321651 The viaduct looking towards Court Street from Althorp Street. 20th April 2007. OS: SP321651 The south eastern abutment of the Althorp Street bridge. 20th April 2007. OS: SP321651 The viaduct looking towards the High Street bridge from the site of the Court Street bridge. 20th April 2007. OS: SP321651 The site of Leamington Spa (Milverton) station. Part of the down platform foundations survive. 13th August 2007. (Photo courtesy of Greg Scott).

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]]> Wed Oct 25 2006 NEWQUAY HARBOUR BRANCH http://disused-rlys.fotopic.net/c1084792.html The Newquay Harbour branch dates from 1849 when it formed part of the Treffrey mineral tramway which was later incorporated into the Cornwall Mineral Railway. The CMR was later absorbed by the GWR and the harbour tramway survived as a branch until 1926. Access to the harbour was via a steep, rope-worked tunnel, the upper end of which is now buried beneath a supermarket. The harbour lines at the lower end of the tunnel were horse worked. Saturday 16 September 2006: The Newquay Harbour branch dates from 1849 when it formed part of the Treffrey mineral tramway which was later incorporated into the Cornwall Mineral Railway. The CMR was later absorbed by the GWR and the harbour tramway survived as a branch until 1926. Access to the harbour was via a steep, rope-worked tunnel, the upper end of which is now buried beneath a supermarket. The harbour lines at the lower end of the tunnel were horse worked.

Looking along the formation from near the Bank Street/East Street crossing. 25th August 2006. OS: SW811616 Looking towards the station with the overbridge in the background. 25th August 2006. OS: SW811617 Bridge over the trackbed. 25th August 2006. OS: SW812617 Looking towards the station from the branch. At this point the formation is in a shallow cutting. 25th August 2006. OS: SW813617 Looking towards the harbour from approximately the same spot. 25th August 2006. OS: SW814617 Looking towards Newquay station. The level crossing over Cliff Road is in the middle distance. 25th August 2006. OS: SW814617 Plaque on the section of the route that has been converted into a footpath. 25th August 2006. OS 1:25000 map of the area. The route of the branch has been marked in red. The lower portal of the tunnel on the harbour side. 1987. OS: SW807619 (Photo courtesy of Chris Sawle). Overall view of the harbour from above the tunnel. 4th August 2008. OS: SW807619 The tunnel portal on 4th August 2008. OS: SW807619 Inside the tunnel, the lower end of which is used for storing rowing gigs. Note the false ceiling. 4th August 2008. OS: SW807619 Looking back towards the tunnel from the harbour breakwater. 4th August 2008. OS: SW808620 Looking towards the station along the trackbed where it crosses the junction between Manor Road, Bank Street and East Street. 4th August 2008. OS: SW811616 Looking towards the harbour from the same spot, Manor Road occupies the trackbed. 4th August 2008. OS: SW811616 Manor Road looking towards the harbour. 4th August 2008. OS: SW809615 Looking towards the station from the Manor Road section. 4th August 2008. OS: SW810615 Manor Road looking towards the harbour. 4th August 2008. OS: SW808615 The course of the line as it passes the bus station. 4th August 2008. OS: SW808615 The trackbed approaching St Georges Road and Crantock Street. 4th August 2008. OS: SW807615 The surviving section of the jetty. The fixings for the timber section can still be seen on the end. It is hard to tell with all the lobster pots, but I don't think any track remnants survive on the top. 10th August 2008. OS: SW807620 The remains of the jetty that once carried the branch into the centre of the harbour. The timber section that linked it to the shore is gone. 10th August 2008. OS: SW807620 The bridge seen from the road level. 13th August 2008. OS: SW812617 GWR bridge rail on the bridge. 13th August 2008. OS: SW812617 GWR bridge rail fence post. 13th August 2008. 13th August 2008. OS: SW812617

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]]> Sat Sep 16 2006 LAIRA BRIDGE, PLYMOUTH http://disused-rlys.fotopic.net/c1073686.html Laira Bridge was opened in 1887 and carried the LSWR branch to Turnchapel over the River Plym. The GWR also had running powers over the bridge in order to access their Yealmpton branch at Plymstock. All photographs in this section have been kindly provided by Chris Sampson and Greg Scott. OS Grid Ref: SX501543 Monday 4 September 2006: Laira Bridge was opened in 1887 and carried the LSWR branch to Turnchapel over the River Plym. The GWR also had running powers over the bridge in order to access their Yealmpton branch at Plymstock. All photographs in this section have been kindly provided by Chris Sampson and Greg Scott. OS Grid Ref: SX501543

Deck view from the Plymstock end. (Chris Sampson) At the Plymstock end the embankment has been cut away to allow access onto The Ride for lorries and buses. This is the view looking inland from the end of the bridge. (Chris Sampson). A general view of the bridge with Plymstock on the left and Laira on the right. (Greg Scott) Looking towards Laira from the Plymstock end. (Greg Scott) Protective gate at the Laira end. (Greg Scott) Looking through the protective gate towards Plymstock. (Greg Scott) Three quarter milepost on the bridge. (Greg Scott) Extract from the OS 1:25000 map of the area.

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]]> Mon Sep 4 2006 NEWQUAY TO CHACEWATER (GWR) http://disused-rlys.fotopic.net/c1071748.html The branch line from Tolcarn Junction in Newquay to Chacewater was a relative latecomer, being completed in 1905, although the route from Newquay to East Wheal Rose had existed as a horse worked mineral line since 1849. The line had stations at St Agnes, Perranporth and Shepherds, the latter literally being in the middle of nowhere. There were also several halts although most were very badly sited relative to the communities they purported to serve. The line was closed to all traffic in 1963 but a short section has reopened as the Lappa Valley Railway. Engineer's Line Reference: TNQ Saturday 2 September 2006: The branch line from Tolcarn Junction in Newquay to Chacewater was a relative latecomer, being completed in 1905, although the route from Newquay to East Wheal Rose had existed as a horse worked mineral line since 1849. The line had stations at St Agnes, Perranporth and Shepherds, the latter literally being in the middle of nowhere. There were also several halts although most were very badly sited relative to the communities they purported to serve. The line was closed to all traffic in 1963 but a short section has reopened as the Lappa Valley Railway. Engineer's Line Reference: TNQ

Trewerry & Trerice Halt. Decades after the closure of the line, this signpost still points to the halt. 31st August 2005. Bridge TNQ 16 05 looking towards Chacewater. 27th August 2006. OS: SW831593 Looking towards Newquay from bridge TNQ 16 05. 27th August 2006. OS: SW831593 The trackbed looking towards Newquay near Legonna. 27th August 2006. OS: SW830593 Bridge TNQ 16 05 from road level. 27th August 2006. OS: SW831593 Trewerry & Trerice Halt. Looking towards Newquay from the crossing. 27th August 2006. OS: SW836580 Trewerry & Trerice Halt. On the Newquay side of the crossing a section of the original wall remains. 27th August 2006. OS: SW836580 Trewerry & Trerice Halt. Part of the crossing gate mechanism. 27th August 2006. OS: SW836580 Trewerry & Trerice Halt. The site of the level crossing. The house is called Trewerry Halt. 27th August 2006. OS: SW836580 The road overbridge at Fiddlers Green. 27th August 2006. OS: SW820548 Detail of the bridge parapet with an old rail behind which presumably once supported a sign. 27th August 2006. OS: SW820548 The cutting at Fiddlers Green looking towards Chacewater. 27th August 2006. OS: SW820548 Corresponding scene on the opposite side of the bridge. 27th August 2006. OS: SW820548 GWR bridge rail fence post partly engulfed in a young tree. 27th August 2006. OS: SW820548 The Zelah - Rejerrah lane bridge from road level. 27th August 2006. OS: SW809535 Detail of the down side of the Zelah - Rejerrah lane bridge. 27th August 2006. OS: SW809535 Looking north towards Shepherds and Newquay from the bridge carrying the Zelah to Rejerrah lane. 27th August 2006. OS: SW809535 Detail of the down side of the Zelah - Rejerrah lane bridge. 27th August 2006. OS: SW809535 From Benny Halt to Mitchell & Newlyn Halt the trackbed has been used for the Lappa Valley Railway. This is the view towards Chacewater from near the Benny Halt terminus. 27th August 2006. OS: SW838572 Looking in the Newquay direction from a Lappa Valley train with Metha Bridge in the background. 27th August 2006. OS: SW8395562 The 10 1/4 inch gauge line running south from East Wheal Rose. 27th August 2006. OS: SW837557 Shepherds. Goods yard entrance. Note the bridge rail fence post on the left. 31st August 2006. OS: SW817543 Shepherds. Looking along the site of the Chacewater platform. The brickwork on the left is the remains of the signal box foundation. 31st August 2006. OS: SW817543 Shepherds. Cast iron gatepost in the station yard. 31st August 2006. OS: SW817543 Shepherds. The station forecourt. The cottages on the left are of railway origin. The station building was situated where the trees are on the right. 31st August 2006. OS: SW817543 Looking towards Perranporth and Newquay from bridge TNQ 6 12. 31st August 2006. OS: SW751523 Bridge TNQ 6 12 from road level. 31st August 2006. OS: SW751523 Perranporth Beach Halt. Detail of the surviving abutment of bridge TNQ 7 12. 31st August 2006. OS: SW756539 This stretch of line has been converted into a park. View looking towards Newquay and Perranporth. 31st August 2006. OS: SW755537 Looking in the Chacewater direction from the same spot, the line goes from an embankment to a ledge. 31st August 2006. OS: SW755537 The trackbed looking towards Chacewater from just beyond Parranporth Beach Halt. 31st August 2006. OS: SW755538 Perranporth Beach Halt. Looking towards Newquay and the gap caused by the removal of bridge TNQ 7 12. 31st August 2006. OS: SW756539 Perranporth Beach Halt. Looking towards the halt site from on top of the bridge abutment. 31st August 2006. OS: SW756539 Perranporth Beach Halt. The down side abutment of bridge TNQ 7 12 remains but the up side of the bridge and the halt site are gone. 31st August 2006. OS: SW756539 GWR bridge rail fence post. 31st August 2006. OS: SW755537 Perranporth. The Liskey Hill bridge from road level. 31st August 2006. OS: SW758540 Perranporth. Looking in the Newquay direction from the Liskey Hill bridge. 31st August 2006. OS: SW758540 Perranporth. Maker's plate on the Liskey Hill bridge. 31st August 2006. OS: SW758540 Perranporth. Looking towards Perranporth Beach Halt and Chacewater from the Liskey Hill bridge. 31st August 2006. OS: SW758540 Perranporth. Abutments of the bridge over the station approach road. 31st August 2006. OS: SW761538 Perranporth. The site of the station looking towards Chacewater. 31st August 2006. OS: SW761538 St Agnes. The station building seen from the entrance. 31st August 2006. OS: SW721492 St Agnes. Original gatepost at the station entrance. 31st August 2006. OS: SW721492 Bridge TNQ 4 33 near Mithian. 31st August 2006. OS: SW744500 The next steel overbridge after Mithian halt is still extant. 31st August 2006. OS: SW748503 Looking towards Chacewater from the road bridge, showing the infilled cutting. 31st August 2006. OS: SW748503 Bridge TNQ 16 05 near Benny Mill. 27th August 2006. OS: SW838573 Metha Bridge from road level. 27th August 2006. OS: SW839563 Looking towards Newquay from Metha Bridge. 27th August 2006. OS: SW839563 Looking towards Chacewater from Metha Bridge. 27th August 2006. OS: SW839563

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]]> Sat Sep 2 2006 MORECAMBE TO LANCASTER (Midland Railway) http://disused-rlys.fotopic.net/c1052171.html The "Little" North Western Railway (NWR) opened its line between Morecambe and Lancaster on Whit Monday 1848. Initially there were two stations in Morecambe (then known as Poulton-le-Sands) with the terminus just a hut at the end of the jetty. After the Midland absorbed NWR in 1874 they set about building a grand new station on the Promenade. It opened in 1907 and the following year the Heysham - Morecambe - Lancaster service was electrified. Green Ayre station at Lancaster was built over a former shipyard on the south bank of the River Lune and lasted until passenger services were withdrawn. In 1957 a the only intermediate station was opened to serve a new housing estate at Scale Hall on the approach to Lancaster but was short lived. The following year a section of the line either side of this station was used for experiments in connection with the electrification of the WCML. Electric services between Heysham - Morecambe - Lancaster were withdrawn in 1966 and, at the same time Morecambe - Leeds services were re-routed via Carnforth. Passengers between Lancaster and Morecambe then had to rely on the less frequent service over the former LNW route via Bare Lane. The last section of line to close was to White Lund, retained until 2.2.1970. All pictures in this section have been kindly provided by Ralph Rawlinson who retains copyright of the images. Monday 14 August 2006: The "Little" North Western Railway (NWR) opened its line between Morecambe and Lancaster on Whit Monday 1848. Initially there were two stations in Morecambe (then known as Poulton-le-Sands) with the terminus just a hut at the end of the jetty. After the Midland absorbed NWR in 1874 they set about building a grand new station on the Promenade. It opened in 1907 and the following year the Heysham - Morecambe - Lancaster service was electrified. Green Ayre station at Lancaster was built over a former shipyard on the south bank of the River Lune and lasted until passenger services were withdrawn. In 1957 a the only intermediate station was opened to serve a new housing estate at Scale Hall on the approach to Lancaster but was short lived. The following year a section of the line either side of this station was used for experiments in connection with the electrification of the WCML. Electric services between Heysham - Morecambe - Lancaster were withdrawn in 1966 and, at the same time Morecambe - Leeds services were re-routed via Carnforth. Passengers between Lancaster and Morecambe then had to rely on the less frequent service over the former LNW route via Bare Lane. The last section of line to close was to White Lund, retained until 2.2.1970. All pictures in this section have been kindly provided by Ralph Rawlinson who retains copyright of the images.

The Midland Railway's Morecambe Promenade station (opened 1907, closed 1994). Only the station building survives. It is occupied by a restaurant, an arts centre and Morecambe Tourist Information Centre. 19th February 2003. OS: SD428642 Looking east along the site of Torrisholme loop. 28th July 2006. OS:SD445635 (approx). Looking towards Morecambe from Torrisholme loop. 28th July 2006. OS:SD445635 (approx). Looking south east from Schola Green Lane Crossing. 3rd August 2006. OS: SD438640 The site of Schola Green Lane Crossing looking north west. 3rd August 2006. OS: SD438640 General view of the Moss Lane crossing site looking in the Lancaster direction. 3rd August 2006. OS: SD439639 The site of Moss Lane Crossing looking north west towards Morecambe. 3rd August 2006. OS: SD439639 The site of Torrisholme No 1 signal box. 3rd August 2006. OS:SD445635 (approx). Looking towards Lancaster from the site of Torrisholme No 1 signal box. 3rd August 2006. OS:SD445635 (approx). The site of Torrisholm No 2 signal box. 3rd August 2006. OS:SD445635 (approx). Morecambe Pier station, the original NWR terminus. It was renamed Morecambe Harbour in 1854 and closed to passengers in 1904 and to goods in 1933. OS: SD426646 Another view of the old Morecambe Pier terminus. It is now a cafe. OS: SD426646 Plaque on the Morecambe Pier terminus building. OS: SD426646 Map of the MR lines in Morcambe. Extract from the OS 1 inch 1947 map of Morcambe.

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]]> Mon Aug 14 2006 LANCASTER TO WENNINGTON (Midland Railway) http://disused-rlys.fotopic.net/c1038648.html The North Western Railway (which became known as the Little North Western to avoid confusion with the much larger and better known London & North Western Railway) was authorised to build a line from Lancaster to Skipton. The first 10½ miles to Wennington opened in 1849 and in 1874 the company was absorbed by the Midland. When fully open passenger services were mainly between Morecambe and Leeds/Bradford but in 1966 they were rerouted from Morecambe via the WCML to Lancaster (reversal) and Carnforth to Wennington. Two years later this direct line to Wennington closed to all traffic. All pictures in this section have been kindly provided by Ralph Rawlinson who retains copyright of the images. Monday 31 July 2006: The North Western Railway (which became known as the Little North Western to avoid confusion with the much larger and better known London & North Western Railway) was authorised to build a line from Lancaster to Skipton. The first 10_ miles to Wennington opened in 1849 and in 1874 the company was absorbed by the Midland. When fully open passenger services were mainly between Morecambe and Leeds/Bradford but in 1966 they were rerouted from Morecambe via the WCML to Lancaster (reversal) and Carnforth to Wennington. Two years later this direct line to Wennington closed to all traffic. All pictures in this section have been kindly provided by Ralph Rawlinson who retains copyright of the images.

Plaque on the site of Lancaster Green Ayre station which was located on the south bank of the River Lune immediately east of the junction where the single line from Lancaster Castle joined the line from Morecambe Promenade. 21st June 2005. OS: SD479621 Preserved crane on the Gren Ayre station site. 21st June 2005. OS: SD479621 Looking towards the Skerton (A6) bridge. The trackbed has been converted into a cycle path. 21st June 2005. OS: SD479621 Looking in a north easterly direction from the Green Ayre station site with the Skerton overbridge prominent. 21st June 2005. OS: SD479621 Display board on the Green Ayre station site. 21st June 2005. OS: SD479621 About a mile beyond Green Ayre station the line passed under Rennie's Lune Aqueduct carrying the Lancaster Canal. 21st June 2005. OS: SD484638 The bridge carrying the M6 over the trackbed. 21st June 2005. OS: SD495644 Looking back towards Lancaster from near the M6 bridge. 21st June 2005. OS: SD493643 Halton. The station site looking east. 21st June 2005. OS: SD503645 Halton. The goods shed. 21st June 2005. OS: SD503645 Halton. The surviving station building. 21st June 2005. OS: SD503645 Halton. The goods shed seen from the opposite end. 21st June 2005. OS: SD503645 Halton. Greyhound Bridge which links the village to the station. 21st June 2005. OS: SD503645 Deck renewal in progress on Crook of Lune West Viaduct. 21st June 2005. OS: SD520647 Crook of Lune West Viaduct seen from the south. 19th August 2005. OS: SD520647 Looking south from Crook of Lune West Viaduct. 19th August 2005. OS: SD520647 Another view of Crook of Lune East Viaduct. 19th August 2005. OS: SD521647 Crook of Lune East Viaduct seen from the south side. 19th August 2005. OS: SD521647 Deck view of Crook of Lune East Viaduct. 19th August 2005. OS: SD521647 Bridge 122 seen from the east side. 19th August 2005. OS: SD520647 The restored viaduct deck looking east. 22nd July 2006. OS: SD520647 Looking west over Crook of Lune West Viaduct. 22nd July 2006. OS: SD520647 Bridge 122 between the two viaducts at Crook of Lune, west side. 22nd July 2006. OS: SD520647 Caton. The goods shed has been converted into a Catholic church. 22nd July 2006. OS:SD531648 Caton. The former goods shed. 22nd July 2006. OS:SD531648 Caton. The former goods shed. 22nd July 2006. OS:SD531648 Caton. The station house. 22nd July 2006. OS:SD531648 Caton. Detail of the station house entrance. 22nd July 2006. OS:SD531648 Artie Beck bridge looking east. 22nd July 2006. OS: SD534648 Looking east from Artie Beck bridge. 22nd July 2006. OS: SD534648 OS 1947 one inch map showing the route between Lancaster and Halton. Current OS map of the Halton area. The line is marked as a green cycle path. Local press cutting about the bridge restoration.

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]]> Mon Jul 31 2006 SMETHWICK WEST http://disused-rlys.fotopic.net/c1032489.html This station, (originally named Smethwick Junction), was opened by the GWR in 1867 and closed in 1996. It was replaced by Smethwick Galton Bridge station in 1995 but lingered on for a further year with a parliamentary service due to an administrative problem with the closure process. OS grid ref. SP012892 Tuesday 25 July 2006: This station, (originally named Smethwick Junction), was opened by the GWR in 1867 and closed in 1996. It was replaced by Smethwick Galton Bridge station in 1995 but lingered on for a further year with a parliamentary service due to an administrative problem with the closure process. OS grid ref. SP012892

The site of the station forecourt. The main entrance building was situated behind the pallisade fence and survived for several years after closure. 25th July 2006. The station building in 2003, shortly before it was demolished. (Picture courtesy of Paul Walker). The path leading from the forecourt to the up platform. 25th July 2006. The platforms with the two 1970s waiting shelters extant but derelict. They have since been demolished. 25th July 2006. Lamp post and way out sign on the up platform. 25th July 2006. General view of the station. 25th July 2006. The station looking towards Birmingham after demolition of the platform shelters. 15th May 2009. (Picture courtesy of Greg Scott).

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]]> Tue Jul 25 2006 BIRMINGHAM CURZON STREET http://disused-rlys.fotopic.net/c1030851.html Birmingham Curzon Street was the original northern terminus of the London & Birmingham Railway. The station opened in 1838 but closed to passengers in 1854 when Birmingham New Street was opened. Curzon Street remained in use as a goods station until final closure in 1966. Phillip Hardwick's entrance building survives today and is an imposing structure featuring Ionic pillars rather than the Doric style used at Euston. OS grid ref. SP078870. Monday 24 July 2006: Birmingham Curzon Street was the original northern terminus of the London & Birmingham Railway. The station opened in 1838 but closed to passengers in 1854 when Birmingham New Street was opened. Curzon Street remained in use as a goods station until final closure in 1966. Phillip Hardwick's entrance building survives today and is an imposing structure featuring Ionic pillars rather than the Doric style used at Euston. OS grid ref. SP078870.

The building seen in 1987. Hardwick's entrance building which faces New Canal Street. 21st July 2006. The imposing Ionic facade. 21st July 2006. The main entrance on New Canal Street. 21st July 2006. Plaque by the main entrance. 21st July 2006. Detail of one of the massive pillar bases. 21st July 2006. Stone ballustrade around the site of the former hotel building. 21st July 2006. The building seen from the former platform side. 21st July 2006. A cast iron gate post by the main building. 21st July 2006. The site of the platforms. Until recently a Royal Mail depot occupied the site. 21st July 2006. The bridge that carried the tracks over the Digbeth Branch canal at the southern end of the station. 21st July 2006.

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]]> Mon Jul 24 2006 GARSTON http://disused-rlys.fotopic.net/c993061.html Some pictures of Garston station, Merseyside. The station closed in 1972 but reopened again in 1978 as part of the Merseyrail Northern Line. It closed again 10th June 2006 when it was replaced by the new Liverpool South Parkway station which is located only a few hundred yards away but has the advantage of serving Merseyrail's City Line as well as the Northern Line. All the 2006 pictures were kindly provided by Mark Cleave. OS grid ref. SJ405848 Friday 16 June 2006: Some pictures of Garston station, Merseyside. The station closed in 1972 but reopened again in 1978 as part of the Merseyrail Northern Line. It closed again 10th June 2006 when it was replaced by the new Liverpool South Parkway station which is located only a few hundred yards away but has the advantage of serving Merseyrail's City Line as well as the Northern Line. All the 2006 pictures were kindly provided by Mark Cleave. OS grid ref. SJ405848

Station nameboard. 31st May 2006. Nameboard and airport sign. 31st May 2006. Looking towards Hunts Cross with the new Liverpool South Parkway station just visible in the distance. 31st May 2006. The Hunts Cross-bound platform. 31st May 2006. A general view of the station looking towards Liverpool from the Hunts Cross-bound platform. 31st May 2006. The station approach with the ticket office building nearest the platform. 31st May 2006. Totem sign at the station entrance. 31st May 2006. Overall view of the station from the road overbridge. 31st May 2006. The station house seen from the forecourt side with the ticket office visible beyond. 31st May 2006. The Liverpool-bound platform and ticket office building. 31st May 2006. The former station approach seen on 2nd April 2007. The buildings and platforms were demolished shortly after closure.

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]]> Fri Jun 16 2006 PORT PENRHYN http://disused-rlys.fotopic.net/c988066.html A few pictures of the Penrhyn Railway's terminus at Port Penrhyn near Bangor. Unfortunately I omitted to record the date of my visit but it was the mid to late 1980s. Sunday 11 June 2006: A few pictures of the Penrhyn Railway's terminus at Port Penrhyn near Bangor. Unfortunately I omitted to record the date of my visit but it was the mid to late 1980s.

The former Penrhyn Railway engine shed buildings in industrial use. The main workshops were at the top end of the line. OS: SH592727 One of the Penrhyn Railway administrative buildings seen from on top of Port Bridge. OS: SH592725 Turning slightly to the right from the same vantage point we see Port House, the head office of the Penrhyn Railway. The narrow gauge main line from Bethesda passed to the left of the building. OS: SH592725 Looking up the trackbed with the weighbridge building on the right, Port House on the left and the twin arched Port Bridge in the centre distance. The Penrhyn Railway passed through the right hand arch and the standard gauge LNWR branch passed through the other arch, partl obscured by a bush in this picture. OS: SH592726

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]]> Sun Jun 11 2006 SHOREDITCH http://disused-rlys.fotopic.net/c987607.html Some pictures of Shoreditch London Underground station, most of which were taken on the last day before closure. The station has been closed to allow the northern extension of the East London Line to gain access to the former Dalston Junction - Broad Street trackbed. OS grid ref. TQ339821 Sunday 11 June 2006: Some pictures of Shoreditch London Underground station, most of which were taken on the last day before closure. The station has been closed to allow the northern extension of the East London Line to gain access to the former Dalston Junction - Broad Street trackbed. OS grid ref. TQ339821

A train on the platform. 25th May 2006. (Picture courtesy of Mark Cleave). Poster announcing the closure. 25th May 2006. (Picture courtesy of Mark Cleave). The station from the alley that leads to Brick Lane. 9th June 2006. Station frontage. 9th June 2006. The station entrance. Note the black bunting. 9th June 2006. Station entrance detail. 9th June 2006. Lamp over the station entrance. 9th June 2006. Door on main building. 9th June 2006. Window detail on the main building. 9th June 2006. Bollard in the forecourt. 9th June 2006. Sign on Brick Lane. 9th June 2006. Inside the station building. 9th June 2006. Ticket window and TVMs. 9th June 2006. Ticket colletor's booth and interior window detail. 9th June 2006. The stairs which lead down to the platform. 9th June 2006. The platform seen from the passage that once gave access to the second platform. 9th June 2006. Buffer stop and trackbed leading to Liverpool Street. 9th June 2006. Nameboard on the platform. 9th June 2006. A train of General platform view. 9th June 2006. Looking towards Whitechapel from the platform end. 9th June 2006. Blind arcading on the disused platform. 9th June 2006. Awning pillar detail. 9th June 2006. Looking along the platform from an East London Line train. 9th June 2006. UTS single ticket and commemorative platform ticket from the last day of operation.

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]]> Sun Jun 11 2006 3. MISCELLANEOUS DISUSED STATIONS IN LONDON http://disused-rlys.fotopic.net/c963559.html Various disused stations in central London. Currently featuring Aldwych, Blackfriars (1864), Euston (Underground), Marlborough Road. Saturday 20 May 2006: Various disused stations in central London. Currently featuring Aldwych, Blackfriars (1864), Euston (Underground), Marlborough Road.

Aldwych. The main entrance on the Strand. The station was the terminus of a short branch of the Piccadilly line from Holborn. 18th May 2006. OS: TQ308809 Aldwych. Close-up of the lettering above the entrance. Strand was the original name of the station. OS: TQ308809 Aldwych. The side entrance on Surrey Street. The station closed in 1994. 18th May 2006. OS: TQ308809 Blackfriars. The original London, Chatham & Dover Railway station at Blackfriars was situated on the South Bank. The entrance arches remain. 18th May 2006. OS: TQ316804 Blackfriars. The surviving part of the 1864 station. It closed in 1885 and was converted into a goods depot. 18th May 2006. OS: TQ316804 Blackfriars. The surviving abutment of the older Blackfriars railway bridge. The station was situated immediately behind this. 18th May 2006. OS: TQ317805 Euston. The disused entrance building to the former Charing Cross, Euston & Hampstead Railway's Drummond Street station. It was replaced by a new entrance inside the concourse of the main line station. 26th November 2004. OS: TQ292825 Euston. Door detail on the building. 26th November 2004. OS: TQ292825 Euston. Window detail on the building. 26th November 2004. OS: TQ292825 Marlborough Road. This Metropolitan Railway station between Baker Street and Finchley Road was closed in 1939. 30th May 2006. OS: TQ266835 Marlborough Road. The station facade. Closure was prompted by the opening of the Bakerloo Line extension to Finchley Road with its intermediate station at nearby St Johns Wood. 30th May 2006. OS: TQ266835 Marlborough Road. Detail of the former building from the roadside. It now houses a Chinese restaurant. 30th May 2006. OS: TQ266835 Marlborough Road. The rear of the building. It was not whitewashed when it was in use as a station. 30th May 2006. OS: TQ266835 Marlborough Road. Detail of a former doorway. The remains of the platforms can be seen from passing Metropolitan Line trains. 30th May 2006. OS: TQ266835 Marlborough Road. Bridge plate opposite the entrance. 30th May 2006. OS: TQ266835 Blackfriars Road. The entrance to the station at street level. It was open for amere four years from 1864. 17th November 2006. OS: TQ316800 Blackfriars Road. Recently restored lettering by the entrance. 17th November 2006. OS: TQ316800 Blackfriars Road. Railway company title by the entrance. 17th November 2006. OS: TQ316800

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]]> Sat May 20 2006 HIGH WYCOMBE TO PRINCES RISBOROUGH (Wycombe Railway) http://disused-rlys.fotopic.net/c954924.html When the single track Wycombe Railway route between High Wycombe and Princes Risborough was incorporated into the GW/GC joint line, the new double track main line took a different alignment in several places. There are three main sections of abandoned trackbed; the approaches to Temple End viaduct at High Wycombe, the formation between West Wycombe and Saunderton station and the little known Saunderton summit section. Recieved wisdom has it that, where the up and down lines take separate alignments between Saunderton and Princes Risborough, the up line follows the newer GW/GC formation whilst the down line follows the old Wycombe Railway alignment. This is only partially true. The down line uses more of the original Wycombe Railway alignment than the up line, but it also avoids the old summit by diverting into a new cutting. The old summit cutting can still clearly be seen. Several interesting comparative views can be found in The Railway Archive website (see links). Where appropriate I have indicated the image number in my caption so this can be typed into The Railway Archive search box. Photos of the GW/GC stations at High Wycombe, Saunderton and Princes Risborough can be found on "Railway Stations UK". (See links). Thursday 11 May 2006: When the single track Wycombe Railway route between High Wycombe and Princes Risborough was incorporated into the GW/GC joint line, the new double track main line took a different alignment in several places. There are three main sections of abandoned trackbed; the approaches to Temple End viaduct at High Wycombe, the formation between West Wycombe and Saunderton station and the little known Saunderton summit section. Recieved wisdom has it that, where the up and down lines take separate alignments between Saunderton and Princes Risborough, the up line follows the newer GW/GC formation whilst the down line follows the old Wycombe Railway alignment. This is only partially true. The down line uses more of the original Wycombe Railway alignment than the up line, but it also avoids the old summit by diverting into a new cutting. The old summit cutting can still clearly be seen. Several interesting comparative views can be found in The Railway Archive website (see links). Where appropriate I have indicated the image number in my caption so this can be typed into The Railway Archive search box. Photos of the GW/GC stations at High Wycombe, Saunderton and Princes Risborough can be found on "Railway Stations UK". (See links).

Looking south from the divergence at Princes Risborough. Compare this with image L1802 in The Railway Archive. 27th March 2004. OS: SP798022 (Marked The truncated up side abutment of the Temple End viaduct in High Wycombe. 23rd May 2006. OS: SU864933 The down side abutment with the replacement GW/GC Joint Line viaduct on the left. Image L3165 in the Railway Archive (see links) shows both viaducts in situ in 1906. 23rd May 2006. OS: SU864933 A close up of the down side abutment. After having remained in situ but disused for decades, the viaduct was finally demolished in 1987 in order to facilitate road improvements. 23rd May 2006. OS: SU864933 Bradenham Road. In the backgrond is the GW/GC brick arch bridge 81 and closer to the camera is the up side abutment of the Wycombe Railway bridge. The down side abutment and steel span are gone. 23rd May 2006. OS: SU830957 A closer view of the abutment. Note the bricked-up arches in the face of the abutment, typical of many Wycombe Railway bridges. Image L1422 in the Railway Archive (see links) shows both bridges in situ in 1904. 23rd May 2006. OS: SU830957 Bridge 89 over Haw Lane, just north of Saunderton station. At first glance it looks like a typical GW/GC structure, but note that the wing walls on the western side here are red brick rather than the expected Staffordshire blue found on the eastern side. Image L3355 in the Railway Archive (link below) shows the bridge fron the eastern side in 1903. 23rd May 2006. OS: SU809987 Looking closer at the up side we can see that half the Wycombe Railway abutment still exists, with the later GW/GC structure starting behind that. Evidently the original bridge was slightly higher than the later one. 23rd May 2006. OS: SU809987 Once again the surviving half-abutment features a bricked-up arch. 23rd May 2006. OS: SU809987 The point at which the GW/GC down line diverges from the original Wycombe Railway alignment, looking towards Princes Risborough. 11th April 2007. OS: SP804005 Looking south from above Saunderton Tunnel on the GW/GC up formation. Compare this view to picture L1479 in The Railway Archive (link below). The line of bushes running across from the right hand side of this photo is the edge of the disused summit cutting. The GW/GC down line is in its own cutting some yards behind this. In the archive picture this can be seen as a white scar in the chalk. 11th May 2006. OS: SP801011 (Marked A section of the summit cutting looking north. 11th May 2006. OS: SP802009 (Marked A short section of the old cutting has been infilled. This is a view looking north from the infilled section. 11th May 2006. OS: SP801010 (Marked The summit cutting looking south from the footpath at SP801010. 11th May 2006. (Marked A few steps to the west along the same footpath and we come to the GW/GC down line formation in its cutting. (View looking south) Image L1803 in The Railway Archive (see links) shows this same stretch of line viewed from the opposite end of the cutting. 11th May 2006. OS: SP800010 (Marked By bridge 95 over the Icknield Way the GW/GC down line has regained the old formation and this bridge is a Wycombe Railway structure. 18th November 2005. OS: SP797013 (Marked Red bricks and infilled arches beneath bridge 95 reveal its Wycombe Railway provenance. 18th November 2005. OS: SP797013 The site of the Wycombe Railway station at Princes Risborough, situated immediately north of the present (GW/CG) station. 20th September 2005. OS: SP799028 OS 1:25000 map of the summit area. Satellite image of the Saunderton summit area with the original Wycombe Railway trackbed visible between the GW/GC up and down lines. (Image courtesy of Google Earth). Just north of the Bradenham Road bridge the old formation can clearly be seen in a shallow cutting beside the embankment of the GW/GC Joint Line. 13th September 2006. OS: SU828960 The GW/CG Priory Road bridge which has received a new deck at some point. 4th October 2006. OS: SU865932 The down side abutment of the Priory Road bridge in High Wycombe survives alongside the GW/GC bridge. 4th October 2006. OS: SU865932 Bridge 87 over Slough Lane, Saunderton. Compare this view to picture L1801 in The Railway Archive (see links). The second bridge abutment mentioned in the Railway Archive caption is in fact the end wall of a house. 18th November 2006. OS: SU813980 Closer inspection of bridge 87 reveals part of the wing wall of the Wycombe Railway bridge is incorporated into the structure. 18th November 2006. OS: SU813980 Bridge 79. The down side abutment is also complete, minus one wing wall. 18th November 2006. OS: SU835948 Bridge 79 over Cookshall Lane, West Wycombe. Virtually the whole of the original up end abutment survives next to the GW/GC bridge. 18th November 2006. OS: SU835948 Compare this view to picture L1428 in The Railway Archive (see links). Although obscured by undergrowth in the modern view, the Wycombe Railway trackbed and the Bradenham Road bridge are clearly visible parallel to the GW/GC lines in the older picture. (The caption in The Railway Archive is incorrect - they have confused Bradenham with Haddenham!). 18th November 2006. OS: SU832955 Looking in the opposite direction from the same spot, towards the Bradenham Road bridge. 18th November 2006. OS: SU832955 The trackbed looking towards West Wycombe with the GW/GC tracks situated higher up on the left. 18th November 2006. OS: SU832955 Looking south from near the Saunderton Lee lane bridge. The GW/GC up line is on the left. The down line at this point is on the original Wycombe Railway alignment. 11th April 2007. OS: SU806996

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]]> Thu May 11 2006 CHEMINS DE FER DES COTES DU NORD http://disused-rlys.fotopic.net/c936446.html A few pictures showing remnants of the metre gauge Chemins de fer des Cotes du Nord system in France. All pictures by Patrick Marks. Tuesday 25 April 2006: A few pictures showing remnants of the metre gauge Chemins de fer des Cotes du Nord system in France. All pictures by Patrick Marks.

St Brieuc station, now a bus station. 1993. Viaduct near St Brieuc. 1993. Viaduct near St Brieuc. 1993. Viaduct near St Brieuc. 1993. Viaduct near St Brieuc, track level view. 1993. Viaduct near St Brieuc. 1993. Viaduct near St Brieuc. 1993.

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]]> Tue Apr 25 2006 RAF HALTON BRANCH http://disused-rlys.fotopic.net/c925787.html This one and three quarter mile branch ran from Wendover station on the Metropolitan & Great Central Joint Line to the RAF camp at Halton. It was constructed by German POWs and opened in 1917. The line closed in 1963. Sunday 16 April 2006: This one and three quarter mile branch ran from Wendover station on the Metropolitan & Great Central Joint Line to the RAF camp at Halton. It was constructed by German POWs and opened in 1917. The line closed in 1963.

Looking towards the site of the branch platform at Wendover. 3rd April 2006. OS: SP864078 Looking south along the length of the trackbed where it ran through the former goods yard at Wendover. 3rd April 2006. OS: SP862080 Leaving Wendover goods yard, the line curved north east, away from the main line. 3rd April 2006. OS: SP861080 On the curve between the goods yard and Folly Bridge crossing. There was a double track loop here. 3rd April 2006. OS: SP861081 Looking back towards the main line from Folly Bridge crossing. 3rd April 2006. OS: SP861081 The site of Folly Bridge crossing looking along the trackbed towards Halton. 3rd April 2006. OS: SP861081 Folly Bridge crossing seen from the lane. 3rd April 2006. OS: SP861081 Gatepost and part of one of the gates at Folly Bridge crossing. 3rd April 2006. OS: SP861081 The line looking back towards Folly Bridge crossing from Dobbins Lane crossing. This section of trackbed has been incorporated into the gardens of the adjecent houses. 3rd April 2006. OS: SP861083 Dobbins Lane crossing seen from the lane. 3rd April 2006. OS: SP861083 Surviving crossing gatepost at Dobbins Lane. 3rd April 2006. OS: SP861083 Looking towards Dobbins Lane crossing from Aylesbury Road crossing. A house now occupies the trackbed but the gate posts survive. 3rd April 2006. OS: SP865087 The site of Aylesbury Road crossing. 3rd April 2006. OS: SP865087 Replica gate posts on the opposite side of Aylesbury Road crossing. Another house is built on the trackbed here. 3rd April 2006. OS: SP865087 Looking back towards Aylesbury Road crossing from the Halton side. The fence marks the rear of the property constructed over the trackbed by the crossing. 3rd April 2006. OS: SP865088 Gate posts for the occupation crossing just beyond Aylesbury Road crossing. 3rd April 2006. OS: SP866088 Culvert carring a stream beneath the line. 3rd April 2006. OS: SP867088 Trackbed between the culvert and the canal bridge looking towards Halton. 3rd April 2006. OS: SP868089 Trackbed between the culvert and the canal bridge looking towards Wendover. 3rd April 2006. OS: SP868089 Trackbed approaching the canal bridge. 3rd April 2006. OS: SP869089 The site of the bridge that carried the line over the Wendover Arm of the Grand Union Canal. A modern footbridge now occupies the site. 3rd April 2006. OS: SP869089 Looking towards Halton from the canal bridge. 3rd April 2006. OS: SP869089 Looking back towards the canal bridge from the trackbed approaching Halton. 16th April 2006. OS: SP870089 The trackbed approaching Halton. 16th April 2006. OS: SP870089 Gate posts of the second occupation crossing. 16th April 2006. OS: SP871089 Footpath crossing. Note the height of the embankment at this point. 16th April 2006. OS: SP871089 Just beyond the footpath crossing the tracked ends abruptly. 16th April 2006. OS: SP871089 The last section of the route up to the RAF boundary has been obliterated. The bushes on the left hand side cover the truncated embankment. 16th April 2006. OS: SP871089 Looking along the alignment of the railway towards the RAF boundary behind the trees. 16th April 2006. OS: SP871089 A plan of the branch.

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]]> Sun Apr 16 2006 LEIGHTON BUZZARD TO DUNSTABLE (LNWR) http://disused-rlys.fotopic.net/c923788.html The LNWR opened this branch in 1848 mainly to link Dunstable with the their main line at Leighton Buzzard. There was one intermediate station at Stanbridgeford. For many years the L&NWR provided a weekdays only service of seven trains each way, some of which ran through to Luton. It was operated for a long period by Webb 0-6-2 and 2-4-2 tanks, replaced in the early 1950s by standard 2-6-2Ts. Passenger trains were withdrawn in 1962 and (apart from the first 1¼ miles retained for sand traffic until 1969) the line closed to all traffic in 1967. Many thanks to Ralph Rawlinson for providing historical information. Engineer's Line Reference: DBM Friday 14 April 2006: The LNWR opened this branch in 1848 mainly to link Dunstable with the their main line at Leighton Buzzard. There was one intermediate station at Stanbridgeford. For many years the L&NWR provided a weekdays only service of seven trains each way, some of which ran through to Luton. It was operated for a long period by Webb 0-6-2 and 2-4-2 tanks, replaced in the early 1950s by standard 2-6-2Ts. Passenger trains were withdrawn in 1962 and (apart from the first 1_ miles retained for sand traffic until 1969) the line closed to all traffic in 1967. Many thanks to Ralph Rawlinson for providing historical information. Engineer's Line Reference: DBM

The site of Ledburn Crossing over the Mentmore Road in Leighton Buzzard. The crossing house survives on the left. This view looks along the road alignment and the the railway crossed at right angles in front of the house. 14th April 2006. OS: SP912244 Ledburn Crossing looking towards Leighton Buzzard with the crossing house on the right. (Photo courtesy of Geoff Worswick). Looking back towards the junction from near bridge 2. Most of the trackbed west of here has been obliterated by housing development. 14th April 2006. OS: SP914243 Looking east from the same spot. 14th April 2006. OS: SP914243 An unidentified item of trackside equipment. 14th April 2006. OS: SP914243 Looking west from bridge 2. 14th April 2006. OS: SP916243 Looking across the up span of bridge 2 over the Grand Union Canal. This has been converted for footpath use. 14th April 2006. OS: SP916243 The down span of bridge 2. 14th April 2006. OS: SP916243 Bridge 2 seen from the canal. 14th April 2006. OS: SP916243 Looking east from bridge 2. 14th April 2006. OS: SP916243 The site of the Billington Road level crossing looking towards Stanbridgeford. The house in the background is the old crossing house. 28th April 2006. OS: SP928239 Extract from the 1946 OS 1 inch map showing the course of the line through Leighton Buzzard. A few miles of trackbed between Leighton Buzzard and Stanbridgeford have been used for the A505. View looking towards Stanbridgeford. 27th April 2006. OS: SP943233 Stanbridgeford. The station building still exists as a private house. 27th April 2006. OS: SP969230 Stanbridgeford. Remains of the down platform. Part of the up platform also survives. 17th September 2006. OS: SP969230 Stanbridgeford. Station outbuilding, possibly a weighbridge hut. 27th April 2006. OS: SP969230 Looking towards Dunstable from the level crossing at Stanbridgeford. From here to the outskirts of Dunstable the line has been converted into a foot and cycle path, the Looking towards Dunstable from the bridge at Sewell. 28th April 2006. OS: SP993227 The underbridge at Sewell has been rebuilt to accommodate the cycle path. The abutments show a mixture of original and modern brickwork. 28th April 2006. OS: SP993227 Looking towards Stanbridgeford with the bridge at Sewell in the centre of the pcture. 28th April 2006. OS: SP993227 Three quarter milepost just east of the bridge at Sewell. 28th April 2006. OS: SP994227 Looking east up the 1 in 40 gradient through the cuttong that takes the line up the Chiltern escarpment. 28th April 2006. OS: SP995227 A fishplate in the cutting. 28th April 2006. OS: SP995227 Milepost 6 in the middle of the cutting at Sewell. 28th April 2006. OS: SP997227 Looking down the cutting towards Sewell. 28th April 2006. OS: SP997227 Looking up the gradient towards the summit. 28th April 2006. OS: SP999227 Looking west along the approach to the 1 in 40 gradient. 28th April 2006. OS: TL001227 An unidentified relic, possibly an old signal post near the top of the cutting. 28th April 2006. OS: TL001227 Detail on the same relic. 28th April 2006. OS: TL001227 The remains of a stencil speed board near the top of the cutting. 28th April 2006. OS: TL003227 The trackbed looking west towards the cutting from the outskirts of Dunstable. 28th April 2006. OS: TL003227 The overgrown trackbed on the approach to Dunstable. 28th April 2006. OS: TL004227 Plan of the line. Looking towards Dunstable from a point about half way between Stanbridgeford and the A505. 17th September 2006. OS: SP972229 As the line approaches the A505 the path is diverted away from the trackbed in order to gain access to a new bridge over the road. 17th September 2006. OS: SP974229 Looking back towards Stanbridgeford from the A505 bridge. 17th September 2006. OS: SP976229 Looking in the Leighton Buzzard direction from the A505 bridge showing where the road severs the trackbed. 17th September 2006. OS: SP976229 Lookig towards Dunstable from the A505 bridge. 17th September 2006. OS: SP976229 Looking towards Dunstable from the point where the path rejoins the trackbed. 17th September 2006. OS: SP977229 Looking towards Stanbridgeford from the same spot. 17th September 2006. OS: SP977229 The trackbed now starts the 1 in 40 climb up Sewell Bank. 17th September 2006. SP985227 The trackbed between the A505 and Sewell, looking towards Dunstable. 17th September 2006. OS: SP986227 As the line approaches Sewell it is on a substantial embankment. View looking towards Stanbridgeford. 17th September 2006. OS: SP987227 One of the loading platforms at Sewell Lime Works which closed in 1938 and was connected to the line by a long siding. 17th September 2006. Bridge under the embankment near Totternhoe Quarry. 17th September 2006. OS: SP988227 The opposite side of the same bridge. 17th September 2006. OS: SP988227 View beneath the bridge. 17th September 2006. OS: SP988227 Milepost 5 at the foot of Sewell Bank. 17th September 2006. SP985227 Stanbridgeford. Looking back towards the level crossing and station. 17th September 2006. OS: SP970229 Stanbridgeford. The site of the level crossing. 17th September 2006. OS: SP969230

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]]> Fri Apr 14 2006 LONGBRIDGE TO HALESOWEN (GWR/Midland Joint) http://disused-rlys.fotopic.net/c922062.html This six mile line was opened by the Halesowen Railway in 1883 and later became a GWR/MR joint line. The major surviving relic is the station at Hunnington which has been converted into a house. The other intermediate station at Rubery has been demolished. The line was closed in 1964. A short section of the line is still (officially) open at the southern end to serve the Longbridge plant although there has been no traffic since 1995. Unless otherwise credited, the pictures in this section have been kindly provided by Tim Wattison. Thanks to Ralph Rawlinson for providing historical information. An excellent set of pictures of this line can be found on the "Photo by D.J.Norton" site. (See links). Engineer's Line Reference: HND1 Thursday 13 April 2006: This six mile line was opened by the Halesowen Railway in 1883 and later became a GWR/MR joint line. The major surviving relic is the station at Hunnington which has been converted into a house. The other intermediate station at Rubery has been demolished. The line was closed in 1964. A short section of the line is still (officially) open at the southern end to serve the Longbridge plant although there has been no traffic since 1995. Unless otherwise credited, the pictures in this section have been kindly provided by Tim Wattison. Thanks to Ralph Rawlinson for providing historical information. An excellent set of pictures of this line can be found on the "Photo by D.J.Norton" site. (See links). Engineer's Line Reference: HND1

The Boleyn Road bridge prior to demolition. 5th May 2002. OS: SO984786 (Picture courtesy of John Fancote). Another view of the Boleyn Road bridge. 5th May 2002. OS: SO984786 (Picture courtesy of John Fancote). Looking along the trackbed towards Longbridge from beneath the now demolished Boleyn Road bridge. 5th May 2002. OS: SO984786 (Picture courtesy of John Fancote). Longbridge East signal box, of typical MR pattern. 10th April 2006. OS: SO009774 Longbridge. Looking back towards the junction from the A38 bridge. 10th April 2006. OS: SO009774 Longbridge. The original ticket office which was replaced when the Cross City line opened in 1978. The island platform beneath survived until the Rover Group sidings were remodelled in the early 1990s. 10th April 2006. OS: SO013775 Longbridge. The junction with the main line. 10th April 2006. OS: SO013775 The trackbed as it approaches Balaam's Wood. 10th April 2006. OS: SO997782 Looking along the course of the line towards Rubery from just beyond Balaam's Wood. 10th April 2006. OS: SO989783 The site of the bridge carrying Boleyn Road over the line. 10th April 2006. OS: SO984786 Looking in the Halesowen direction from the Boleyn Road bridge site. 10th April 2006. OS: SO984786 The parapet of the same bridge seen from the infilled cutting. 10th April 2006. OS: SO988792 Road overbridge carrying Newtown Lane over the line. The cutting has been infilled. 10th April 2006. OS: SO988792 Looking west towards the bridge at Newtown Lane. 10th April 2006. OS: SO988792 Abutments of a bridge which carried the line over an access road. 10th April 2006. OS: SO795799 Hunnington. The station building has been resored as a private residence after having been derelict for many years. This is the view from the forecourt. 10th April 2006. OS: SO968813 Hunnington. The former station entrance. 10th April 2006. OS: SO968813 Hunnington. The station building from the platform side. 10th April 2006. OS: SO968813 Hunnington. Detail of the old platform and Halesowen end of the building. 10th April 2006. OS: SO968813 Hunnington. The single storey part of the building on the left is the original gents urinal, now converted into a play room. 10th April 2006. OS: SO968813 Hunnington. Looking towards Halesowen along the length of the platform. 10th April 2006. OS: SO968813 Hunnington. Looking down the trackbed in the Longbridge direction. 10th April 2006. OS: SO969812 Hunnington. Looking towards the station site from the south. 10th April 2006. OS: SO969812 Hunnington. Looking towards the station from the north. 10th April 2006. OS: SO968813 Hunnington. A similar view in the 1970s when the station was derelict. OS: SO968813 Hunnington. A similar view in the 1970s when the station was derelict. OS: SO968813 OS 1 inch map from 1950 showing the route.

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]]> Thu Apr 13 2006 SAUNDERSFOOT RAILWAY http://disused-rlys.fotopic.net/c915711.html The 4 foot gauge Saundersfoot Railway consisted of two main mineral lines and a number of small branches. One main line connected Stepaside Ironworks, a mile east of Kilgetty station to Saundersfoot Harbour, running along the coast through a series of short tunnels. The other line ran from Saundersfoot Harbour to Reynalton. It went up an incline from the harbour, passed beneath the GWR station in a tunnel and contined in a north westerly direction to Broadmoor and Thomas Chapel. The line then swung west to Reynalton. The line finally closed in 1939. Friday 7 April 2006: The 4 foot gauge Saundersfoot Railway consisted of two main mineral lines and a number of small branches. One main line connected Stepaside Ironworks, a mile east of Kilgetty station to Saundersfoot Harbour, running along the coast through a series of short tunnels. The other line ran from Saundersfoot Harbour to Reynalton. It went up an incline from the harbour, passed beneath the GWR station in a tunnel and contined in a north westerly direction to Broadmoor and Thomas Chapel. The line then swung west to Reynalton. The line finally closed in 1939.

Northern end of the first of the three tunnels on the coastal section. It appears that reinforcement has been necessary in recent times. (Photo courtesy of Andy Taylor). Southern end of the same tunnel. 20th June 2001. OS: SN141054 Western, Coppet Hall end of the Middle Tunnel. 20th June 2001. OS: SN140054 Coastal section of the line at the foot of the cliffs at Hean Castle. 20th June 2001. OS: SN142056 The line approaching Hean Castle. 20th June 2001. The eastern approach to the Middle Tunnel. 20th June 2001. OS: SN140054 Old postcard showing a train on the street running section of the Reynalton line. (Picture courtesy of John Law). Plan of the line. Abutments of the bridge that carried the Reynalton Extension over a lane near Reynalton. 11th September 2006. OS: SN091085 (Photo courtesy of David Lecomber). Looking over the site of the missing bridge deck at Reynalton. 11th September 2006. OS: SN091085 (Photo courtesy of David Lecomber). The southern entrance to the tunnel taking the Reynalton line beneath the GWR Saundersfoot station. 20th March 2007. OS: SN124060 (Photo courtesy of David Lecomber). Looking south towards Saundersfoot from the tunnel portal. 20th March 2007. OS: SN124060 (Photo courtesy of David Lecomber).

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]]> Fri Apr 7 2006 BANBURY TO VERNEY JUNCTION (LNWR) http://disused-rlys.fotopic.net/c915644.html Opened in 1850 by the Buckinghamshire Railway, this line was worked from the outset by the LNWR who later absorbed the company. In addition to Verney Junction there were stations at Padbury, Buckingham, Fullwell & Westbury, Brackley, Farthinghoe and Banbury Merton Street. The line was experimentally worked by Derby lightweight railcars as part of the 1955 Modernisation Plan. New halts for the railcar service were opened at Radclive and Water Stratford. The experiment was not a success and Banbury - Buckingham closed to passengers in 1961. The Buckingham - Verney Junction section closed to passengers in 1964. The line closed to all traffic in 1966. Thanks to Greg Scott for working out the bridge number sequence. Engineer's Line Reference: BVJ Friday 7 April 2006: Opened in 1850 by the Buckinghamshire Railway, this line was worked from the outset by the LNWR who later absorbed the company. In addition to Verney Junction there were stations at Padbury, Buckingham, Fullwell & Westbury, Brackley, Farthinghoe and Banbury Merton Street. The line was experimentally worked by Derby lightweight railcars as part of the 1955 Modernisation Plan. New halts for the railcar service were opened at Radclive and Water Stratford. The experiment was not a success and Banbury - Buckingham closed to passengers in 1961. The Buckingham - Verney Junction section closed to passengers in 1964. The line closed to all traffic in 1966. Thanks to Greg Scott for working out the bridge number sequence. Engineer's Line Reference: BVJ

The site of Banbury Merton Street station from the forecourt. (Picture courtesy of Greg Scott). Part of one of the goods platforms at Merton Street. (Picture courtesy of Greg Scott). Trackbed looking towards Banbury from the Jurrasic Way foot crossing. 6th May 2006. OS: SP481396. (Picture courtesy of Greg Scott). Bridge 50 at Warkworth Hall Farm looking towards Verney Junction. The cutting here has been infilled and on the other side of the bridge it is flooded. 6th May 2006. OS: SP486396. (Picture courtesy of Greg Scott). Bridge 49 over the Warkworth to Astrop road. 30th April 2006. SP493396. (Picture courtesy of Greg Scott). Bridge 48 which takes Astrop Road over the line. 30th April 2006. SP495397. (Picture courtesy of Greg Scott). Occupation bridge 47 looking towards Banbury. The section between here and bridge 48 has been used for landfill. 30th April 2006. OS: SP499398. (Picture courtesy of Greg Scott). Bridge 46 between Buston and Middleton Lodge Farms. 30th April 2006. OS: SP503400. (Picture courtesy of Greg Scott). Looking towards Verney Junction from on top of bridge 46. 30th April 2006. OS: SP503400. (Picture courtesy of Greg Scott). Bridge 45 at Little Purston between Cockley Brake and Farthinghoe. 6th May 2006. OS: SP508402. (Picture courtesy of Greg Scott). Milepost 18 3/4 which unusually still retains its numbers. 6th May 2006. (Picture courtesy of Greg Scott). Milepost 18. 6th May 2006. (Picture courtesy of Greg Scott). Bridge 44 looking towards Verney Junction. 6th May 2006. OS: SP518403. (Picture courtesy of Greg Scott). Farthinghoe. The site of the station. 6th May 2006. OS: SP522403. (Picture courtesy of Greg Scott). Bridge 42 Bridge 41 between Farthinghoe and Brackley. 6th May 2006. OS: SP528405 (Picture courtesy of Greg Scott). Looking across the site of bridge 32. (Image courtesy of Matthew Baker). OS: SP573374 View from the site of bridge 32 looking east along the alignment towards Brackley. (Image courtesy of Matthew Baker). OS: SP573374 Detail of bridge 30. (Image courtesy of Matthew Baker). OS: SP578370 The surviving eastern abutment of bridge 26 which took the line over the Turweston to Evenley track. (Picture courtesy of Matthew Baker). OS: SP601357 The western abutment of bridge 26. (Picture courtesy of Matthew Baker). OS: SP601357 Distant view of occupation bridge 25. (Picture courtesy of Matthew Baker). OS: SP602357 Fullwell & Westbury. Looking towards Banbury from the level crossing. 1st May 2006. OS: SP627347 Fullwell & Westbury. The site of the level crossing with the station house in the background. 1st May 2006. OS: SP627347 Fullwell & Westbury. The station site seen from the level crossing. The mound on the right is the remains of the platform. 1st May 2006. OS: SP627347 Fullwell & Westbury. The rear of the platform. 1st May 2006. OS: SP627347 Fullwell & Westbury. Looking across the adjacent field towards the station site. The brick foundations of the station building can be seen. 1st May 2006. OS: SP627347 Fullwell & Westbury. The remains of the station building. 1st May 2006. OS: SP627347 Water Stratford Halt. The remains of the eastern abutment of the road underbridge (No. 21). 1st May 2006. OS: SP652341 Water Stratford Halt. The site of the platform. 1st May 2006. OS: SP653341 Water Stratford Halt. The slope leading to the halt from road level. 1st May 2006. OS: SP653341 Water Stratford Halt. Looking towards Banbury from the platform site. 1st May 2006. OS: SP653341 The embankment between Water Stratford Halt and the river bridge. 1st May 2006. OS: SP653341 Looking towards Banbury from the road overbridge at Radclive (No. 17). The cutting has been filled in. 3rd April 2006. OS: SP675341 The western parapet of bridge 17 at Radclive. 3rd April 2006. OS: SP675341 Peering over the eastern parapet of bridge 17, the arch can just be seen. 3rd April 2006. OS: SP675341 Radclive Halt. The occupation crossing at the site of the halt. 29th April 2006. OS: SP677341 Radclive Halt. Original gatepost on the occupation crossing. 29th April 2006. OS: SP677341 Radclive Halt. Cobbles and sleepers on the site of the occupation crossing. 29th April 2006. OS: SP677341 Radclive Halt. 29th April 2006. Looking towards Buckingham. The platform was on the right. OS: SP677341 Looking towards Buckingham station from the trackbed on the outskirts of the town. 3rd April 2006. OS: SP689336 Looking in the opposite direction from the same spot. In the distance is the embankment that has replaced the bridge carrying the Tingewick Road over the line (No. 16). 3rd April 2006. OS: SP689336 Looking towards Buckingham station across the bridge that took the line over Bath Lane (No. 14). 3rd April 2006. OS: SP691335 Bridge 14 from road level. 3rd April 2006. OS: SP691335 Gradient post near bridge 14. 3rd April 2006. OS: SP691335 Looking towards Buckingham station over the viaduct that crosses Hunter Street (No. 13). 3rd April 2006. OS: SP692333 Looking in the opposite direction over viaduct 13. 3rd April 2006. OS: SP692333 Viaduct 13 from road level. 3rd April 2006. OS: SP692333 Station Road sign on viaduct 13. 3rd April 2006. OS: SP692333 Buckingham. The station site from the Banbury end. 3rd April 2006. OS: SP694332

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]]> Fri Apr 7 2006 RAF BICESTER BRANCH http://disused-rlys.fotopic.net/c914887.html A short branch constructed between the wars to link RAF Bicester with the former LNWR Oxford to Bletchley line. The line was closed on 28th August 1957. Thursday 6 April 2006: A short branch constructed between the wars to link RAF Bicester with the former LNWR Oxford to Bletchley line. The line was closed on 28th August 1957.

With the Oxford - Bletchley line behind the camera, this is the very beginning of the branch. 5th March 2006. OS: SP608232 A pile of concrete sleepers near the junction site. 5th March 2006. OS: SP608232 After curving away from the junction the line then takes a dead straight course. 5th March 2006. OS: SP608232 After a short distance the trackbed becomes more defined and is in use as a farm access track. 5th March 2006. OS: SP606233 The first half of the line is littered with discarded concrete sleepers. 5th March 2006. Sleeper detail showing the date of 1943. 5th March 2006. The trackbed looking towards Bicester. 5th March 2006. OS: SP605234 The site of a bridge which carried the line over a stream. The present structure is not the original. 5th March 2006. OS: SP603235 Felled gatepost on the site of an occupation crossing. 5th March 2006. OS: SP603235 Culvert under the trackbed. 5th March 2006. OS: SP603235 Concrete fence post. Similar ones line the whole route. 5th March 2006. OS: SP602236 Site of another occupation crossing. 5th March 2006. OS: SP602236 Beyond the second occupation crossing the trackbed becomes far more overgrown. 5th March 2006. OS: SP602236 Another occupation crossing, complete with gateposts. 5th March 2006. OS: SP600237 Overgrown trackbed just short of the RAF Bicester boundary fence. 5th March 2006. OS: SP600238 The point at which the trackbed enters the RAF site. 5th March 2006. OS: SP599238 Stone at the RAF Bicester boundary inscribed OS map of the route. Image produced from the Ordnance Survey Get-a-map service. Image reproduced with kind permission of Ordnance Survey and Ordnance Survey of Northern Ireland. See links above.

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]]> Thu Apr 6 2006 GLOUCESTER TO LEDBURY (GWR) http://disused-rlys.fotopic.net/c906750.html Known as the Daffodil Line, this attractive route was opened by the GWR in 1885. Most of the line was built on the former Hereford & Gloucester Canal route which was closed in order to build the railway. The canal is under restoration and some of the former railway alignment may one day become a canal again. The line closed in 1964. So far I have concentrated on the Gloucester to Newent section of the line but I will cover the rest of the route as time progresses. Engineer's Line Reference: LEY Wednesday 29 March 2006: Known as the Daffodil Line, this attractive route was opened by the GWR in 1885. Most of the line was built on the former Hereford & Gloucester Canal route which was closed in order to build the railway. The canal is under restoration and some of the former railway alignment may one day become a canal again. The line closed in 1964. So far I have concentrated on the Gloucester to Newent section of the line but I will cover the rest of the route as time progresses. Engineer's Line Reference: LEY

An early 1970s view of the trackbed near Over Junction, now infilled and obliterated by the A40. (Picture courtesy of Pete Dainty). OS: SO815196 Bridge over the line at Rudford church. 25th March 2006. OS: SO779216 The bridge at Rudford church seen from the road. 25th March 2006. OS: SO779216 Looking towards Newent from the bridge at Rudford church. 25th March 2006. OS: SO779216 Barbers Bridge. The road bridge and a gateway made from old GWR bridge rail. 25th March 2006. OS: SO772221 Barbers Bridge. The entrance to the station. 25th March 2006. OS: SO772221 Barbers Bridge. The station building, now a private house. 25th March 2006. OS: SO772221 Looking towards Newent from the bridge on the Moat Farm access road. The railway deviated slightly from the canal bed here and a short stretch of canal survives in the thicket at the far left of this picture. 25th March 2006. OS: SO760240 The bridge that carried the B4215 over the line between Malswick and Highleadon. The road now crosses the formation on the level a short distance behind the camera position. 25th March 2006. OS: SO750247 The abutments of the bridge over Hook's Lane, just east of Newent. 25th March 2006. OS: SO739256 Newent. The abutments of the bridge over the B4215 at the entrance to the station. The formation here was raised by several feet when it was converted from canal to railway - the canal passed under the road rather than over it. 25th March 2006. OS: SO720263 Newent. The station looking towards Ledbury. After being hidden by trees and undergrowth many years the site has now been cleared ready for the restoration of the Hereford & Gloucester Canal. 25th March 2006. OS: SO720263 Newent. The old footbridge from Llanthony Road, Gloucester. It has been donated to the Hereford & Gloucester Canal Trust and is stored on the site of Newent station. 25th March 2006. OS: SO720263 Newent. A Gloucestershire Railway Society special at the station on 23rd June 1962. (Picture courtesy of Pete Dainty). Abutments of the bridge over Ell Brook, Newent, looking in the Ledbury direction. From here to a point north of Dymock the railway deviated from the route of the canal in order to avoid the tunnel at Oxenhall. 25th March 2006. OS: SO714264 Plan of the route. Extract from the OS 1 inch 1947 sheet showing the line between Over Junction and Newent. Barbers Bridge station and Malswick Halt can both be seen. Extract from the OS 1 inch 1947 sheet showing the line between Newent and Dymock. Newent station and Four Oaks Halt can both be seen. Also visible is the section of the Hereford & Gloucester Canal through Oxenhall Tunnel which was bypassed by the railway. Extract from the OS 1 inch 1947 sheet showing the line between Dymock and Ledbury. Dymock station and the halts at Greenway and Ledbury Town can be seen. An article from the Gloucester Citizen marking the closure of the line in 1964. (Part 1). An article from the Gloucester Citizen marking the closure of the line in 1964. (Part 2). 1963 article from the Gloucester Citizen concerning Dymock station. Looking towards Gloucester from about half a mile east of Newent station. The formation here started as a canal, was converted into a railway and is now a road. Note the surviving railway fence posts on the left. 5th October 2007. OS: SO727262 Looking across the second occupation crossing at Rudford. 5th October 2007. OS: SO783210 View towards Ledbury from the second occupation crossing at Rudford. The northern boundary fence has been removed. 5th October 2007. OS: SO783210 The trackbed looking towards Gloucester from the second occupation crossing at Rudford. 5th October 2007. OS: SO783210 Looking towards Ledbury from the road overbridge at Oxenhall. 6th October 2007. (Photo: R.J. Marks) OS: SO707266 Looking towards Gloucester from the road overbridge at Oxenhall. 6th October 2007. (Photo: R.J. Marks) OS: SO707266 The trackbed looking towards Gloucester from the road bridge at Barbers Bridge. 25th October 2007. OS: SO772220 Barbers Bridge. The station site seen from the old road bridge. The station house is on the right and the station building susrvives as a private residence behind the trees. 25th October 2007. OS: SO772220 The B4215 crossing the formation at Barbers Bridge with the bridge that formerly carried the road in the background. 25th October 2007. OS: SO772220 The road bridge at Barbers Bridge. 25th October 2007. OS: SO772220 The trackbed looking towards Gloucester where the line ran parallel to the B4215 just east of Malswick. One boundary fence has been removed in order to incorporate the former railway land into the adjoining field. There was an occupation crossing at this point. 25th October 2007. OS: SO744250 Looking in the Ledbury direction from the same spot. 25th October 2007. OS: SO744250 GWR bridge rail fence post at the former occupation crossing east of Malswick. 25th October 2007. OS: SO744250 Looking towards Gloucester from the bridge at Moat Farm. The boundary fences have gone but the trackbed can still be seen curving towards the right. 25th October 2007. OS: SO760240 Civil Engineer's structure reference on the Moat Farm bridge. 25th October 2007. OS: SO760240 The trackbed near Lassington looking in the Ledbury direction. From this point the railway followed a long left hand curve around the base of the hill on the left. 25th October 2007. OS: SO806200 The trackbed west of the crossings at Rudford, looking in the Ledbury direction. 20th July 2008. OS: SO782211 Looking east at Rudford. The canal alignment diverged into the bushes on the right here. 20th July 2008. OS: SO782211 View west with Rudford church in the distance. 20th July 2008. OS: SO781213 View west at Rudford. Rudford lock was situated near this spot. 20th July 2008. OS: SO781213 Approaching the second occupation crossing at Rudford. This is one of the sections of the route that deviates from the original canal alignment. 20th July 2008. OS: SO784210 A gate across the trackbed east of Ruford. 20th July 2008. OS: SO787210 Trackbed between the occupation crossings at Rudford. 20th July 2008. OS: SO784210 View along the trackbed looking west from the occupation crossing. 20th July 2008. OS: SO785209 The remains of an occupation crossing at Rudford. 20th July 2008. OS: SO785209

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]]> Wed Mar 29 2006 BANBURY TO CHELTENHAM (GWR) http://disused-rlys.fotopic.net/c903019.html The Banbury & Cheltenham Direct Railway was an amalgam of two branches that originated at Kingham (Chipping Norton Junction until 1909) on the Cotswold Line. They ran to Bourton on the Water (1862) and Chipping Norton (1855) respectively. The lines were both later extended to create a through route between Kings Sutton, south of Banbury and Cheltenham. Trains reversed at Kingham until 1906 when a loop bypassing the station was constructed. Engineer's Line References: BNK (Kings Sutton - Chipping Norton), BKC (Chipping Norton - Kingham), BCL (Kingham - Cheltenham). Structure numbers on the line are a mixture of sequential numbers and mileage based references. Sunday 26 March 2006: The Banbury & Cheltenham Direct Railway was an amalgam of two branches that originated at Kingham (Chipping Norton Junction until 1909) on the Cotswold Line. They ran to Bourton on the Water (1862) and Chipping Norton (1855) respectively. The lines were both later extended to create a through route between Kings Sutton, south of Banbury and Cheltenham. Trains reversed at Kingham until 1906 when a loop bypassing the station was constructed. Engineer's Line References: BNK (Kings Sutton - Chipping Norton), BKC (Chipping Norton - Kingham), BCL (Kingham - Cheltenham). Structure numbers on the line are a mixture of sequential numbers and mileage based references.

The bridge carrying the line over the Cherwell at Kings Sutton. (Picture courtesy of Greg Scott). OS: SP494355 Looking towards Notgrove from near the A436 bridge. 25th March 2006. OS: SP048202 Bridge carrying the line over the A436 between Andoversford and Notgrove. 25th March 2006. OS: SP048202 The top of the same bridge looking towards Andoversford. 25th March 2006. OS: SP048202 Kings Sutton. The station looking north. 1999. OS: SP494360 Bourton on the Water. The station building from the forecourt side. 25th March 2006. Bourton on the Water. The station site looking towards Banbury. 25th March 2006. Bourton on the Water. The building from the platform side. 25th March 2006. Bourton on the Water. Looking along the site of the Westbound platform. 25th March 2006. Bourton on the Water. Looking in the Cheltenham direction from beneath the awning. The house in the distance is built across the trackbed. 25th March 2006. Bourton on the Water. Chimney and insulator detail. 25th March 2006. Bourton on the Water. Door detail. 25th March 2006. Bourton on the Water. Door detail. 25th March 2006. Bourton on the Water. Door detail. 25th March 2006. Bourton on the Water. Guttering detail. 25th March 2006. Bourton on the Water. The original station before it was rebuilt in the 1930s. (Picture courtesy of John Law). Bridge over the line near Syreford, just east of Andoversford Junction. 26th April 2006. The trackbed looking west from the same bridge. 26th April 2006. Road underbridge near Syreford. 26th April 2006. Charlton Kings station before closure. (Picture courtesy of the Tramway Resources site - please see links on front page). Plan of the route. The course of the line near Swerbrook Farm looking towards Banbury. 6th August 2006. (Picture courtesy of David Stowell). OS: SP398341 Chipping Norton. The station site seen from the A44 bridge. 16th August 2006. OS: SP307270 Chipping Norton. The A44 bridge from road level. 16th August 2006. OS: SP307270 The site of bridge 9507H visible as a dip in the road. 3rd September 2006. (Picture courtesy of David Stowell). OS: SP323301 One of the abutments of bridge 44. 9th September 2006. (Picture courtesy of David Stowell). OS: SP307294 Bourton on the Water. The ticket window in the booking hall. August 2007. (Picture courtesy of Julian Lane). Bourton on the Water. Remains of the cattle dock. August 2007. (Picture courtesy of Julian Lane). View west towards Chipping Norton from bridge 9541H. 13th August 2007. OS: SP316300 Looking towards Rollright Halt from bridge 9541H. The bridge carries the A3400 road. 13th August 2007. OS: SP316300 Eastern parapet of bridge 9541H. 13th August 2007. OS: SP316300 Trackbed looking towards Cheltenham from Sandwell Park Tunnel. 13th August 2007. OS: SP007203 The western portal of Sandywell Park Tunnel. 13th August 2007. OS: SP007203 The remains of the Banbury side abutment of bridge 29. It was demolished in 1967. 17th August 2007. (Picture courtesy of Greg Scott). OS: SP385341 A faded structure plate on bridge 29. 17th August 2007. (Picture courtesy of Greg Scott). OS: SP385341 Bridge 25. 17th August 2007. (Picture courtesy of Greg Scott). The trackbed looking towards bridge 24. 17th August 2007. (Picture courtesy of Greg Scott). Bridge 24 detail. 17th August 2007. (Picture courtesy of Greg Scott). Rollright Halt was located on this embankment next to bridge 9507H. 31st October 2007. OS: SP323301 The surviving Cheltenham side abutment of bridge 9507H. 31st October 2007. OS: SP323301 The trackbed adjacent to Halt Farm looking towards Cheltenham. 31st October 2007. OS: SP323301 The trackbed between bridges 9507H and 9541H. 31st October 2007. OS: SP320301 A former occupation crossing. 31st October 2007. OS: SP319301 Gate post at the same crossing. 31st October 2007. OS: SP319301 The cutting approaching bridge 9541H. 31st October 2007. OS: SP317300 Looking towards bridge 9541H which has been underfilled. 31st October 2007. OS: SP316300 The Banbury side abutment of bridge 9507H has been removed. 31st October 2007. OS: SP323301 The abutments of bridge 39. 31st October 2007. OS: SP343308 The Banbury side abutment of bridge 37. 31st October 2007. OS: SP356313 The cutting south of Hook Norton Tunnel. 31st October 2007. OS: SP358314

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]]> Sun Mar 26 2006 CHEDDINGTON TO AYLESBURY (LNWR) http://disused-rlys.fotopic.net/c901131.html Opened in 1839, the Aylesbury Railway was one of the first branch lines in the country. It was later taken over by the London and Birmingham Railway. The line was almost dead straight and had very few civil engineering features. The original terminus in Station Street was closed by the LNWR in 1889 and replaced by a new station on the High Street. There was one intermediate station at Marston Gate and four level crossings. The line closed to passengers in 1953 and to all traffic in 1964. Engineer's Line Reference: ACN Friday 24 March 2006: Opened in 1839, the Aylesbury Railway was one of the first branch lines in the country. It was later taken over by the London and Birmingham Railway. The line was almost dead straight and had very few civil engineering features. The original terminus in Station Street was closed by the LNWR in 1889 and replaced by a new station on the High Street. There was one intermediate station at Marston Gate and four level crossings. The line closed to passengers in 1953 and to all traffic in 1964. Engineer's Line Reference: ACN

The trackbed between Stocklake and Broughton Crossing looking towards Cheddington. This section is built on a slight embankment. 24th March 2006. OS: SP834143 Another shot of the same section of line, this time a little closer to Aylesbury. This short length survives in better condition than most of the rest of the line. 24th March 2006. OS: SP834144 Cheddington. The Aylesbury platform seen from the footbridge. The branch curved away to the right parallel to the field boundary. 28th March 2006. Cheddington. The branch platform from track level looking towards the junction. 24th March 2006. OS: SP922185 An Aylesbury train in the branch platform at Cheddington. (Photo courtesy of Buckinghamshire County Council). The branch platform from on top. 24th March 2006. OS: SP922185 Cheddington. Looking towards Aylesbury from the end of the branch platform. 24th March 2006. OS: SP922185 Looking towards Cheddington from just before Mentmore Crossing. 24th March 2006. OS: SP916180 The trackbed looking towards Mentmore Crossing from the Cheddington direction. 24th March 2006. OS: SP916180 Mentmore Crossing seen from the trackbed and looking towards Aylesbury. 24th March 2006. OS: SP915180 Mentmore Crossing site from the road. 24th March 2006. OS: SP915180 Mentmore Crossing. Surviving crossing gate post on the Aylesbury side. 24th March 2006. OS: SP915180 Mentmore Crossing. Surviving crossing gate post on the Cheddington side. 24th March 2006. OS: SP915180 Looking towards Aylesbury from the site of Mentmore Crossing. 24th March 2006. OS: SP915180 A footpath crossing the cutting near Betlow Farm, the only significant engineering feature on the line. 24th March 2006. OS: SP896171 Looking towards Aylesbury from the middle of the cutting near Betlow Farm. 24th March 2006. OS: SP896171 Marston Gate. Looking towards Cheddington from the crossing. 24th March 2006. OS: SP885167 Marston Gate. Gate on the Cheddington side of the crossing. 24th March 2006. OS: SP885167 Marston Gate. Surviving crossing gate post. 24th March 2006. OS: SP885167 Marston Gate. Culvert under the trackbed. 24th March 2006. OS: SP885167 Marston Gate. The site of the level crossing looking towards Long Marston. The road still goes over a hump where the track once was. 24th March 2006. OS: SP885167 Marston Gate. The crossing looking in the opposite direction. The house on the left is the much extended and altered station building. 24th March 2006. OS: SP885167 Marston Gate. The station building just after closure to passengers. Looking towards Marston Gate from near Bierton. Other than the boundary hedge on the right, the formation has disappeared completely. 23rd May 2006. SP848149 Surviving boundary fence post near Bierton. 23rd May 2006. SP848149 Looking towards Broughton Crossing from the east. 23rd May 2006. SP848149 Broughton Crossing. The trackbed looking towards Cheddington from the crossing. This section is used as an access road to an electricity sub station. 24th March 2006. OS: SP840146 Broughton Crossing. Looking towards Aylesbury across the site of the crossing. The house is built over the trackbed. 24th March 2006. OS: SP840146 Broughton Crossing. The site of the crossing from the roadside. Note that the surrounding hamlet has taken on the name of the crossing. 24th March 2006. OS: SP840146 Looking towards Broughton from the eastern end of Stocklake. In the distance the A4157 crosses the trackbed. 18th April 2006. OS: SP832143 Looking towards the terminus from the same spot. 18th April 2006. OS: SP832143 Much of the boundary fence survives along this stretch. 18th April 2006. OS: SP832143 A lineside telegraph pole at Stocklake. 18th April 2006. OS: SP831142 Looking back towards Broughton from Stocklake. 18th April 2006. OS: SP831142 The remains of an occupation crossing by the prison. 18th April 2006. OS: SP829141 Part of one of the gates still remains at the occupation crossing. 18th April 2006. OS: SP829141 Another telegraph pole at Stocklake, this time complete with insulators. 18th April 2006. OS: SP827141 The trackbed just west of Aylesbury prison. It is used as a footpath along this section. 15th April 2006. OS: SP827141 The trackbed at Stocklake looking towards Cheddington. 15th April 2006. OS: SP827141 The remains of the limit of shunt signals alongside the trackbed at Stocklake. 18th April 2006. OS: SP827141 Fence and gatepost for another occupation crossing at Stocklake. 15th April 2006. OS: SP827141 Looking towards the terminus from Stocklake. 15th April 2006. OS: SP827141 Looking back towards Broughton from near Park Street level crossing. 18th April 2006. OS: SP825140 An old postcard showing the line at Stocklake, looking towards Broughton from the Park Street footbridge. The line as marked on the 1890 OS map of the area. Cheddington. The branch platform looking towards Aylesbury from the station building. 15th November 2006. An old photo of the Station Street terminus. Extract from an OS map from the 1870s showing the Station Street terminus. Extract from an OS map from the 1920s showing the High Street terminus. The site of the Station Street terminus is now in use as cattle pens. Plan of the route.

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]]> Fri Mar 24 2006 FFESTINIOG RAILWAY http://disused-rlys.fotopic.net/c897405.html Pictures of disused sections of the Ffestiniog Railway including the Dduallt-Tanygrisiau section now bypassed by the Llyn Ystradau deviation and the Tanygrisiau - Blaenau section before restoration. Pictures of the deviation construction can be found on my Narrow Perspectives site (see links). Monday 20 March 2006: Pictures of disused sections of the Ffestiniog Railway including the Dduallt-Tanygrisiau section now bypassed by the Llyn Ystradau deviation and the Tanygrisiau - Blaenau section before restoration. Pictures of the deviation construction can be found on my Narrow Perspectives site (see links).

Duffws, the original terminus of the Ffestiniog Railway at Blaenau Ffestiniog. For many years the building has served as a public lavatory. June 1992. OS: SH702459 Tanygrisiau. The northern end of the station showing the goods shed and the signal box construction site. April 1992. Tanygrisiau. Inside the goods shed some very early rail remains. 5th May 1991. Tanygrisiau. Although the main building has been demolished, the original goods shed remains. The ground level of the present station is about 3 feet higher than the original, hence the goods shed looks bigger in old pictures. 5th May 1991. Tanygrisiau. The back of the old station building remains as it acts as a retaining wall. May 1990. Tanygrisiau. When the foundations for the signal box were excavated, parts of the old station building were revealed. Here is an internal doorway which conveniently lined up with the foundation trench. May 1990. Tanygrisiau. The inside surface of the former outer, platform side wall of the old station building. Revealed during construction of the signal box foundations. May 1990. Tanygrisiau. The goods shed from the door end showing the difference in levels. 27th May 1990. Looking more like a canal than a railway is the site of the former Tunnel or Moelwyn Halt on the Ffestiniog Railway. This section of line was flooded by the lower lake for Ffestiniog Power Station. The site of the northern portal of Moelwyn Tunnel is in the background. 1988. OS: SH677436 The southern end of Moelwyn Tunnel on the abandoned section of the Ffestiniog Railway seen on 27th June 1965. OS: SH679428. (Photo: Patrick Marks). Tanygrisiau. The station building and goods shed in 1880. Tanygrisiau. A ground plan of the original station building with the position of the signal box superimposed. Looking back north towards the deviation from the site of Moelwyn Halt. This section was dry at the time the picture was taken but is regularly flooded by the Llyn Ystradau reservior. The rubble in the middle of the picture is the remains of the bridge that carried the line over a stream. 1988. OS: SH677436 The remains of the bridge which once carried the Festiniog's Brookes Quarry branch over a stream. Now only visible when Llyn Ystradau is at low water. 1988. OS: SH678437 Looking out of Moelwyn Tunnel in 1988. OS: SH679428 The final disused stretch of the FR at the Blaenau Ffestiniog end. This view is from the footbridge of the current Blaenau Ffestiniog station. The original route ran through the foreground where the bus is parked and passed beneath the Church Street bridge, now replaced by a plain stone wall. The station building at Duffws can be seen beyond the road. In the background is the course of the Votty & Bowydd incline, which made an end-on connection with the railway. July 1999. OS: SH700459 The remains of the Dinas branch seen from the Oakley Quarry. The trackbed can be seen in between the curve of the standard gauge track and the river. The pier and abutment of the river bridge are also visible. The site of Dinas station is just off the bottom of the picture. The main FR route runs from right to left across the middle background. The closed LNWR station can be seen on the left. August 1993. The Dinas branch trackbed running parallel to the Conway Valley line. 1987. OS: SH693463 Glanypwll in April 1976 with restoration work underway. (Photo courtesy of David Stowell). The site of Stesion Fein, the former LNWR exchange station in Blaenau Ffestiniog. At this time the site had recently been bisected by a new road. 15th May 1960. (Photo from the D.J. Norton collection by kind permission of Mark Norton) Stesion Fein in April 1976. The only sign of the former station is the water tank in the background which later had to be removed as it obstructed the restored alignment. The locomotive on the plinth is Dolrhedyn Bridge, north of Tanygrisiau, was removed by Gwynedd County Council in the mid to late 1950s. The resulting gap is seen here in April 1976 looking towards Blaenau. On the far side of the gap track has been reinstated. (Photo courtesy of David Stowell). Tanygrisiau. The top end of the station looking towards Blaenau Ffestiniog in 1969. The goods shed is on the right. Behind the photographer the trackbed has been severed by the access road to the power station. (Photo: P.G. Marks) A similar view in 1988. Looking north from above the tunnel, the old trackbed can be seen crossing the lake in the centre of the picture. In the background a train can be seen on the deviation line. 1988. OS: SH678434 The southern approach to Moelwyn Tunnel on 15th May 1960. (Photo from the D.J. Norton collection by kind permission of Mark Norton) A similar view in 1967 with the FR's Tunnel Mess now occupying the widened formation in front of the tunnel. (Photo: P.G. Marks) Looking south from above the southern portal of the disused Moelwyn Tunnel. On the left is the abandoned trackbed heading towards Dduallt and on the right is a train on the deviation line. 1988. OS: SH679428 The now abandoned line on the southern approach to Moelwyn Tunnel. 15th May 1960. (Photo from the D.J. Norton collection by kind permission of Mark Norton) A similar view in July 1989 after the track had been lifted. OS: SH680425 Looking north towards the footbridge at Gelli Wiog in July 1989. Since this picture was taken the boundary walls have been cleared. OS: SH680425 Gelli Wiog footbridge in July 1989. This was the last survivor of six such structures on the northern section of the Ffestiniog. Sadly it was dismantled after this section was formally abandoned in the early 1990s. OS: SH680425 The line at Gelli Wiog seen from a works train in 1967. (Photo: P.G. Marks) Looking towards Blaenau from immediately north of Dduallt station in 1967, some years before the track was lifted. (Photo: P.G. Marks) Photographed on the summit section between the inclines on 27th May 1990 was this statutory notice announcing the abandonment of the trackbed between Dduallt and Moelwyn Tunnel. A 1967 view with the south incline in the right foreground and the formation leading to Moelwyn Tunnel in the background. (Photo: P.G.Marks) Semi-derelict track at Tro Peudy, just south of Dduallt. 1967. (Photo: P.G. Marks) The down end of Garnedd Tunnel on 15th May 1960. At this time the line had been reopened as far as Tan-y-Bwlch but this section was to wait another eight years before it saw regular train services again. (Photo from the D.J. Norton collection by kind permission of Mark Norton) A rare colour photo of Gwyndy Bank on 30th March 1957. (Photo from the D.J. Norton collection by kind permission of Mark Norton) The abandoned FR trackbed at Buarth Melyn seen from near the present route. The trackbed is used as an access track here before it descends into the lake itself. 5th August 2007. (Photo: P.G.Marks) OS: SH676437 Before Moelwyn Tunnel was opened in 1842 the line crossed the hill by means of two inclines. The north incline can be seen here in the background. It was powered by a water wheel supplied from the Archer Dam which can be seen in the centre of the picture. The dam is now pierced by the FR deviation. 5th August 2007. (Photo P.G.Marks). OS: SH676433 View looking down the north incline. 5th August 2007. (Photo P.G.Marks). OS: SH677432 Between the two inclines was a short level section which runs almost directly above the New Moelwyn Tunnel - view looking north. 5th August 2007. (Photo P.G.Marks). OS: SH677431 Looking down the south incline from the top. The southern approach cutting to the New Moelwyn Tunnel is immediately behind the fence on the right. 5th August 2007. (Photo P.G.Marks). OS: SH678429 Looking north with the trackbed leading to Moelwyn Tunnel on the right and the earlier incline route on the left. 5th August 2007. (Photo: P.G.Marks). OS: SH679426 The abandoned formation in the woods above Dduallt. 5th August 2007. (Photo P.G.Marks). OS: SH680423 The trackbed approaching Dduallt. The deviation is close by on the right but is many feet higher. 5th August 2007. (Photo P.G.Marks). OS: SH679422 The trackbed looking towards the station at Dduallt with the deviation diverging on the left. 5th August 2007. (Photo: P.G.Marks). OS: SH678421 The FR deviation is in the foreground and behind, the old trackbed crosses the lake bed towards the northern end of Moelwyn Tunnel. 5th August 2007. (Photo: P.G.Marks) OS: SH676437 The remains of Gelli Wiog footbridge. 5th August 2007. OS: SH680425

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]]> Mon Mar 20 2006 STONEHOUSE TO NAILSWORTH AND STROUD (Midland Railway) http://disused-rlys.fotopic.net/c887423.html Opened by the Nailsworth Railway in 1867 this Gloucestershire branch line has become part of the Midland Railway network within a year. Intermediate stations were provided at Ryeford, Dudbridge and Woodchester. The short branch from Dudbridge to Stroud (Wallbridge) was opened in 1885. Passenger traffic ceased in 1947 but the line remained open for freight until 1966. Motive power in the latter years consisted mainly of BR Standard Class 2 2-6-0s and Swindon D95xx diesel hydraulics. Much of the line was converted into a cycle path in the 1980s. Engineer's Line Reference: NAI Saturday 11 March 2006: Opened by the Nailsworth Railway in 1867 this Gloucestershire branch line has become part of the Midland Railway network within a year. Intermediate stations were provided at Ryeford, Dudbridge and Woodchester. The short branch from Dudbridge to Stroud (Wallbridge) was opened in 1885. Passenger traffic ceased in 1947 but the line remained open for freight until 1966. Motive power in the latter years consisted mainly of BR Standard Class 2 2-6-0s and Swindon D95xx diesel hydraulics. Much of the line was converted into a cycle path in the 1980s. Engineer's Line Reference: NAI

Dudbridge. The station site looking towards Nailsworth. On the right is the remains of the Stonehouse-bound platform. The road bridge in the background has been lowered and replaced with a pipe tunnel. July 1991. OS: SO833044 Dudbridge. The recess in the blue brick retaining wall on the Stonehouse-bound platform which once housed a waiting room. July 1991. OS: SO833044 Dudbridge. The Stonehouse-bound platform looking towards Stonehouse. July 1991. OS: SO833044 Dudbridge. The former goods yard platforms shortly before they were swept away. July 1991. OS: SO833044 Stonehouse Bristol Road. The station site looking south. The goods yard was in the foreground and the former station house is visible in the background. The Nailsworth branch diverged to the left in the foreground. 27th May 1990. OS: SO799056 Stonehouse Bristol Road. The stone base of the former timber building on the branch platform. 18th April 1991. OS: SO799054 Dudbridge. Looking towards the platforms from within the Armco tunnel that replaced the road overbridge, July 1991. OS: SO833044 The site of Dudbridge junction, just beyond the station. The Stroud branch diverged to the right. July 1991. OS: SO835045 Dudbridge Junction with the Armco tunnel in the background. 26th February 2005. (Photo: Patrick Marks) Stroud Branch. Bridge 7 carrying the A46, looking towards Wallbridge with bridge 8 visible beyond. 26th February 2006. OS: SP837044. (Photo: Patrick Marks) The line crossed a minor road in Stonehouse by the Ship Inn. On 1st July 1991 the crossing gateposts were extant. Both the level crossing site and the pub have since disappeared. OS: SO804048 Stonehouse Bristol Road. The station house which now serves as offices. 26th April 2006. OS: SO798054 Stonehouse Bristol Road. The trackbed looking towards the junction from the site of the branch platform. 26th April 2006. OS: SO799054 Stonehouse Bristol Road. Looking towards Nailsworth from the branch platform. Beyond the fence in the background a new housing development has been constructed on the trackbed. 26th April 2006. OS: SO799054 Looking back towards the branch platform from the housing development. 26th April 2006. OS: SO799054 Looking in the opposite direction from the same spot. Beyond the fence in the background the trackbed is extant. 26th April 2006. OS: SO799054 The cutting beyond Bristol Road station looking towards Nailsworth. 26th April 2006. OS: SO800053 Looking back towards Bristol Road station from footbridge 2. 26th April 2006. OS: SO801052 Although the abutments of footbridge 2 remain the cast iron span has been replaced by an embankment. 26th April 2006. OS: SO801052 Looking in the opposite direction from footbridge 2. Note the flooded trackbed. 26th April 2006. OS: SO801052 Looking towards Nailsworth from bridge 3, a cast iron structure that carried the A419 Bristol Road over the line. The road has been diverted to run over the infilled cutting to the west. 26th April 2006. OS: SO801051 Looking back towards bridge 3 from the diverted road. 26th April 2006. OS: SO801051 Looking back towards the Brushworks and Ship Inn crossings from the west. This section of trackbed is now a foot and cycle path. 26th April 2006. OS: SO808048 Looking east from near the canal bridge. 26th April 2006. OS: SO808047 The skew bridge (4) over the Stroudwater Canal. This concrete approach span on the western side was constructed in the final year the branch was open after the original timber span was damaged by fire. 26th April 2006. OS: SO809047 Bridge 4 from canal level. It was designed by James Ferrabee. 26th April 2006. OS: SO809047 Beneath the bridge showing the unusual arrangement of the piers made necessary by the oblique angle of the span. 26th April 2006. OS: SO809047 The bridge seen from the adjacent road bridge. The western abutment on the left was built to double track width. 26th April 2006. OS: SO809047 Looking in the Nailsworth direction from above the bridge. In the distance the cycle track comes to an end and the A419 uses the formation once again. 26th April 2006. OS: SO809047 Looking back towards the canal bridge from the end of the cycle path. 26th April 2006. OS: SO809047 The top of the northern parapet of an occupation bridge survives on the section used by the A419. 26th April 2006. OS: SO809046 Ryeford. The partially constructed A419 Ebley Bypass looking towards Ryeford station with the road overbridge being demolished. 1994. OS: SO813045 Ryeford. The station site looking towards Nailsworth. The timber goods shed survived until the early 1980s and the platform edge was visible up until the A419 was constructed in the 1990s. 26th April 2006. OS: SO813045 Dudbridge. Looking towards Nailsworth with the site of the station building on the left and the remains of the other platform on the right. July 1991. OS: SO833044 47308 at Dudbridge on 7th July 1963. (Picture courtesy of Pete Dainty). Dudbridge. The Stonehouse end of the station. July 1991. OS: SO833044 Looking back towards the station from Dudbridge Junction. July 1991. OS: SO835045 Stroud Branch. The central section of the viaduct on the approach to Stroud Wallbridge survives as business units. 26th April 2006. OS: SO847050 47308 on the viaduct on 7th July 1963. (Picture courtesy of Pete Dainty). 47308 at Nailsworth on 7th July 1963. (Picture courtesy of Pete Dainty). Plan of the branch. Extract from the 1953 OS 1 inch map (sheet 156) showing the course of the line. The stations are shown as closed. Surviving bridge west of Dudbridge. 6th April 2007. OS: SO831045 (Picture courtesy of Pete Dainty).

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]]> Sat Mar 11 2006 PENRHOS JUNCTION http://disused-rlys.fotopic.net/c887417.html Situated on the western outskirts of Caerphilly, this former junction connected the Barry Railway with the Rhymney Railway and the Alexandra Dock & Railway Company. OS grid ref. ST136860 Saturday 11 March 2006: Situated on the western outskirts of Caerphilly, this former junction connected the Barry Railway with the Rhymney Railway and the Alexandra Dock & Railway Company. OS grid ref. ST136860

The same scene on 24th June 2002. (Photo courtesy of Chris Sampson). Another view of the junction site and the Barry Railway viaduct piers. (Photo courtesy of Chris Sampson). 24th June 2002. A closer view of the piers that carried the Barry Railway over Penrhos Junction. (Photo courtesy of Chris Sampson). 24th June 2002. Penrhos Junction looking west in September 1964. (Photo: Patrick Marks) A similar view the late 1980s with the track freshly lifted. (Photo: Patrick Marks) Looking west from the Heol Cae Barrau road bridge in September 1964 showing the signal box. (Photo: Patrick Marks) Looking east from the road bridge. The line to Caerphilly diverges to the right and the line to Aber diverges to the left. September 1964. (Photo: Patrick Marks) Contemporary satellite image of the site of Penrhos Junction. The piers of the Barry Railway bridge are marked Extract from the Railway Clearing House map of the area showing Penrhos Junction bottom left. The same view in the late 1980s shortly after the track was lifted. This entire area has now been infilled and a housing estate has been constructed on top. (Photo: Patrick Marks)

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]]> Sat Mar 11 2006 RADLEY TO ABINGDON (GWR) http://disused-rlys.fotopic.net/c887415.html This short branch line was opened between Radley and Abingdon in 1856. It was originally broad gauge but was narrowed in 1872. The line was worked b the GWR who eventually took it over completely in 1903. Passenger services were withdrawn in 1963 but the line remained open for freight until 1985. Engineer's Line Reference: ABN Saturday 11 March 2006: This short branch line was opened between Radley and Abingdon in 1856. It was originally broad gauge but was narrowed in 1872. The line was worked b the GWR who eventually took it over completely in 1903. Passenger services were withdrawn in 1963 but the line remained open for freight until 1985. Engineer's Line Reference: ABN

The site of the bay platform at Radley which was the starting point for Abingdon trains. 26th April 2004. OS: SU526988 The last clear section of trackbed before the formation becomes built over, looking towards the junction. 29th February 1992. SU510972 The point where the branch met the main line. Beyond the fence is the site of the short lived Abingdon Junction station. 29th February 1992. OS: SU524974 The trackbed curving towards the junction with the main line. 29th February 1992. OS: SU523973 Level crossing just beyond the junction, looking east. 29th February 1992. OS: SU522973 Foot crossing looking east. OS: SU518972 The scene from a few chains further west, with the foot crossing posts visible in the distance. 29th February 1992. OS: SU517972 OS 1 inch map showing the line. Plan of the line.

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]]> Sat Mar 11 2006 OVER JUNCTION TO LLANTHONY QUAY (GWR) http://disused-rlys.fotopic.net/c885287.html The former GWR branch serving Gloucester Docks was the last of the three docks branches to go, finally closing in the mid 1980s. The site of Llanthony Yard and Quay is currently being redeveloped and will become the Gloucester campus of Gloscat. Most of the course of the branch was converted into a cycle path during 2007. Engineer's Line Reference: GLD Thursday 9 March 2006: The former GWR branch serving Gloucester Docks was the last of the three docks branches to go, finally closing in the mid 1980s. The site of Llanthony Yard and Quay is currently being redeveloped and will become the Gloucester campus of Gloscat. Most of the course of the branch was converted into a cycle path during 2007. Engineer's Line Reference: GLD

Footbridge and level crossing at Llanthony Road. 19th September 1989. OS: SO823182 The former GWR tarpaulin works on Llanthony Quay. 16th April 1991. It was demolished in 2005 to make way for a new college campus. OS: SO824180 Bridge on the branch between Docks Branch Sidings and the junction for Castle Meads power station. 19th September 1989. OS: SO820189 The line between the power station junction and the Llanthony swing bridge. 19th September 1989. OS: SO822183 Llanthony Yard seen from the footbridge after closure. 19th September 1989. OS: SO823182 Over Junction seen from the branch. 19th September 1989. OS: SO817194 The line between Over Junction and the Docks Branch Sidings. 19th September 1989. OS: SO818194 Grounded van body at the western end of the Docks Branch Sidings. 19th September 1989. OS: SO818193 Level crossing at the western end of the Docks Branch Sidings. 19th September 1989. OS: SO818193 The remains of the Docks Branch Sidings. 19th September 1989. OS: SO819192 An Austerity tank stabled in the Docks Branch Sidings awaiting transfer to a scrapyard, in 1967/8. (Picture courtesy of Pete Dainty). The Docks Branch Sidings. Note the fresh ballast on the through line - perhaps a training exercise? 19th September 1989. OS: SO819190 Points at the eastern end of the Docks Branch Sidings. 19th September 1989. OS: SO820189 Flooded underpass near the power station junction. 19th September 1989. OS: SO821184 The remains of the points giving access to the short branch that went to Castle Meads power station. 19th September 1989. OS: SO821184 Twin bridges just beyond the junction of the Castle Meads branch. The main docks branch bridge is the furthest one. 19th September 1989. OS: SO822183 The line between the power station junction and the Llanthony swing bridge. 19th September 1989. OS: SO822183 Llanthony swing bridge which carried the branch over the eastern channel of the Severn, seen from the Llanthony Road footbridge. 19th September 1989. OS: SO823182 A similar view from the Llanthony Road footbridge in the early 1970s. (Picture courtesy of Pete Dainty). The swing bridge seen from the new bypass which crosses the site at a greater height than the old road which crossed on the level. 25th March 2006. OS: SO823182 The bridge seen from track level, looking towards Over Junction. 25th March 2006. OS: SO823182 Beneath the bridge. 25th March 2006. OS: SO823182 The bridge was originally a swing bridge. This is the main pivot underneath. This channel of the Severn has not been used for navigation for many decades so the bridge has remained fixed. 25th March 2006. OS: SO823182 Another view of the footbridge, which has since been removed. 19th September 1989. OS: SO823182 Llanthony Yard from the level crossing after removal of the track. February 1995. OS: SO823182 Concrete hut by the level crossing. February 1995. OS: SO823182 Llanthony Yard looking towards the level crossing after the track had been lifted. February 1995. OS: SO823181 Concrete silos in Llanthony Yard. 16th April 1991. OS: SO824180 A similar view after the track was lifted. February 1995. OS: SO824180 Llanthony Yard on 21st March 1991. OS: SO825180 A similar view after track lifting in February 1995. OS: SO825180 Plan of Gloucester Docks showing Llanthony Yard. OS map of the line showing the route from Over Junction to the docks. Image produced from the Ordnance Survey Get-a-map service. Image reproduced with kind permission of Ordnance Survey and Ordnance Survey of Northern Ireland. See links above. The same bridge seen in March 2007. One of the cycle path signs can be seen on the left. (Picture courtesy of Pete Dainty). The same location in March 2007. (Picture courtesy of Pete Dainty). The site of the sidings in March 2007. (Picture courtesy of Pete Dainty).

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]]> Thu Mar 9 2006 GRENDON UNDERWOOD JUNCTION TO ASHENDON JUNCTION (GCR) http://disused-rlys.fotopic.net/c885252.html The Great Central found working the joint line with the Metropolitan rather restrictive and so the GW/GC joint line was built to give an alternative route to Marylebone. In order to join the existing GCR route with the new route a link line had to be built between Grendon Underwood and Ashendon. There were two intermediate stations on the line at Akeman Street and Wotton, although the former was an early casualty. The Railway Archive website (see links) has several images of this line when under construction. Where appropriate I have indicated the image number in my caption so this can be typed into The Railway Archive search box. Engineer's Line Reference: GUA Thursday 9 March 2006: The Great Central found working the joint line with the Metropolitan rather restrictive and so the GW/GC joint line was built to give an alternative route to Marylebone. In order to join the existing GCR route with the new route a link line had to be built between Grendon Underwood and Ashendon. There were two intermediate stations on the line at Akeman Street and Wotton, although the former was an early casualty. The Railway Archive website (see links) has several images of this line when under construction. Where appropriate I have indicated the image number in my caption so this can be typed into The Railway Archive search box. Engineer's Line Reference: GUA

Wotton. The GCR station building seen from the road leading to the Brill Tramway station. 27th May 1996. OS: SP695154 The line looking towards Grendon from bridge 3. A single track remains between Akeman Street and Grendon but the actual junction has been disconnected. 11th July 2003. OS: SP709202 Looking towards Akeman Street from bridge 3. 11th July 2003. OS: SP709202 The former Akeman Street station building is in the foreground. In common with all the GCR stations south of Calvert, the station building is at road level rather than rail level. In the background is the one surviving abutment of bridge 4, carring the line over the A41. 16th December 2005. OS: SP705180 (For a picture of this scene in 1905 see image L2285 in the Railway Archive). Akeman Street Station Master's house. On the left are the gateposts of the goods yard entrance. 16th December 2005. OS: SP705180 Wotton. The main building survives today as a private house. 16th March 2004. OS: SP696154 Looking towards Grendon Junction from bridge 1. 16th March 2006. OS: SP710217 Looking in the opposite direction from bridge 1. 16th March 2006. OS: SP711210 Overgrown trackbed looking towards Grendon Underwood Junction from near bridge 2. 8th April 2006. Bridge 2, over a lane just south of Grendon Junction. 8th April 2006. OS: SP711210 (For a picture of this bridge when new see image L2289 in the Railway Archive). Bridge 2 from track level. 8th April 2006. OS: SP711210 Bridge 3 from track level. 16th March 2006. OS: SP709202 The chairs on this section are of LNER origin and have casting dates of 1929 or 1930. 16th March 2006. OS: SP709202 Just north of Akeman Street looking towards Grendon. 23rd March 2006. OS: SP706185 Akeman Street. Saplings growing in the The points at Akeman Street giving access to the fertilizer depot. To enter the depot trains had to run onto a headshunt and reverse back. 23rd March 2006. OS: SP705184 Akeman Street. Point lever. 23rd March 2006. OS: SP705184 The rails have almost disappeared beneath the undergrowth on the Akeman Street headshunt. 23rd March 2006. OS: SP705183 LNER chair at Akeman Street. 23rd March 2006. OS: SP705182 A slightly less overgrown section of the Akeman Street headshunt looking north. 23rd March 2006. OS: SP705182 Standing on the north abutment of bridge 4 at Akeman Street, looking north. This is the site of the station platforms and through roads. The end of the headshunt giving access to the fertilizer depot is visible. 23rd March 2006. OS: SP705180 (For a picture of this scene in 1905 see image L2286 in the Railway Archive). The entrance to the former up platform with the station building behind. 23rd March 2006. OS: SP705180 The north abutment of bridge 4 over Akeman Street. 23rd March 2006. OS: SP705180 (For a picture of this bridge when new see image L2290 in the Railway Archive). Looking north across the gap left by the removal of bridge 4. 23rd March 2006. The southern end of Akeman Street station looking north and showing the wide embankment to accommodate the passing loops and sidings. 23rd March 2006. OS: SP704189 Looking north towards Akeman Street from near bridge 5. 23rd March 2006. OS: SP704177 The embankment has been cut away for a farm access track to cross the formation just north of bridge 5. 23rd March 2006. OS: SP703176 Bridge 5 from below. 23rd March 2006. OS: SP703176 (For a picture of this bridge when new see image L1294 in the Railway Archive). Bridge 5 from above. Part of one parapet is missing. 23rd March 2006. OS: SP703176 Just south of bridge 5, looking back towards the bridge. 23rd March 2006. OS: SP703174 Looking south from the same spot towards bridge 6. 23rd March 2006. OS: SP703174 Soon after Akeman Street the trackbed changes from embankment to shallow cutting. Bridge 6 is near the northern end of the cutting. 16th March 2006. OS: SP702171 (For a picture of this bridge when new see image L1295 in the Railway Archive). Bridge 6 detail. 16th March 2006. OS: SP702170 Looking towards Wotton from bridge 6. 16th March 2006. OS: SP702170 An old signal wire pulley in the cutting. 16th March 2006. OS: SP702170 The northern half of the cutting is not too overgrown. View looking south. 16th March 2006. OS: SP701169 One of several drain access holes situated in the former Surviving telegraph pole in the cutting. 16th March 2006. OS: SP701169 Progressing south through the cutting the vegetation begins to encroach more and more. 16th March 2006. OS: SP701168 The remains of a mile post in the cutting. 16th March 2006. OS: SP700165 Further south still, and young trees begin to cover the trackbed. 16th March 2006. OS: SP699162 Towards the southern end of the cutting, looking south with bridge 7 in the distance. 16th March 2006. OS: SP698161 One of several broken LNER telegraph pole insulators found along this section of line. 16th March 2006. OS: SP698161 The dilapidated overbridge 7 looking south. 16th March 2006. OS: SP697159 Another view of bridge 7. 16th March 2006. OS: SP697159 Bridge 7 looking north. 16th March 2006. OS: SP697159 The cutting seen from the southern end. 16th March 2006. OS: SP697157 The trackbed now passes onto another embankment. View looking south. 16th March 2006. OS: SP697157 Felled telegraph pole on the embankment. 16th March 2006. OS: SP696156 Looking north towards the overbridge (7) from the embankment. Note the one surviving telegraph pole. 16th March 2006. OS: SP696156

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]]> Thu Mar 9 2006 TUFFLEY JUNCTION TO TRAMWAY JUNCTION (Midland Railway) http://disused-rlys.fotopic.net/c883864.html The Midland Railway's Gloucester Eastgate station was opened in 1896, but the Tuffley Loop line had been built some years earlier, with trains having to reverse into the old MR terminus. The station and line closed on 1st December 1975, partly as a cost cutting exercise and partly due to local pressure to reduce the amount of level crossings in the city. Very little of the route remains. Wednesday 8 March 2006: The Midland Railway's Gloucester Eastgate station was opened in 1896, but the Tuffley Loop line had been built some years earlier, with trains having to reverse into the old MR terminus. The station and line closed on 1st December 1975, partly as a cost cutting exercise and partly due to local pressure to reduce the amount of level crossings in the city. Very little of the route remains.

Looking south towards Barton Street Crossing from the south end of the station in 1965. OS: SO837182 An overall view of Gloucester Eastgate during the winter of 1967-68. The site of Tuffley Junction looking north. The surviving tracks are the former GWR lines. The Midland route to Gloucester Eastgate diverged to the left, through a cutting that has since been infilled. 30th March 1990. OS: SO833159 The remains of the Stroud Road pedestrian subway This is now the only physical railway structure left on the route. 27th June 2005. OS: SO836168 Volunteers from the Avon Valley Railway pose for a photo in 1976 having just loaded the last pieces of Painswick Road Crossing box onto a lorry for rebuilding at Bitton. In the background is the crossing house. (Photo courtesy of Simon Whittingham). The trackbed just north of Tuffley Junction. looking towards Gloucester Eastgate. 1990. OS: SO834162 This section of trackbed parallel to Stroud Road, immediately north of Painswick Road crossing remained undeveloped on 12th March 1990. It has since disappeared beneath new buildings. OS: SO835171 A similar view of the junction in April 1975, just a few months prior to closure. (Photo courtesy of David Stowell). OS: SO833159 The junction looking south from the former Midland alignment. 1975. (Photo courtesy of Pete Dainty). OS: SO834161 Tuffley Junction shortly after closure of the Midland line. Note the rusty rails. (Photo courtesy of David Stowell). OS: SO833159 Sketch of the bridge that crossed the Midland lines at Tuffley Junction. It was removed when the cutting was infilled. The aforementioned bridge looking north towards Gloucester Eastgate. 1975. (Photo courtesy of Pete Dainty). OS: SO834161 Standing on the site of the same bridge looking towards the bridge over the GWR. On the left is a surviving section of MR fencing. 1990. Southward view showing signal G64 protecting Tuffley Junction. This cutting has now been infilled back to natural ground level where it forms the back gardens of Larkspear Close. 1975. (Photo courtesy of Pete Dainty). OS: SO834162 An old postcard showing the line south of Painswick Road crossing. Part of the embankment being removed in the 1980s. OS: SO836167 Looking across the trackbed from one of the houses on Stroud Road. 30th March 1990. OS: SO836167 Much of the trackbed between Tuffley Junction and California Crossing was sold to the adjacent homeowers after closure and used for additional garden space. 30th March 1990. OS: SO836167 Gardens on the trackbed site. 30th March 1990. OS: SO836167 A section of signal cable duct on the trackbed near the Stroud Road subway. 13th March 1990. OS: SO836168 Houses built over the trackbed north of the Stroud Road Subway. 30th March 1990. OS: SO836168