lost lines http://lostlines.fotopic.net/ 18 rows en-gb 60 Oldham Loop (Lancashire & Yorkshire Railway) http://lostlines.fotopic.net/c1762516.html With effect from the final train on Saturday 3rd October 2009, the 'Oldham Loop' will close to rail traffic. It is planned to convert the route to light rail operation and incorporate it within Manchester's 'Metrolink' tram network. I travelled the length of the route earmarked for conversion for the first and final time by traditional heavy rail on 30 September 2009. The following stations, in route order from Manchester Victoria, will close to passengers for the duration of the conversion works: Dean Lane, Failsworth, Hollinwood, Oldham Werneth, Oldham Mumps, Derker, Shaw & Crompton, New Hey and Milnrow. Wednesday 30 September 2009: With effect from the final train on Saturday 3rd October 2009, the 'Oldham Loop' will close to rail traffic. It is planned to convert the route to light rail operation and incorporate it within Manchester's 'Metrolink' tram network. I travelled the length of the route earmarked for conversion for the first and final time by traditional heavy rail on 30 September 2009. The following stations, in route order from Manchester Victoria, will close to passengers for the duration of the conversion works: Dean Lane, Failsworth, Hollinwood, Oldham Werneth, Oldham Mumps, Derker, Shaw & Crompton, New Hey and Milnrow.

02. Manchester Victoria 03. Manchester Victoria 30. Oldham Mumps 31. Oldham Mumps 32. Oldham Mumps 33. Oldham Mumps 34. Oldham Mumps 29. Oldham Signal Box 51. Shaw & Crompton 47. Shaw & Crompton Signal Box 52. Shaw & Crompton Station Entrance 53. Shaw & Crompton 54. Shaw & Crompton 55. Shaw & Crompton Sign 56. Shaw & Crompton 57. Shaw & Crompton 49. Shaw & Crompton LMS Bridgeplate 39 48. Shaw & Crompton Signalbox Shaw Station BR(M) Sign 64. New Hey 69. Milnrow 50. Shaw & Crompton Old Station House 58. Shaw & Crompton 59. Shaw & Crompton 46. Shaw & Crompton 72. Rochdale 73. Rochdale 42. Derker 65. New Hey 66.New Hey 67. New Hey Station Entrance 68. New Hey Station Entrance 01. Oldham Loop Closure Notice 70. Milnrow 71. Milnrow 60. Shaw & Crompton 61. Shaw & Crompton 43. Derker 25. Oldham Werneth 44. Derker 45. Derker Gas Lamp 14. Failsworth 62. Shaw & Crompton 63. Shaw & Crompton Booking Office 19. Hollinwood 06. Dean Lane 07. Dean Lane Station Entrance 09. Dean Lane 10. Dean Lane Railwaymen 26. Oldham Werneth 27. Oldham Werneth

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]]> Wed Sep 30 2009 Rugby (Midland) to Market Harborough http://lostlines.fotopic.net/c1749054.html SEP 2009 - UPDATE IN PROGRESS - I am fiddling with the fotopic settings and captions, please bear with me. Please note! The present day owners/users of Clifton Mill station very kindly offered me access to the former station site and trackbed. The land is strictly private, and is not open access. Please respect the rights of the land owners/users privacy at this location. Contemporary images of the former LNWR route from Rugby Midland to Market Harborough. Initially I have added photos taken around the Clifton Mill station site, further images of other station sites will be added in due course. It came as a shock to discover that the route as far as Clifton Mill had been electrified as part of the WCML electrification project. This must have been one of the shortest lived stretches of electrification, as the route was closed to all traffic in 1966 following Dr Beeching's infamous report. Wednesday 2 September 2009: SEP 2009 - UPDATE IN PROGRESS - I am fiddling with the fotopic settings and captions, please bear with me. Please note! The present day owners/users of Clifton Mill station very kindly offered me access to the former station site and trackbed. The land is strictly private, and is not open access. Please respect the rights of the land owners/users privacy at this location. Contemporary images of the former LNWR route from Rugby Midland to Market Harborough. Initially I have added photos taken around the Clifton Mill station site, further images of other station sites will be added in due course. It came as a shock to discover that the route as far as Clifton Mill had been electrified as part of the WCML electrification project. This must have been one of the shortest lived stretches of electrification, as the route was closed to all traffic in 1966 following Dr Beeching's infamous report.

03. Clifton Mill Arm of the Oxford Canal 04. Clifton Mill Arm of the Oxford Canal 07. Clifton Mill Station Site 05. Station Road, Clifton Mill 06. Clifton Mill OLE Stanchion Base 01. Station Road, Clifton Mill 02. The Old Station House, Clifton Mill 09. Clifton Mill Station Site 11. Clifton Mill 12. Clifton Mill 14. Clifton Mill 13. Clifton Mill 10. Clifton Mill OLE Stanchion Bases 08. Clifton Mill 17. Clifton Mill 15. Clifton Mill Rugby Road 16. Clifton Mill Rugby Road 18. Clifton Mill Rugby Road 27. Clifton Lakes Avon Valley 28. Clifton Lakes Watling Street 29. Clifton Lakes Watling Street 35. Lilbourne 36. Lilbourne 34. Lilbourne Station Road 42. Lilbourne 41. Lilbourne 40. Lilbourne 39. Lilbourne 38. Lilbourne 37. Lilbourne 30. Lilbourne Footpath X15 Crossing 31. Lilbourne Footpath X15 Crossing 32. Lilbourne X15 Footpath 33. Lilbourne Footpath X15 63. Yelvertoft and Stanford Park 64. Yelvertoft and Stanford Park 66. Yelvertoft and Stanford Park 65. Yelvertoft and Stanford Park 67. Yelvertoft and Stanford Park 70. South Kilworth Welford Road Crossing 72. South Kilworth Welford Road Crossing 71. South Kilworth Welford Road Crossing 60. Yelvertoft and Stanford Park Station 62. Yelvertoft and Stanford Park 61. Yelvertoft and Stanford Park Station and Level Crossing

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]]> Wed Sep 2 2009 Ussel to Montlucon http://lostlines.fotopic.net/c1477636.html From 1st March 2008, SNCF withdrew the one remaining daily passenger train that ran in each direction between Ussel and Montlucon. The service was replaced by a bus. The line had been run down over a period of time and many crippling speed restrictions had been imposed in the months leading up to the end of passenger trains. Through trains from Paris had ceased in December 2007, the poor condition of the track dictating that the through loco-hauled trains could no longer safely operate. These pictures were taken on an unseasonably mild day in January 2008. The X2200 units that worked the branch in its final days have a handy cycle storage area at the front of the train next to the drivers cab. With the consent of the staff I was able to stand at the front and record the line for posterity. Wednesday 23 January 2008: From 1st March 2008, SNCF withdrew the one remaining daily passenger train that ran in each direction between Ussel and Montlucon. The service was replaced by a bus. The line had been run down over a period of time and many crippling speed restrictions had been imposed in the months leading up to the end of passenger trains. Through trains from Paris had ceased in December 2007, the poor condition of the track dictating that the through loco-hauled trains could no longer safely operate. These pictures were taken on an unseasonably mild day in January 2008. The X2200 units that worked the branch in its final days have a handy cycle storage area at the front of the train next to the drivers cab. With the consent of the staff I was able to stand at the front and record the line for posterity.

001. X2251 approaches Ussel to form the 1323 to Montlucon. 002. First stop for the Montlucon train is at Aix La Marsalouse. Although a daily Limoges to Clermont Ferrand passes this station, since the cessation of the Montlucon service, no trains call here, only buses. 003. The lonely junction of Eygurande Merlines, named after the nearest two villages. A daily train to Clermont Ferrand still calls here. Every time I have stopped at this station, no-one boarded or alighted. 004. East of Eygurand Merlines, the Montlucon line branches left, the line to Volvic and Clermont Ferrand continues ahead. 005. St Merd La Breuille was already closed to traffic by January 2008. 006. An elderley couple wait to board the train as it arrives at Giat. As they have suitcases, its likely they will require the Paris connection at Montlucon. 007. Letrade. The passing loop wont be needed. 008. Merinchal station. 009. Les Mars was already closed to traffic. 010. Auzances, open to traffic, and indeed one passenger joined the train! 011. Reterre was open but lacking in passengers. 012. Evaux Les Bains, a staffed station with passing loop, all that was missing were passengers. 013. Evaux Les Bains, station clock. 014. The spartan facilities at Budelier Chambon weren't likely to attract passengers. 015. Teillet Argenty, overgrown and neglected, but still open for traffic in January 2008. 016. Lignerolles, deserted. 017. Nearing journeys end as we approach the junction at Montlucon.

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]]> Wed Jan 23 2008 Park Street - Napsbury contractors line. http://lostlines.fotopic.net/c1153362.html A contractors line was laid down from the LNWR Watford-St Albans Abbey branchline to supply materials being used in the construction of the Midland Railways extension to St Pancras. The contractors line crossed Watling Street by way of an overbridge, and joined up with the infant Midland Railway at Napsbury. Most of the earthworks remain at the western end between the St Albans Abbey branchline and Watling Street, but an airfield and more lately aggregates extraction have obliterated the course of the railway at the Napsbury end. Sunday 3 December 2006: A contractors line was laid down from the LNWR Watford-St Albans Abbey branchline to supply materials being used in the construction of the Midland Railways extension to St Pancras. The contractors line crossed Watling Street by way of an overbridge, and joined up with the infant Midland Railway at Napsbury. Most of the earthworks remain at the western end between the St Albans Abbey branchline and Watling Street, but an airfield and more lately aggregates extraction have obliterated the course of the railway at the Napsbury end.

05 The overbridge abutements remain on the Napsbury side, this view is looking south along Watling Street towards Frogmore. 08 Looking towards Napsbury from the south side of the formation. This area is a private residential zone. 07 Gated access to this section of the formation is marked 'Private Land'. Only a few yards of embankment remain before the old formation is swallowed up by an aggregates extraction site. 06 Two more short sections of embankment survive on the Napsbury side of Watling street, surrounded by descreet residential develoments. Sadly the locals use this part of the old formation as a dumping ground. This view is looking towards the Watling Street abutements seen in the last photo. 04 The embankment ends here at Watling Street, Frogmore is to the south, and Park Street is to the north. 03 Ploughing through the undergrowth towards Watling Street, this embankment is clearly visible rom trains on the St Albans branchline. 01 A Watford Junction bound class 321 passes the former junction site where the contractors line left the LNWR and headed towards Napsbury. 02 Looking towards Napsbury, the St Albans line is on the left. The embankment survives from here to Watling Street.

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]]> Sun Dec 3 2006 St Albans Abbey - Hatfield (GNR) http://lostlines.fotopic.net/c1153359.html The St Albans Abbey to Hatfield branchline linked the LNWR branch from Watford with the GNR mainline to the North of England. I have just added the London Road to Smallford photos that I have taken recently, I will add the captions as soon as time permits. Saturday 1 July 1989: The St Albans Abbey to Hatfield branchline linked the LNWR branch from Watford with the GNR mainline to the North of England. I have just added the London Road to Smallford photos that I have taken recently, I will add the captions as soon as time permits.

33 Surrounded by materials relevant to the business of its new owners, the diminutive station building at Smallford appears in good repair. 45 Hatfield. Trains sweep past on the ECML every few minutes and to the passengers the former junction site for St Albans Abbey is but a blur. I wonder how many travellers realise just how much our local railways were decimated in the 1960s? 43 A public path meanders along next to the old St Albans Abbey to Hatfield railway at the Hatfield end of the trackbed. 44 Modern housing now occupies the trackbed at the Hatfield end of the branch. Another nail in the coffin of any future re-opening plans. 13 An old photo I took of London Road station when it was used by a collector of military vehicles. Tanks and artillery were stored on the site! 04 Dense foliage occupies the trackbed from the present day Network Rail boundary to a point just before the first overbridge on the old GNR branch. 05 Once clear of the foliage by the NR boundary, the trackbed stretches invitingly away, and currently sees use as a cycle/pathway. First stop, St Albans London Road! 01 To explore this line, you can still travel by train to St Albans Abbey from Watford Junction. A Silverlink 321 unit accelerates away from St Albans Abbey, the former GNR line branched away behind the unit, en route to Hatfield. 06 Heading towards London Road, the line veers left to skirt the City, the River Ver passes beneath at this point. 07 An old PW gangers hut still survives between Abbey and London Road stations. 08 When I first walked this line in around 1986, it was largely overgrown and hereabouts it was suddenly apparent we were in what appeared to be someones garden! Looking back towards Abbey, just approaching the extremity of the London Road site. 09 The cycle path deviates from the course of the old railway here to navigate around housing that now occupies the trackbed. 10 'London Road, first stop'! Having detoured around some modern housing, we are now back on track for our first stop! Todays 'modern traction' holds little appeal compared to a wheezing LNER tank engine! 11 London Road station has been tastefully renovated and is now used as an office. 16 Looking beyond the London Road overbridge towards Salvation Army Halt which was less than half a mile away, and would be visible if it wasnt for the encoaching foliage. 14 London Road viewed from the overbridge carrying the road of the same name. 15 Telegraph insulator brackets still adorn the corners of London Road overbridge. 12 Viewed from the landscaped access road, London Road station. The original station approach sloped downwards parallel to the adjacent London Road. 02 St Albans Abbey station still sees an hourly service to Watford Junction. The old Hatfield bay was recently cleared of foliage and can clearly be seen in this view. 03 Looking towards the bufferstops at St Albans Abbey. The Hatfiled bay is on the right, some foliage still obscures this end. 19 Another view of the Halt that stands as testimony to the sturdiness and weather resisant properties of creosote impregnated railway sleepers! 18 Salvation Army Halt was constructed of old sleepers that made a very basic platform. On a Sunday morning in the 21st Century, the halt sees more people using the line for jogging, cycling or walking in one day, than it probably saw in a whole month when it was openend to passengers. 20 A public footpath crosses the old formation here at Salvation Army Halt, we are looking towards London Road, which would be visible if it wasnt for the reclamation by nature of the embankments. 21 Camp Road was crossed by an overbridge. When the old trackbed became a cycle/foot path, a new lightweight bridge was constructed. 22 Campfield, looking west towards Salvation Army Halt. The railway sleepers on the left appear to have once been an old hut or storage facility. 23 A large supermarket encroaches on the formation near Sutton Road, nevertheless it is possible to more or less adhere to the old trackbed. This view is looking over Sutton Road towards Hill End. 24 Looking back over Sutton Road in a westerly direction. 25 In a pleasant cutting rich with wildlife, the line passes beneath Ashley Road. Looking east towards Hill End. 27 No traces remain of the old siding that served the hospital. Perhaps a clue to where it once ran is a gap in the thirties style housing on the left. This area may have once held sidings to sort wagons - does anyone have more information? If so please leave a comment. 29 Looking back towards St Albans from Hill End. 28 Onto Hill End station itself. The single platform remains in situ today. A park-home site occupies the area to the right of the station site. Looking towards Smallford. 26 A large hospital was served by Hill End station. A minor siding branched away into the hospital hereabouts, crossing a minor road as it did so. This view is looking east. 17 Just beyond London Road, the Midland Mainline passes ovehead on an imposing arched bridge. 30 The trackbed meanders through a semi rural landscape, paralleling the Hatfield Road which is never more than a quarter of a mile north of the old line between Hill End and Smallford. Arriving at Smallford, the old platform is still in situ..... 31 ...... as is surprisingly the station building! Having seen better days, the building sees use with a private company. 35 One final look at Smallford. The platform edge has been re-profiled and curves around out of the picture - no doubt an embellishment carried out when the cycle/foot path was officially inaugurated. 32 The present owners of the building have disfigured it by the addition of a portable style cabin. Thankfully the bushes will disguise this disfigurement in the summer months! 34 Will trains ever call here again - its seems unlikely but given that much of the infrastructure is intact you can never say die! Looking east towards Nast Hyde Halt. The road carried over the trackbed is still called Station Road. 36 Beyond Smallford, the landscape is rural in appearance, although never to far from the Hatfield Road. Looking towards Nast Hyde Halt................. more photos to follow soon as we approach the outskirts of Hatfield

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]]> Sat Jul 1 1989 Weymouth Quay Tramway http://lostlines.fotopic.net/c1145431.html The Weymouth Quay tramway saw frequent use by boat trains up until the late 1980s, when useage became irregular. In 1991 I visited Weymouth, snapped a quick shot and vowed to return, which I duly did in 1992. By then the tracks were rusted, and had not witnessed any trains for a long time. It was therefore with surprise that 1993 heralded an announcement that the line was to be made good for passenger train use. Hertfordshire Railtours ran a series of shuttles on a dismally wet day in April 1993, and following on from then, many tours were operated over the route. Sadly, the tramway is now in disuse once more, who knows whether another renaissance will follow? Saturday 26 October 1991: The Weymouth Quay tramway saw frequent use by boat trains up until the late 1980s, when useage became irregular. In 1991 I visited Weymouth, snapped a quick shot and vowed to return, which I duly did in 1992. By then the tracks were rusted, and had not witnessed any trains for a long time. It was therefore with surprise that 1993 heralded an announcement that the line was to be made good for passenger train use. Hertfordshire Railtours ran a series of shuttles on a dismally wet day in April 1993, and following on from then, many tours were operated over the route. Sadly, the tramway is now in disuse once more, who knows whether another renaissance will follow?

A fleeting glance of the tramway was all I could manage on my first visit to Weymouth in October 1991. In no particular order, the following shots show different parts of the tramway to Weymouth Quay. Traffic cautiously neogotiates the narrow streets. The rather tatty Weymouth Quay station viewed in 1992. Remarkably, a year later trains returned to the line in the form of railtours. Another view of the almost buried track at the Quayside station. Heading back to the mainline, the line curves around the streets adjacent to some typical seaside style properties. A small tunnel is even neogotiated on the tramway! Rusted rails wind their way towards the mainline.... The tramway crosses the road - much to the consternation of motorists! Rusty rails and discarded rubbish typify the state of the tramway in 1992, this is the connection onto the mainline looking towards the Quay a mile away. The signal protecting the mainlines from movements from the Quay, displays a red aspect. It would be a few more months before it would display a proceed aspect!

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]]> Sat Oct 26 1991 Rickmansworth Branch (L&NWR) http://lostlines.fotopic.net/c1116781.html Rickmansworth Branch (L&NWR) Tuesday 1 January 1985: Rickmansworth Branch (L&NWR)

26. The remains of the trackbed stop abruptly at this point, and the path deviates sharply down to the left to finish by the canal locks. A housing estate today occupies the site of the former goods yard and station. 25.The start of the Ebury way at the Rickmansworth end. Lord Ebury was the promoter of the line when it was built. 24. This post has been at this precarious angle for over 10 years, and the right arm has been damaged for at least the same length of time. 23. Looking towards Watford with evidence of two minor bridges visible over the Chess which meets the canal and the River Gade at Rickmansworth. 22.Looking towards Rickmansworth, again near Croxleyhall Farm, a small stream passes beneath the trackbed. 21. A nondescript stretch of the trackbed in the environs of Croxleyhall Farm. 19. Viewed from the towpath, it is clear that this bridge was constructed to allow the possibility of double tracking in the future. Sadly, such foresight was in vain. 18. The canal bridge looking towards Watford. 17. A closer view of the 'fencing' on the Grand Union Canal bridge. 16. Fencing on the Grand Union Canal bridge appears to be made up of narrow gauge railway track on metal sleepers. Could this have come from the Colne Valley Water Companys light railway? 15. Looking towards Watford, the line gently curves around before it will pass under the Met Line. The fencing on the right protects access to a fishery. 14. A Cravens A60/62 Metropolitan Line train heads across the bridge as we look towards Watford. 20. Ramped access is provided where the canal and old railway meet. When I first walked the line in the late 1980s, there was no such accessibility provided between the two. 27. Rickmansworth Church Street in the 21st century.... no trace remains of the buildings or yard. Its gone the way of many an old railway line.... wiped off the face of the earth. 12. Moor Lane Crossing. Looking towards Watford, Common Moor occupies the land to the left. More industrial units and housing occupy the land to the right. 13. From the same spot as photo 12, looking the other way towards Rickmansworth and the Metropolitan Railways bridge. 11. More evidence of the cycle route deviating from the course of the railway, this is again near Tolpits and the industrial estates. 09. The Universal Asbestos Works once occupied the land to the right. Camelots Headquarters now occupy the sight. Tolpits Lane overbridge is in the distance as we look towards Watford. My Uncle worked the branch in steam days and recalls the lineside hedgerows were white with asbestos dust hereabouts. 10. Looking towards Rickmansworth, the cycle track doesnt follow the true course of the railway and deviates in places. This view is looking towards Rickmansworth, near where the asbestos works siding branched off. 05. The removal of the overbridge to Brightwells Farm resulted in the cutting being landscaped to allow cyles easy access. This view is looking towards Watford. 06. From the same spot but looking towards Rickmansworth. The embankment here was very steep and it was barely possible to walk down without slithering when the overbridge was still in situ. 04. Railway ballast remains in situ in this view looking towards Watford by the now removed overbridge that led to Brightwells Farm. 02. The River Colne had to be bridged several times. This view is near Holywell looking towards Rickmansworth. 07. The Rickmansworth branch served several industrial sidings. One branched off here on the right to serve the Colne Valley Water Co. Light Railway which ran narrow gauge trains to their pumping station on Eastbury Road. 08. Note carefully the contour of the field - it marks the standard gauge access from the Ricky branch to the narrow gauge transfer sidings which occupied the ground immediately to the left of the photo. 01. We shall now head to Rickmansworth. The majority of the trackbed is now a public footpath, 'The Ebury Way'. The sun sets on the former depot headshunt which is quickly being reclaimed by nature in this February 2005 view. 03. A survivor, albeit incomplete... a gradient arm post waits for trains that will never come again .....near Holywell, February 2005.

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]]> Tue Jan 1 1985 Closed Stations on Open Lines http://lostlines.fotopic.net/c1102385.html A new collection for photos of stations that have closed, but the adjacent line is still used. Some of the buildings may have found new uses whilst others have been left to drift into dereliction... Friday 1 January 1988: A new collection for photos of stations that have closed, but the adjacent line is still used. Some of the buildings may have found new uses whilst others have been left to drift into dereliction...

Fishguard & Goodwick view 2. Tebay station site in 2007 viewed from a train in the down loop on the WCML. The branch to Kirkby Stephen (closed in 1952) veered away to the right in the distance, Tebay station itself closed in 1968. Castlethorpe, with the up fast line nearest, the centre platform is an amazing survivor. The slow lines are furthest from the camera. Fishguard & Goodwick view 1. Not quite a 'lost line', as the GW mainline to Fishguard Harbour passes through, but certainly no trains are likely to call here anymore. Langerbrugge, situated in Belgium the station building survives on a freight line north of Gent/Gand. Okehampton station viewed in 1990 from a Hertforshire Railtour. At this time the line was used for freight only. Happily, preservation keeps hope alive here now. Verney Junction seen in 1993 from the appropriately entitled Bournemouth West: Looking south towards the former station site (out of view behind the stabled EMU). This section survives to provide access to the adjacent depot. Bournemouth West, looking north towards Branksome, the depot can be seen on the right. Verney Junction, the line is now 'mothballed', not closed . This view looking east is from the former Bletchley bound platform - now trackless. The former junction site where the Metropolitan Railways lines swept in from the right is unrecognisable. Soho Road, north of Birmingham New St on the line between Perry Bar and Soho Jns. There was once an island platform, note the two tone brickwork on the overbridge where the station access was bricked up after closure. Aberthaw High Level, situated on the Vale of Glamorgan line, which nowadays only sees freight traffic. Mathry Road station site on the GW line to Fishguard Harbour. Wolfs Castle Halt on the former Great Western line to Fishguard Harbour. No buildings remain here, but the platform remains appear in sound condition despite the encroaching foliage. This section of line is single track, this photo was taken from the summer dated loco-hauled train that ran during the summer of 2006 between Cardiff and Fishguard Harbour. Gileston station buildings still remain, albeit derelict. This is the freight only Vale of Glamorgan line, South Wales. Tessenderloo station is closed to passengers but still used by SNCB staff to deal with freight trains serving the adjacent chemical works. Deurne station site on the now freight only line from Dienst to Tessenderloo in the Dutch speaking part of Belgium. Grand Halleux, entre Trois Pont et Vielsalm, Ligne 43 Belgique. La gare fermée 29 mai 1988. Stoumont, entre Aywaille et Trois Pont, Ligne 43 Belgique. Cette gare sera supprimée 2 juin 1984. Liotte était situeé 2 km apres Rivage, vers Aywaille. Grayrigg station was situated north of Oxenholme. It was little used and no trace remains of the station, the site today hosts various electrical paraphenalia needed to keep the Pendolinos supplied with 25kv supply. This view is of the down side. Milnthorpe follows on from Burton & Holme as you head north along the WCML towards Oxenholme. The down side station building survives today and appears to have recently received new doors and windows. Burton & Holme station building survives on the up side and is glimpsed briefly from a passing train. Castlethorpe. Closed in September 1964, the down fast platform seen here with a Birmingham bound express hurrying past. Thanks to Richard Ashby for pointing out that the 'white line' is almost certainly cable troughing, and not a painted line as I originally thought! Great Bridgeford, situated between Stafford on Crewe on the WCML. This view is of the down side, with a row of LNWR cottages visible in the distance. Madeley, situated on the WCML between Stafford and Crewe. This view is of the down side, with the slow lines on the right hand side. Whitmore was situated on the WCML between Stafford and Crewe. The old station building still survives on the road overbridge, and the gap between the running lines betrays the existence one time of a platform.

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]]> Fri Jan 1 1988 The Basingstoke & Alton Light Railway http://lostlines.fotopic.net/c973981.html The Basingstoke & Alton Light Railway opened on the 1 June 1901, and served the sparsely populated farming communities between the two towns. Stations were provided at Cliddesden, Herriard and Bentworth & Lasham. The line witnessed little growth in traffic, and as an economy measure during WWI, services were suspended by the L&SWR after the last train had run on December 30th 1916. After the war many mothballed lines were re-opened, but the Basingstoke & Alton was not one of them. In 1919 local residents began petitioning for reopening of the line - even though the track had been removed! The grouping of the smaller railways into the 'Big Four' was fast approaching, and the LSWR did not have time to seek official closure. In 1923 the newly created Southern Railway inherited a mothballed line with no track, and a vociferous number of locals insisting on its reinstatement! After much wrangling, which escalated to political levels, the line was relaid and reopened in 1924. Services remained poorly loaded, and a motor bus service introduced in 1927 removed most of the remaining passengers from the infrequent trains. The last passenger train left Alton on the 10th September 1932. Goods trains from Basingstoke continued to serve Bentworth and Lasham until 1935. Shortly before track lifting was completed in 1937, Cliddesden station was used in the making of the Will Hay film 'Oh! Mr Porter', creating much excitement locally. Sunday 2 April 2000: The Basingstoke & Alton Light Railway opened on the 1 June 1901, and served the sparsely populated farming communities between the two towns. Stations were provided at Cliddesden, Herriard and Bentworth & Lasham. The line witnessed little growth in traffic, and as an economy measure during WWI, services were suspended by the L&SWR after the last train had run on December 30th 1916. After the war many mothballed lines were re-opened, but the Basingstoke & Alton was not one of them. In 1919 local residents began petitioning for reopening of the line - even though the track had been removed! The grouping of the smaller railways into the 'Big Four' was fast approaching, and the LSWR did not have time to seek official closure. In 1923 the newly created Southern Railway inherited a mothballed line with no track, and a vociferous number of locals insisting on its reinstatement! After much wrangling, which escalated to political levels, the line was relaid and reopened in 1924. Services remained poorly loaded, and a motor bus service introduced in 1927 removed most of the remaining passengers from the infrequent trains. The last passenger train left Alton on the 10th September 1932. Goods trains from Basingstoke continued to serve Bentworth and Lasham until 1935. Shortly before track lifting was completed in 1937, Cliddesden station was used in the making of the Will Hay film 'Oh! Mr Porter', creating much excitement locally.

By a miraculous stroke of luck, the original station shelter survived at Bentworth and Lasham, as this April 2000 view shows. Rickety is the best word to use to describe the waiting shelter, the platform appears to be in solid condition despite approaching its centenary.... The station site was in use by a coal merchant at the time of my visit. It wasnt possible to inspect the building more closely as the yard was closed for the weekend. Viewed from the adjacent Basingstoke to Alton main road. The houses behind were constructed for the railway workers, they dwarf the facilities provided for the passengers! A view of Cliddesden looking towards Alton. The area between the platforms has been filled in, to leave no discernible trace that a station once existed here. Business over the line was expected to grow, so a passing loop was provided at Herriard. Sadly this proved not to be the case. The overgrown platform remains, looking down towards Basingstoke in 2000.

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]]> Sun Apr 2 2000 Odds and Sods Disused Lines http://lostlines.fotopic.net/c968866.html Occasionally I have grabbed a shot of a line when passing through an area. These will be included in this section as and when I unearth the photos! I will also be including a selection of images captured by Philip Longhurst, who has kindly consented to allow me to include his work on this site. Friday 1 January 1988: Occasionally I have grabbed a shot of a line when passing through an area. These will be included in this section as and when I unearth the photos! I will also be including a selection of images captured by Philip Longhurst, who has kindly consented to allow me to include his work on this site.

Shanklin on the Isle of Wight. The present day bufferstops are just behind the photographer. The trackbed stretches away towards Wroxall and Ventnor. Broad Street Finale 1: The penultimate arrival from Watford Junction stands at Broad Street. Broad Street Finale 2: Much of the track layout has been rationalised. This view was taken from the signalbox viewing platform. Broad Street Finale 4: 313001 heads towards Dalston Junction with a Watford Junction train. Broad Street Finale 5: 313008 arrives at Broad Street with the last ever passenger arrival from Watford Junction. Broad Street Finale 6: 313008 waits departure from Broad Street with the last passenger carrying train, destination Watford Junction. Dalston Junction. The penultimate Watford Junction to Broad Street calls briefly allowing me enough time to take a photo. Thame station was on the Great Western route from Princes Risborough to Oxford. In 1986 Hertfordshire Railtours operated a series of shuttles from High Wycombe. This view from the DMU is looking up the line to Princes Risborough. Thame oil terminal was the reason the line survived into the 1980's. This view is looking towards Tiddington (the next station along), and Oxford. Thame: To allow the shuttles to run, BR replaced the platform coping stones as can be seen here. W55006 waits for passengers wishing to return to High Wycombe. Thame, viewed from the down platform. Beyond the bridge the lines merge, adjacent to the oil depot. Thame, W55033 arrives from High Wycombe, note the height of the grass growing on the platform! Potton. Situated on the LNWR branch from Bedford to Cambridge, the station buildings and platforms have survived intact since closure. Potton. The graceful canopy survives intact next to the main station builiding. Potton. The graceful station building has survived and is now in private ownership. Barnstaple Town station once served both the L&SWR and the L&B narrow gauge railway. This roadside view was taken in 1990 when the buildings appear to be in use as a restaurant. Barnstaple Town viewed in 1990 from the platform. It has tastefully decorated complete with authentic enamal and cast iron signage. Battersby looking towards the disused section which branched off out of view, to serve Rosedale and stations to Picton. Broad Street Finale 7. This is the former station site today, occupied by a City office block. Buntingford lay at the end of a long branch line from St Margarets. This undated photo of the former station building, deep in rural Hertfordshire, was by Philip Lindhurst. Swanbourne on the L&NWR Bletchley - Oxford route. This trackside view was taken at a public crossing just west of Swanbourne station. The line is now officially mothballed, despite numerous attempts to reinstate it as a cross country route. The hot air of Governments...... Wolverhampton Low Level: With the WCML above leading to the High Level station, rusting tracks thread their way towards the former GWR Low Level station, which is behind the photographer. Wolverhampton Low Level: Having closed to passengers on the 6 March 1972, the station saw continued use by BR as a parcels depot until the early 1980s. Wolverhampton Low Level: An old BG type parcels vehicle remained stranded after closure, and was only cut up on site in early 2006 when developers started work on a majour regeneration scheme. Wolverhampton Low Level. The main approach road and station buildings. To prevent an image of decay, the boarded-up doors and windows are painted to resemble the real thing! Wolverhampton Low Level. The rails end abruptly by the overbridge. At the time this photo was taken, the woodwork and footbridge had received a fresh coat of paint. Broad Street Finale 3: 313001 was the first of its class to be decked out in Network South East livery. She waits with the penultimate departure to Watford Junction. Lavant was the first station on the Chichester to Midhurst branch of the London, Brighton & South Coast Railway. This view is from the old trackbed. Lavant station seen from the weed infested approach road. Note the unusual engravings in the plaster on the upper level. The building survives today, albeit as part of a complex of flats. Lavant, with the station behind the photogprapher, the trackbed stretches away towards Chichester. Potton. Hopes to reopen this line will be thwarted by the encroaching industrialisation of the former trackbed. Bland modern constructions now straddle the trackbed beyond the station limits. Blewbury, on the downs near Goring, was on the former Didcot, Newbury & Southampton Railway, which was later absorbed into the Great Western. A view of the trackbed looking south east from Blewbury Downs. Meldon Viaduct is behind the photographer in this view of the former LSWR trackbed stretching away towards Halwill Junction. Lowesby station on the Great Northern line from Leicester Humberstone Road. This is an extremely remote and rural part of Leicestershire. Malvern Junction saw the branching off of the Midland Railways line from Great Malvern to Tewkesbury and Ashchurch. The trackbed is seen here looking south towards the long gone Malvern Wells Station. Boughton Level Crossing on the former LNWR branchline from Northampton to Market Harborough. Rusted rails survived here in the early 90's, snaking their way southwards towards Northampton. Boughton Level Crossing looking north towards Pitsford and Brampton, the first station upon departing from Northampton. A fully fledged preservation centre exists today at Pitsford. Boughton Level Crossing viewed from the then A50 trunk road. The rails had still been in situ across the road, on an earlier occasion when I had passed this way. However when I returned with my camera, road resurfacing work had been carried out, and the track removed. Bartlow Signalbox still survived at the time of this photo in the late 1990's. It is engulfed by the trees. The line towards Haverhill diverges left, whilst the branch to Audley End veers away to the right. Bartlow Station platform is located to the south west of the village on the Essex/Cambridgeshire border. Haverhill: The last rays of sun set on the single track overbridge which crosses the A1017. This was the link between the two separate companies lines. Haverhill in Essex was served by the Great Eastern, and the Colne Valley & Halstead Railway who each had separate stations. Both routes were linked by a line and this view shows the divergence away from the CV&H to the GE. Quiévrain, Belgium. Looking towards the French border. Note the old signal on the right. Quiévrain, Belgium. The SNCB station is in the distance, and a train can be seen waiting to depart. The disused section once crossed the frontier into France. Quiévrain, Belgium. This old semaphore signal displays a danger signal for trains that will never come.... Wentworth Incline was a formidable bank that required pairs of class 76s to bank up the heaviest freight trains. Thats all gone now as nature re-asserts herself, this view is looking down the bank towards the other incline at Worsborough. Silkstone Tunnel, when compared to Woodhead Tunnel further down the line, presented little by way of a challenge to loco crews in the steam age. Looking west towards Penistone. Silkstone Tunnel is immediately behind the photographer, in this view looking down the Wentworth incline. Silkstone Tunnel viewed from the cutting at the top of the Wentworth Incline, looking in the direction of Penistone. Penistone. Looking along the once electrified Woodhead route towards Guide Bridge.

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]]> Fri Jan 1 1988 The Colne Valley Water Company Light Railway http://lostlines.fotopic.net/c856640.html I chanced across this line quite by accident when I got lost on one of the footpaths that crosses the Colne Valley. I was amazed to come to a steel bridge over the River Colne that had what appeared to be rails leading to it. Consultation of the excellent book 'West of Watford' by F.W.Goudie and Douglas Stuckey revealed the answer of this mystery to me! The Colne Valley Water Company Light Railway came into existence in 1932 to supply the Eastbury Pumping Station near Watford with coal and salt. Coal and salt were delivered by the LMS via its branchline from Watford Junction to Rickmansworth as far as Brightwells Farm transfer sidings. From there deliveries for the pumping station were transferred to the Water Companies own 2.0' gauge wagons and transferred the short distance, being hauled by one of two Ruston Hornsby twin cylinder 16hp diesel locomotives. These pictures show you what can still be found if you are prepared to look hard enough..... Tuesday 1 February 2005: I chanced across this line quite by accident when I got lost on one of the footpaths that crosses the Colne Valley. I was amazed to come to a steel bridge over the River Colne that had what appeared to be rails leading to it. Consultation of the excellent book 'West of Watford' by F.W.Goudie and Douglas Stuckey revealed the answer of this mystery to me! The Colne Valley Water Company Light Railway came into existence in 1932 to supply the Eastbury Pumping Station near Watford with coal and salt. Coal and salt were delivered by the LMS via its branchline from Watford Junction to Rickmansworth as far as Brightwells Farm transfer sidings. From there deliveries for the pumping station were transferred to the Water Companies own 2.0' gauge wagons and transferred the short distance, being hauled by one of two Ruston Hornsby twin cylinder 16hp diesel locomotives. These pictures show you what can still be found if you are prepared to look hard enough.....

01. Access to Brightwells Farm siding was to the right of this photo, taken on the Watford - Rickmansworth branch, looking in the direction of Watford. If you look close enough you can make out one of the concrete gate posts. 02. A view over the fence. The Ricky branch is to the right, the grassed area immediately left was the sight of the transfer sidings. There was one standard gauge, and three 2.0 ft gauge sidings here. Note that the field is contoured in the distance where the siding connected into the Ricky branch. There is also a gate post still in situ. 03. Looking towards Eastbury Pumping Station from a point south of Brightwells Farm. Note the slight embankment in the distance as the trackbed approaches the River Colne which is at the bottom of the field. 04. Standing on the trackbed looking directly towards Brightwells Sidings. The fence line that runs from left to right parallels a public footpath. A wooden footbridge crossed the line at this point. The rusty gates dead ahead were an original feature of the line and appear in an old photo. 05. Initially, I thought that these rails that run alongside the barbed wire fence were the old tracks, put to good use after the line closed. However, close scrutiny of an old photo taken near this point when the line was still operational, reveals the very same rails in use as fence posts then! Curious and curiouser..... 06. Unbelievable! The CVWC Light Railway lives! 2.0 ft gauge track still in situ in 2005 on the embankment approaching the River Colne bridge. 07. A field access point passes between the embankment - with rusted rails and steel sleepers still in situ overhead in 2005! Brightwells Farm is in the background. 08. The bovine occupants of the field ahead appear uninterested in the industrial archaeology next to their grazing! 09. Bridge over the River Colne. The track has gone but part of the bridge structure carries pipework - possibly to the pumping station?

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]]> Tue Feb 1 2005 Stratford-upon-Avon & Midland Junction Railway http://lostlines.fotopic.net/c856458.html Images taken on the former Stratford-upon-Avon & Midland Junction Railway. This cross-country route was an amalgamation of several local lines that eventually connected the Midland Railway with the Great Western whilst adjoining both the London & North Western and Great Central Railways as it snaked its way across rural Northamptonshire and into Warwickshire. Towcester was the largest intermediate station and the local Grafton Hunt steeplchases provided the line with its busiest trains when racing was in progress. Closure of intermediate stations commenced in the 1950's and by the mid 60's all but a 'twig' to the MoD base at Kineton had been swept away. Much of the route is still discernible, although some sections have reverted to farmland. Even today, the small villages and towns that the trackbed weaves through, are in some of the remotest and unspoiled countryside you will find in Northamptonshire. Saturday 1 January 2005: Images taken on the former Stratford-upon-Avon & Midland Junction Railway. This cross-country route was an amalgamation of several local lines that eventually connected the Midland Railway with the Great Western whilst adjoining both the London & North Western and Great Central Railways as it snaked its way across rural Northamptonshire and into Warwickshire. Towcester was the largest intermediate station and the local Grafton Hunt steeplchases provided the line with its busiest trains when racing was in progress. Closure of intermediate stations commenced in the 1950's and by the mid 60's all but a 'twig' to the MoD base at Kineton had been swept away. Much of the route is still discernible, although some sections have reverted to farmland. Even today, the small villages and towns that the trackbed weaves through, are in some of the remotest and unspoiled countryside you will find in Northamptonshire.

012. A remote bridleway passes beneath the trackbed near Showsley Grounds 011. A beautiful spring scene looking towards Towcester near Showsley Grounds. 019. In 1997 a visit was made to Helmdon primarily to explore the old GC. This shot was taken off the GC viaduct looking east towards the village. The SMJ line can clearly be seen below. 020. On the same day in 1997 from the west facing side of the viaduct... the trackbed stretches away to Cockley Brake Jn and Banbury... if only the rails still did. 021. A later view taken in 2005 from the GC viaduct of the Helmdon SMJ trackbed looking east towards the old station that served the village. Copyright Mike Vincent. 013. Looking east towards Roade north of Hulcote Village. 014. A PW workers hut survives near Hulcote. The A43 has swallowed up the former route out of Towcester less than half a mile from this point. 015. A large Tesco store occupies the former Towcester station site. In the foreground out of site the A5 bisects the trackbed. 016. Looking westwards away from Towcester towards Greens Norton Jct. The A43 makes another unwelcome incursion a few hundred yards beyond our vantage point. 010. Nature reclaims the trackbed in a shallow cutting south of Showsley Grounds. This view is looking towards Towcester.

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]]> Sat Jan 1 2005 Croxley Green Branch (L&NWR) http://lostlines.fotopic.net/c821217.html A selection of photos taken of the former L&NWR branchline from Watford High Street Junction/Colne Junction Croxley Green. My first memory of the Croxley branch was in December 1984 when I caught the train from Watford Junction to Watford West. In those days traction was a single LMR 3-car DC Multiple Unit. Leaving Watford High Street you would cross onto the down DC line from Bushey at Watford High St Junction, and run 'wrong line' for a few yards before branching away under Wiggenhall Road. Passing the rusty siding at Watford Power Station, the disused trackbed from Colne Junction would converge to meet at Croxley Green Junction. After passing the dimly lit carriage sheds, the line to Croxley Green curved sharply away, leaving the Ricky branch to continue westwards, although by late 1984 all that remained of this was the depot headshunt. Visible on the final operational stump of the old Rickmansworth branch was an ECS working formed of a pair of 501's - softly illuminated by 'real lightbulbs' with the headcode dimly displaying the 'CY' code used on all ECS workings to and from the carriage sheds. After neogotiating the tight curve, the line straightened out and you passed the CEGB site and the then newly constructed Watford Stadium halt. Arriving at Watford West in 1984 was like entering the 60s! Although out of use, in situ on the platform were two faded maroon cast iron gas lamp standards, although the glass lanterns were long gone. Proclaiming the station name was a maroon enamel sign 'Watford West'. Climbing the steps to the street level building you were greeted by an old gas lantern hanging from the ceiling, sadly no longer in use. Your feet echoed on the wooden floor, and a glance to your right revealed the ticket window with a maroon enamel 'Tickets' sign and smaller 'Conditions of Carriage' notice. A poster board on the left by the exit door was adorned with a miniature maroon on cream totem with the legend 'British Railways' on it. Before leaving the station my ticket was collected by an old gent (possibly called George?) who was eeking out his last years until retirement. Tuesday 1 January 1985: A selection of photos taken of the former L&NWR branchline from Watford High Street Junction/Colne Junction Croxley Green. My first memory of the Croxley branch was in December 1984 when I caught the train from Watford Junction to Watford West. In those days traction was a single LMR 3-car DC Multiple Unit. Leaving Watford High Street you would cross onto the down DC line from Bushey at Watford High St Junction, and run 'wrong line' for a few yards before branching away under Wiggenhall Road. Passing the rusty siding at Watford Power Station, the disused trackbed from Colne Junction would converge to meet at Croxley Green Junction. After passing the dimly lit carriage sheds, the line to Croxley Green curved sharply away, leaving the Ricky branch to continue westwards, although by late 1984 all that remained of this was the depot headshunt. Visible on the final operational stump of the old Rickmansworth branch was an ECS working formed of a pair of 501's - softly illuminated by 'real lightbulbs' with the headcode dimly displaying the 'CY' code used on all ECS workings to and from the carriage sheds. After neogotiating the tight curve, the line straightened out and you passed the CEGB site and the then newly constructed Watford Stadium halt. Arriving at Watford West in 1984 was like entering the 60s! Although out of use, in situ on the platform were two faded maroon cast iron gas lamp standards, although the glass lanterns were long gone. Proclaiming the station name was a maroon enamel sign 'Watford West'. Climbing the steps to the street level building you were greeted by an old gas lantern hanging from the ceiling, sadly no longer in use. Your feet echoed on the wooden floor, and a glance to your right revealed the ticket window with a maroon enamel 'Tickets' sign and smaller 'Conditions of Carriage' notice. A poster board on the left by the exit door was adorned with a miniature maroon on cream totem with the legend 'British Railways' on it. Before leaving the station my ticket was collected by an old gent (possibly called George?) who was eeking out his last years until retirement.

00 We shall begin with a visit to Croxley Green Depot, which was in fact located in Watford! In happier days a number of 501 units gather at their home shed one Saturday in 1985. This photo: Copyright Stephen Holland. 01 The eventual introduction of class 313s would mean the closure of the depot. This didnt preclude them from visiting the shed however. The furthest two 501s with tail lamps on them are stored. This photo: Copyright Stephen Holland. 22. The spur from Colne Junction to Croxley Green Junction closed in 1968 when the Croxley Green to Broad Street trains ceased. The trackbed, seen here looking towards Colne Junction, was used as an unofficial shortcut to the depot by staff who would clamber off a train which would obligingly stop at the old junction site near Bushey Arches! 12. A Croxley bound DMU passes the depot. Part of the power station works are visible to the right. 06. No.12 road viewed from one of the rooms attached to the front of the carriage sheds. 07. All roads were provided with an inspection pit which ran the length of the shed. 10. A view of roads 5, 6 and 7. 13. Roads 2, 3 and 4 looking towards the rooms which overlooked Wiggenhall Road. 08. Looking towards the additional offices which were added later, with road no.2 stops nearest the camera. 14. Roads 1 - 4. A small store was accessed at the end of road no.1, a stack of class 501 slam doors was piled up awaiting collection. 15. Road no.12 is nearest looking along the length of the shed towards the rooms that overlooked Wiggenhall Road. 75. Various Edmondson tickets for journeys to/from Croxley Green. 77. Two season tickets and a selection of APTIS style tickets for the Croxley Green branch stations. 76. Various Edmondson tickets for journeys to/from Watford West. 78. Two excess style tickets. 79. Two excess style tickets. 42. In this view of Watford Stadium it would appear that someone has indeed 'liberated' the BR corporate style name boards! 56. Another DMU substitution! A class 104 slows to a halt at Watford West. It is highly likely that the waiting passenger wants head towards Watford. Most guards would let you go to Croxley and then travel back to Watford! 61. Peering over the other parapet towards Croxley Green station. An old semaphore signal post lay in the cess on the up side here just out of view of the camera. Is it still there today?? 59. A year has passed since the last photo and the station building has been demolished, only the steps to the platform remain. The phonebox has also been removed. 55. On an overcast afternoon BRCW Class 104s 54184 and 53540 substitute for a class 313. This was by no means a rare occurrence! Note the maroon name board in situ to the left. 63. Thawing snow drops collect on the stairway valancing as we descend to platform level. In the background Scammell Works buildings can be espied. 50. We arrive next at Watford West. As described earlier the station retained lots of old features. This view shows the last morning train from Croxley awaiting departure - it cant leave until I get on it, at the rear of the train is George the ticket clerk, who has locked the station entrance and is waiting impatiently for me to join the train! 69. The 501 farewell tour is seen 'on the blocks' at Croxley Green on 11 May 1985. Where I am standing was where the goods loop once stood. The long removed goods yard is now occupied by housing. 41. The Southern Electric Group ran a railtour 'The First and Final 501' on what should have been their last day in service. Here it pauses at Watford Stadium on its return to Watford Junction with 501152 at the rear. 40. British Rail corporate nameboard viewed in 1985. Today you could expect this to fetch a tidy sum on ebay..... 24. We shall now start our trip at Watford Junction. 501156 and 168 stand with a football special bound for the Stadium. This was the last weekend the 501s saw passenger use. 70. 501147 remained in BR overall rail blue to the end. She is seen here at Croxley Green on 30 September 1985, with the 1641 to Watford Junction. The LT route indicator shows the unit as being 158 - a small leg pull by a driver perhaps? 51. The final day of class 501 operation. 501150 in overall BR Blue, departs with the 1739 ex Watford Junction to Croxley Green. 52. A few minutes later 501150 returns with the 1750 Croxley Green to Watford Junction. The guards watches over the empty platform..... 54. A sunny spring afternoon witnesses the new order in the form of 313008. The branch service was rostered for a single unit. Exceptionally during heavy snowfall, I have seen a pair of 501s work, usually on the 'school service' which departed from Watford Junction at 15.40. 02 After closure, the 501s were promptly removed to Wembley Sidings. The shed lay derelict, the tracks slowly rusting. Roads 1-4 are seen here from a passing branchline train. 53. Watford West in happier times. During the day when no trains were running, the station was locked shut to prevent vandalism. Note the traditional red telephone box and apparent support for Vietcong! 24a. A pair of 313s on the DC is today non-existent. This view depicts a football special ECS working from Watford Stadium, nearing Watford Junction. The units are 313013 and 313014. 04 Walking into the depot at a weekend when it was still in use, you would be greeted by a line of 501 units awaiting attention against the blocks....... 05 The stored units occupied roads 12 and 11 seen in this view. I was escorted along these roads to see my 'last' 501s. 09. Road 1 was not as long as the others as this view shows. 16. In the waste ground to the left I found one half of a very large maroon enamel sign that once adorned Watford Junction advertising 'fast electric trains'. 18. Only one of the three signs stating 'STEAM ENGINES MUST NOT ENTER THIS SHED' remains in situ in this shot. 17. Rusting tracks stretch towards the headshunt, which was also the Rickmansworth branch. The Croxley line passed on the right and the sharp rising curve can just be discerned in the distance. 03 Wiggenhall Road entrance to Croxley Green depot. The overbridge directly linking Bushey from Croxley was still in situ if the road sign is to be believed. 19. Crossing over bridge 3, (bridge 3a is to the right), this view shows the depot approaches and pointwork. The headshunt access track has been partially removed. 11. A BRCW class 104 unit passes the empty depot en route to Croxley Green with the first afternoon train, 1540 ex Watford Junction 71. To cover for poor class 313 reliability a BRCW class 104 is in use at Croxley Green on 24 February 1987 with an afternoon train to Watford Junction. 28. Class 104s 53536 and 54179 approach Watford High Street Jct, with the 1556 Croxley Green to Watford Junction. Watford power station in the background was rail connected but saw little traffic. 56a. 313002 approaches Watford West with a Croxley Green to Watford Junction service. 57. Network South East branded the Midland Region DC routes as the 'North London Lines'. All day trains were introduced on weekdays and Saturdays on the Croxley Branch. This noble gesture was thwarted by half-hearted marketing and regular cancellations which unsurprisngly resulted in poor patronage. By 1989 Watford West was open all day (and night), tatty and uninviting... except to the vandals. 73. Oh dear! The new platform at Croxley Green stands where the goods loop once was. 313011 waits to return to Watford Junction on 20 October 1989. I hope the relayers are not missing their temporary buffer stop! 72. The sturdy LNWR stairway will soon be replaced by the flimsy contemporary counterpart which can be seen taking shape on the left in this October 1989 view. 58. When the all day service was running, 313011 awaits departure from Watford West on a dreary afternoon a few days prior to Christmas.

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]]> Tue Jan 1 1985 Brill Tramway http://lostlines.fotopic.net/c821061.html A handful of photos taken on The Brill Tramway (or Wootton Tramway as it was also known). This outrageous venture opened around 1870 and was operated privately under the auspices of The Duke of Buckingham between Quainton Road and Brill, a spa village er.. in the middle of nowhere!!!! It was originally envisaged that it would extend to Oxford. It was absorbed and operated as a branchline of the Metropolitan Railway in 1906. In 1933 ownership was transferred to the London Passenger Transport Board, but even they realised that the galloping onslaught of urbanisation would never reach such an isolated outpost, and the trains last ran in 1935. Friday 1 January 1999: A handful of photos taken on The Brill Tramway (or Wootton Tramway as it was also known). This outrageous venture opened around 1870 and was operated privately under the auspices of The Duke of Buckingham between Quainton Road and Brill, a spa village er.. in the middle of nowhere!!!! It was originally envisaged that it would extend to Oxford. It was absorbed and operated as a branchline of the Metropolitan Railway in 1906. In 1933 ownership was transferred to the London Passenger Transport Board, but even they realised that the galloping onslaught of urbanisation would never reach such an isolated outpost, and the trains last ran in 1935.

03 Moving eastwards from Wotton Underwood, the former tramway is now a farm track. Once you could travel along this route and with one change at Quainton Road, be delivered by train to the heart of Baker Street, London!! 01 The former station building at Wescott (thats the black shed on the right!), looking west towards Brill. By 1999 the adjacent cottage had been extended over the trackbed. Who would nowadays even suspect that London Transports predecessor would have operated trains here???? 02 Wootton Underwood is in the middle of nowhere... yet both the Brill Tramway and Great Central Railway both passed near this spot. This is the tramway looking east towards Westcott, curving around Navigation Spinney.

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]]> Fri Jan 1 1999 Great Central Railway London Extension http://lostlines.fotopic.net/c765910.html A selection of images recorded since 1989 on the former Great Central Railways London Extension from London Marylebone to Nottingham Victoria. I am sorry that these are in no particular order! Friday 1 December 1989: A selection of images recorded since 1989 on the former Great Central Railways London Extension from London Marylebone to Nottingham Victoria. I am sorry that these are in no particular order!

Brackley Central The rear of Brackley Central remains relatively unchanged, although the footbridge to the platforms has long since gone. The building is now used by a car servicing organisation. Brackley Central Eydon Finmere Grendon Underwood Grendon Underwood Helmdon Helmdon Helmdon Helmdon Helmdon Helmdon Leicester Central. Leicester Central street level view in the early 1990s. The modern building stands where once A1s struggled away with the up South Yorkshireman, or The Master Cutler. Leicester Central. Parcels entrance, note the wooden doors where the lorry stands. Leicester Central. Parcels entrance at street level. Leicester Central. Platform remains in the 1990s. Leicester Central. Platform remains, looking up. Leicester Central. Trackbed site, station building in the distance left. Leicester Central. Looking down. Leicester Central. Looking up. Waddesdon Manor. Metropolitan & Great Central. The first station after Aylesbury Town. The former up line remains and is used by Chiltern Trains for driver training. Weekday Cross Jct. Looking north (down) towards Nottingham Victoria a few yards south of the former junction site. The tunnel entrance can be glimpsed in the centre, and on the right the remains of the viaduct carrying the Great Northern connecting spur is visible. Catesby Viaduct Catesby Tunnel South Portal Charwelton Woodford Halse. Looking down towards the former station site. Woodford Halse. Looking up in 1989. Ashby Magna Lougborough Central. Overgrown trackbed near the Midland line station. This section joined to the Midland via a spur a bit further ahead. Looking up. Weekday Cross Junction. South of Nottingham Victoria. A long disused spur to the Great Northern branched away left, the former mainline continued over Nottingham Midland and onto Marylebone. Catesby Tunnel North End Catesby Viaduct Catesby Viaduct Helmdon Helmdon. The overgrown platform at Helmdon looking up. Helmdon Catesby Tunnel North End Looking east towards Claydon L&NE Jct along the Oxford - Bletchley branch. The GCR overbridge is long since gone. Eydon

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]]> Fri Dec 1 1989 Harpenden-Hemel Hempstead (Midland Railway) http://lostlines.fotopic.net/c757882.html For many years I have driven through Hemel Hempstead and failed to explore the remnants of the old branch from Harpenden. Having explored the route around Redbourn and Harpenden in the early 1990's, I finally decided to address the lack of attention to the western end of the line this year. All that remains to be covered is the section from Heath Park to Hemel Hempstead, and the area around Claydales siding, unfortunately these sections have been subject to redevelopment, but nevertheless, I will be including it here when time permits. Opening on Monday 16 July 1877, the Harpenden to Hemel Hempstead branchline enjoyed a life of just over 100 years. Passenger services succumbed in LMS days in 1947. Freight died a lingering death throughout the late fifties and early sixties until a renaissance under the auspices of Hemelite in 1968, ensured a regular freight flow from Harpenden to their Claydale siding. Sadly British Rail's Midland electrification project didn't include retention of the branch from Harpenden to Claydale, and on 24 July 1979 the connection to the branch was severed at Harpenden Junction. Much of the trackbed today from Harpenden up to the outskirts of Hemel Hempstead can be walked. Some earthworks to accomodate a bypass at Redbourn have created some upheaval to the infrastructure, but generally the trackbed is undisturbed and a few old relics can be found if you look hard enough! Another website detailing some excellent publications and a DVD relating to the branch, can be accessed here: http://uk.geocities.com/nickey_line/index.htm Thursday 1 March 1990: For many years I have driven through Hemel Hempstead and failed to explore the remnants of the old branch from Harpenden. Having explored the route around Redbourn and Harpenden in the early 1990's, I finally decided to address the lack of attention to the western end of the line this year. All that remains to be covered is the section from Heath Park to Hemel Hempstead, and the area around Claydales siding, unfortunately these sections have been subject to redevelopment, but nevertheless, I will be including it here when time permits. Opening on Monday 16 July 1877, the Harpenden to Hemel Hempstead branchline enjoyed a life of just over 100 years. Passenger services succumbed in LMS days in 1947. Freight died a lingering death throughout the late fifties and early sixties until a renaissance under the auspices of Hemelite in 1968, ensured a regular freight flow from Harpenden to their Claydale siding. Sadly British Rail's Midland electrification project didn't include retention of the branch from Harpenden to Claydale, and on 24 July 1979 the connection to the branch was severed at Harpenden Junction. Much of the trackbed today from Harpenden up to the outskirts of Hemel Hempstead can be walked. Some earthworks to accomodate a bypass at Redbourn have created some upheaval to the infrastructure, but generally the trackbed is undisturbed and a few old relics can be found if you look hard enough! Another website detailing some excellent publications and a DVD relating to the branch, can be accessed here: http://uk.geocities.com/nickey_line/index.htm

08 A bypass now cuts across the route of the railway to the south of Redbourn. However, seen here in 1989, a small section of embankment survives sandwiched between the A5183 and the B487. 10 Beaumonts Halt platform was on the left, this view is looking up to Harpenden. A crossing keepers house stood near this spot. All gone now..... 06 A few sleepers remain embedded in the path at a farm crossing on the outskirts of Harpenden. Looking up the line to Harpenden. 09 Redbourn looking west towards Hemel Hempstead. The station was at this approximate location. 07 An old telegraph pole complete with insulator lies forgotten near Rothamsted Experimental Station. 05 If you study this image hard enough you will see a Midland Railway gradient arm. It reads 1in 647/390. Whether this survives today is anyones guess! 02 Roundwood Halt platform still survives, this view is looking down to Hemel Hempstead. This section is now a public footpath through to the outskirts of Hemel Hempstead. 04 A distant signal still remains at Roundwood Halt! This view is looking towards Harpenden in March 1990 03 Roundwood Halt platform looking east towards Harpenden North Jct 01 Harpenden North Jct viewed from a passing train. The line curved away through the first arch. A signalbox controlled the junction, situated in the 'V' of lines beyond the arch. 40 The Kodak building and the trees on the remaining embankment mark the course of the old line, which would have crossed London Road and ended in sidings at the Gasworks site, seen here undergoing redevelopment. The gas works was served by the line from Harpenden up until 1959 when a new connection was provided from the WCML Boxmoor Sidings. This new siding was short-lived, falling into disuse when the gasworks closed in 1960! This view looking in the general direction of the WCML completes the trip from Harpenden to Hemel Hempstead. 37 With London Road immediately behind me, this view is along the length of the remaining strip of embankment as far as its cessation before the River Bulbourne. 39 A few old sleepers slowly rot into oblivion, and provide a clue as to the former use of the 'curious mound' that passing motorists glimpse as they drive along the London Road. This view is overlooking the road, towards the Gas Works. 36 From the top of the surviving embankment, overlooking the River Bulbourne, with Heath Park Halts site marked by the concrete carbuncle that was Kodaks offices. 35 The River Bulbourne meanders gently passed the few brick remains of Bridge 24, viewed towards Heath Park. 38 The remaining length of embankment strides a short distance across Boxmoor, sandwiched between London Road and the River Bulbourne which can just be viewed on the right. 34 With the canal behind the photographer, this view is looking towards the remaining stump of the embankment. The field in the foreground is bisected by the River Bulbourne. 33 Bridge 22 crossed the Grand Junction (formerly Grand Union canal) at this point. A few bricks denote the location of the former abutements. Heath Park is in the distance. 32 The line was carried on a series of embankments that crossed the various physical obstructions like roads on overbridges. Once the line closed the embankments were removed and used to fill in the cutting adjacent to the Marlowes. This view is looking to the Heath Park Halt site, skirting what is now the Hemel Hempstead Cricket Clubhouse. 31 A siding branched away at Heath Park Halt and served Cotterells Siding. This siding ran parallel to the road seen here and stretched as far as Boxmoor Iron Works which was situated behind the photographer. 30 Heath Park Halt opened in 1905 and closed to passengers in 1947. During the new town development of Hemel Hempstead in the sixties, Kodak built their adminstrative offices on the site. Today the offices are disused and hopefully this eyesore will shortly be demolished! 24 Peering over the remaining parapet, the trackbed has been converted into a foot and cycle path. This view looking towards Harpenden. 25 Standing with the surviving parapet immediately behind, this is the depressing view towards the former station and goods sidings here. 23 Adeyfield Road crossed over the railway, the parapet survives on one side of the now widened road. 26 The Midland Hotel survives on the left, modern housing now stands where the former station and goods yard was. 20 Queensway passed beneath the railway and the impressive bridge remains in situ today. Either side of it a short stretch of embankment survives. 21 Standing on the bridge over Queensway and looking down towards Hemel Hempstead. 22 The short embankment adjacent to the Queensway bridge peters out and the modern housing occupies the former railway in this view looking towards Hemel Hempstead.

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]]> Thu Mar 1 1990 Hatfield-Hertford (Great Northern Railway) http://lostlines.fotopic.net/c753675.html A selection of images taken on the Hatfield-Hertford branchline after closure. The locations featured include Cole Green and Hertingfordbury stations, as well as Birch Green crossing. Monday 1 January 1990: A selection of images taken on the Hatfield-Hertford branchline after closure. The locations featured include Cole Green and Hertingfordbury stations, as well as Birch Green crossing.

01 In 1990 an unusual cast iron bollard with the initials GNR on it could be found next to the rail overbridge at Cole Green station. 04 A closer view of the site of one of the station buildings at Cole Green. This view is looking towards Hertford. 03 Looking east to Hertingfordbury at Cole Green in March 1990. Two platforms were provided here, and a substantial shelter existed on the right hand side platform at one time. 02 Close up of the bollard at Cole Green station. My next visit was ten years later and there was no trace of this relic. 06. Heading east along the old trackbed, there was a foot crossing just beyond Cole Green. In 1990 the remains of a cast iron sign could still be found attached to a concrete post. 07 A closer view of the cast iron sign, the image has been edited to make the remaining lettering easier to read. By 2000 this relic had gone. 05 Ten years later on a damp spring Saturday in 2000 and the site is more overgrown. Cole Green station viewed looking towards Hatfield as Mr Claude Harris leads the Enfield Chace foxhounds. 08 Near Birch Green village a small crossing existed. By 2000 the old railway was an established walk, a metalled track crosses the old line, here with the Enfield Chace hounds enjoying a breather. 09 Hertingfordbury Station in March 1990 as a private residence.

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]]> Mon Jan 1 1990 Hatfield-Dunstable-Leighton Buzzard http://lostlines.fotopic.net/c753257.html A selection of images taken on the former Great Northern Railway branch line that ran from Hatfield to Dunstable North, and the former London & North Western Branch that ran from Leighton Buzzard to Dunstable. Although the companies had separate stations, there was a physical link between the two lines at Dunstable. We head west along sections of the GNR trackbed from Ayot, visiting Blackbridge Siding, Wheathampstead, Leasey Bridge, the area around Piggotshill, Luton Hoo and Dunstable. In 1990 the track was still in situ between Luton Bute Street and Dunstable North, which had been served by freight trains up until a short while prior to my visit. On the L&NWR section, we visit the area around Stanbridgeford as it was in March 1991. Monday 1 January 1990: A selection of images taken on the former Great Northern Railway branch line that ran from Hatfield to Dunstable North, and the former London & North Western Branch that ran from Leighton Buzzard to Dunstable. Although the companies had separate stations, there was a physical link between the two lines at Dunstable. We head west along sections of the GNR trackbed from Ayot, visiting Blackbridge Siding, Wheathampstead, Leasey Bridge, the area around Piggotshill, Luton Hoo and Dunstable. In 1990 the track was still in situ between Luton Bute Street and Dunstable North, which had been served by freight trains up until a short while prior to my visit. On the L&NWR section, we visit the area around Stanbridgeford as it was in March 1991.

070 Dunstable looking south from the works spur. The lines diverge to rejoin the GNR branch. Left to Luton, right to Dunstable North. 069 Looking towards the original GNR branch, which runs from left to right from Luton Bute Street to Dunstable North. 068 Looking west from the original GNR alignment towards Dunstable North. The works spur diverges to the right. The footbridge carries a public footpath from Watling Street to Houghton Regis. 066 Curving north-west towards Dunstable and the former Church Street station. Rosebay-willowherb provides a splash of colour. 067 Looking back towards Luton Bute Street, the Icknield Way Path can be found at the foot of the downs ahead. 065 Looking south-west alongside the Icknield Way path. The land to the right is occupied by housing and industry, the railway provides a physical barrier to creeping urbanisation. 021 Ayot station approach in 1990 looking towards the station and footpath that crosses the old line where the two people are standing. 019 The gate seen in the previous shot seen from the field immediately to the south of the station site. Although this view dates from 1990, this gate today is still in similar condition, although it could benefit from a lick of paint. The gravel track beyond is the car park driveway. 015 Another 1990 view of a solid railway style gate and post. I believe this to be the original footpath gate that led to Homerswood north of the station site. The remains of some signalling apparatus were still in situ in this view, but in 2007 this gate had gone and I found no trace of the signalling mechanisms seen here. 022 This telegraph pole survived at Ayot station into 1990 sandwiched between the approach road and trackbed. Sadly by my visit in 2007 it had gone. 025 The stump of the embankment where the line crossed Ayot St Peter Road seen in 1990. Seventeen years on, the 'Ayot Greenway' is a well established and popular footway through a largely unspoiled and remote part of Hertfordshire as the next few pictures will demonstrate. 026 Heading west towards Wheathampstead the line passed through Sauls Wood. 027 Skirting the south of Ayot Place heading towards Wheathampstead. 028 This relic is constructed of old sleepers. What was its purpose? Situated between Hunters and Sparrowhall Bridges. 029 Beyond Sparrowhall Bridge looking in the direction of Wheathampstead. 030 The pleasant surroundings of Robinsons Wood - even on a cold January day! Looking west towards Wheathampstead. 031 Blackbridge Siding marked the extent of the surviving branch from Hatfield following cessation of service to Wheathampstead in 1965. The siding here curved sharply away to the right in the distance and hosted rubbish trains from London where rubbish was dumped into a landfill site. This traffic continued until 1971. 048 Marshalls Heath Lane crossed the branchline in the Lea Valley at Leasey Bridge. One of the crossing gates survived here in 1990. 049 Another view of Leasey Bridge looking east towards Wheathampstead. Note the white painted gate post survived here in 1990. 012 Ayot station site looking east in January 1990. The station buildings here burnt down in a fire started by a spark from a locomotive in July 1948. Passengers services were withdrawn from Ayot in September 1949. 013 Another January 1990 view of the Ayot station site, this time looking west towards Wheathampstead. The roof of what I believe to be the old station house can be glimpsed in the distance on the left. 054 Taken from a train on the Midland Mainline, this is of East Hyde looking west. The old line is concealed in the trees, there was an overbridge over the road. 055 Having crossed a minor road by way of an overbridge, the line buried beneath the Midland Mainline to arrive at Luton Hoo. This view clearly shows the single platform. The Midland is out of the picture on the right, we are looking north to Luton Bute Street. 056 Luton Hoo platform view looking towards Luton Bute Street in 1990. 057 Luton Hoo looking towards Luton Bute Street in 1990. 058 Luton Hoo viewed from the driveway. 077 Looking towards Dunstable, a new bypass bisects the old Leighton Buzzard to Dunstable branch trackbed east of Stanbridgeford. 078 From the same spot, looking towards Stanbridgeford. The former station building can just be seen in the distance. 079 A minor road crossed the line at Stanbridgeford, this view with the station and former level crossing behind me, is looking east towards the road works and Dunstable. 080 The former station at Stanbridgeford. The platform can be seen in the distance on the left. The former station was a private residence at the time of my visit. 060 The connection to Luton (Bute St) and the Dunstable branch viewed from a passing class 58 hauled railtour. 053 A roadside view of bridge number 11. Hidden under the foliage is a 50's style bridge height restriction warning. 052 Bridge number 11 - sporting a modern aluminium bridgeplate - looking towards Leasey Bridge. 051 A view taken in 2006 looking from the old level crossing at Leasey Bridge towards Harpenden. Sadly the old gates pictured in the earlier picture have now been removed, 050 Looking back towards Leasey Bridge near Piggotshill Woods in 2006. 047 The overbridge at Wheathampstead over Station Road has long been removed. This view is looking towards Harpenden. Immediately ahead the route can be discerned, although it is heavily overgrown. 045 Remarkably the platform survives at Wheathampstead station as this 2006 view proves. 046 The Wheathampstead station nameboard is long gone..... 004 Sherrardspark Wood is a picturesque, dense woodland north west of Welwyn Garden City, the old trackbed meanders through the tree lined cutting, this view is looking towards Welwyn G.C. 005 Looking westwards, the trackbed and cutting ends abruptly just beyond the B197 overbridge to accomodate the earthworks for the A1(M). The overbridge looks as though it could have accomodated a double track railway, although the cutting remains hereabouts suggest it was only single track. 006 Looking down into the filled in cutting, the B197 is carried over the old railway, behind me is fencing segregating the A1(M). 007 Standing on the filled in cutting and looking towards Ayot which is the other side of the Motorway. 008 The old railway would have crossed the motorway roughly where the Tesco lorry is heading away in the distance. 010 The trackbed from Ayot to Black Bridge is now a footpath, the 'Ayot Greenway', as such the undergrowth is managed, however at the extreme end of the Ayot station site, the cutting is slowly being reclaimed by nature. The motorway is immediatedly behind me. 009 Ayot station was provided to serve the local community from 1877, there was also a passing loop provided here. I am standing on the embankment with the A1(M) immediately behind me. The station site here was quite extensive, the Land Rover is parked in a small car park provided for ramblers on the 'Ayot Grenway'. The next photo was taken amongst the trees on the right. 011 An old gradient post stands forlornly shorn of its arms in the old yard at Ayot. 023 Heading along the trackbed towards Wheathampstead, with time for a final look back towards the Ayot site and the A1(M) beyond, thankfully out of view. 016 Next to the public footpath that still crosses over the station site I found some mangled point rodding in the undergrowth. It must have been forged from some exceptionally good quality steel as it shows little trace of any rusting after all these years. 018 Looking south from the footpath, the tracks would have occupied the area in the foreground, and the station approach road beyond the hedge on the right. More railway style fencing can be seen at the field boundary. 017 Another old relic unearthed is this steel 'L' shaped signalling mechanism. The manufacturers name 'Saxby Farmer London' is clearly visible. The signalbox survived at Ayot until 1966, no doubt the continued use of the line by rubbish trains until 1971 contributed to the survival of so much signalling paraphenalia.

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]]> Mon Jan 1 1990