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London North Western
Railway:
 Midland
Railway:
 Stratford
Midland Junction Railway
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The London Midland Scottish Railway in Warwickshire
The London & North Western Railway
The London and North Western Railway (LNWR,
L&NWR) which described itself as the Premier Line was through one of
its constituent companies, the London and Birmingham Railway, the first railway
to serve the county. Its history is therefore an important part of the
development of the county's railway system.
The London and North Western Railway formed on 16th
July 1846 by the merger of the Grand Junction Railway, London and
Birmingham Railway and the Manchester and Birmingham Railway. This
move was prompted in part by the Great Western Railway's plans for a
railway north from Oxford to Birmingham. The LNWR initially had a
network of approximately three hundred and fifty miles, serving most of
Britain's largest cities: Birmingham, Leeds, Liverpool, London, Manchester,
and, through cooperation with the Caledonian Railway, Edinburgh and
Glasgow. It also handled the Irish Mail for the Government between Euston and
Holyhead. As the largest joint stock company in the country, it generated a
greater revenue than any other company.
Within a few years of its formation the LNWR had
built or taken over several other railways. The main line, now known as the
West Coast Main Line, ran from London's Euston station through Warwickshire and
on to Carlisle where traffic was passed on to its Scottish partner, the
Caledonian Railway, for the cities of Glasgow, Edinburgh and Aberdeen.
Other main lines ran to Holyhead and then by Mail steamship to Kingstown (Dun
Laoghaire) or, by the LNWR's own steamship, to Dublin or Greenore. The
cities of Liverpool, Manchester, Leeds, Peterborough, Merthyr and Swansea were
also served by the LNWR. Alliances with other companies took the
LNWR's distinctive plum and spilt milk liveried carriages to cities such
as Bristol, Newcastle, Hull, Harwich and even Brighton, so that few areas would
not have seen the LNWR. The railway also handled the Irish Mail for the
Government between Euston to Holyhead.
The company built rolling stock and locomotives at three
major centres:
Crewe - the greatest locomotive works in Britain (and
perhaps the World) Earlestown , the wagon works Wolverton, the carriage
works
The company's locomotives painted 'blackberry black' and
coaches in their 'purple lake' livery gave it a distinctive appearance amongst
the all red Midland Railway, and the green, chocolate and cream of the
Great Western Railway.
After the effort of supporting the country through the First
World War the railways of Britain were worn out and beginning to suffer from
competition from road traffic. The government forced all companies to merge
into four large groups on 1st January 1923. The big four were: the London
Midland Scottish Railway, the London North Eastern Railway, the
Great Western Railway, and the Southern Railway. The London
& North Western Railway joined with the Midland Railway,
Lancashire & Yorkshire Railway, Caledonian Railway,
Glasgow South Western Railway, Highland Railway, North
Stafford Railway, Furness Railway, and a few smaller railways
including in Warwickshire, the Stratford Midland Junction Railway to
form the London Midland & Scottish Railway.*
Grand Junction Railway
Beginnings Following the success of the
Liverpool & Manchester Railway, which opened on 15th September 1830,
many schemes were proposed for the building of other railways. The earlier
problems of a lack of capital no longer applied as investors were easy to find.
Other towns and cities could see the benefits that would come from better links
between the nation's centres of commerce. Birmingham's businessmen were
planning a link to London, and the group of financiers that were involved with
the Liverpool & Manchester Railway could see that a line to
Birmingham would be an ideal goal for expansion. In 1831 the Warrington
& Newton Railway opened and ran about 5 miles southwards from Newton
Junction at the centre of the Liverpool & Manchester Railway to
Warrington, and the River Mersey. This was considered by these financiers to be
an ideal starting point for such a route to Birmingham, and after much
surveying, a route was found that was practical and avoided conflicts with
landowners.
Authorised by Parliament in 1833 and engineered by George
Stephenson and Joseph Locke, the Grand Junction Railway (GJR)opened for
business on 4th July 1837, running for 82 miles from Birmingham through
Wolverhampton (via Perry Barr and Bescot), Stafford, Crewe, and Warrington,
then via the existing Warrington and Newton Railway to join the Liverpool
and Manchester Railway at a triangular junction at Newton Junction. The
GJR established its chief engineering works at Crewe, moving there from
Edge Hill, in Liverpool. Shortly after opening with a temporary Birmingham
terminus at Vauxhall, services were routed to and from Curzon Street station,
which it shared with the London and Birmingham Railway (LBR) whose
platforms were adjacent, providing a link between Liverpool, Manchester and
London. The route between Curzon Street station and Vauxhall primarily
consisted of the Birmingham Viaduct which consisted of 28 arches, each 31 feet
wide and 28 feet tall and crossed the River Rea.
In 1840 the GJR absorbed the Chester and Crewe
Railway shortly before it opened. Seeing itself as part of a grand railway
network, it encouraged the development of the North Union Railway which
took the tracks onward to Preston, and it also invested in the Lancaster and
Carlisle Railway and the Caledonian Railway. In 1845 the GJR
merged with the Liverpool and Manchester Railway, and consolidated its
position by buying the North Union Railway in association with the
Manchester and Leeds Railway. In 1841 the company appointed Captain Mark
Huish as the Secretary to the railway. Huish was ruthless in the development of
the business and contributed significantly to the Company's success. The
GJR was very profitable, paying dividends of at least 10 percent from
its opening and having a final capital value of over £5¾ million
when it merged with the London and Birmingham Railway and Manchester
and Birmingham Railway companies to became the London and North Western
Railway in 1846, and the London Midland and Scottish Railway in
1923. The Bill for the Grand Junction Railway, which was named after the
Newton Le Willows junction, was passed in Parliament on 6th May 1833. This was
the same day on which the Bill for the London & Birmingham Railway
was passed and so work on the line now proceeded apace.
Construction Three engineers were employed to
share the engineering duties. They were George Stephenson, who was in overall
control, Joseph Locke, who looked after the construction of the northern half,
and John Rastrick who looked after the construction of the southern half. This
was an interesting time for Joseph Locke as up until now he had worked for
George Stephenson, and although he had made quite a name for himself due to the
excellent work that he did in the construction of the Liverpool &
Manchester Railway, he was still seen as Stephenson's pupil, and so the
deserved praise had been given to Stephenson.
Locke was now his own man and was determined to prove
himself in his own right, and so he laboured vigorously in the construction of
the line. Both Stephenson and Rastrick however were involved in other projects
and so their commitment, and amount of time spent in the construction work, was
much less than Joseph Locke. This caused problems between the engineers
themselves and the company directors, which led to Rastrick's resignation in
September 1833, eventually followed by Stephenson's resignation on 16th
September 1835. After Rastrick had left, Locke and Stephenson shared the
engineering duties with Locke concentrating on the northern part from Whitmore
to Warrington, and Stephenson on the southern part from Whitmore to Birmingham.
There was some bitterness between the two men as Stephenson still considered
Locke to be a junior, and not an equal, but Locke however, revelled in his new
task.
The next feature of interest was the Penkridge Viaduct which
had 7 arches and foundations that were buried in concrete to a depth of 70
feet. Immediately after Wolverhampton station which was the highest point on
the line, there was a deep 300 yard long cutting, followed by Summit Tunnel
which at 186 yards long carried the railway under Wolverhampton Road and the
Wyrley & Essington Canal. The last 14 miles was quite troublesome as it
produced many totally unexpected problems. The first was a small aqueduct
carrying the Bentley Branch of the Birmingham Canal across the Darlaston Green
Cutting. A temporary canal was built as a diversion while the aqueduct was
constructed. It used a cast iron liner to contain the water and when filled a
severe leakage developed. The canal had to be re-diverted so that the problem
could be solved. This took a great deal of time and was the last part of the
construction work to be completed.
On the outskirts of Birmingham a detour was needed which
required a further Act of Parliament. The resident of Aston Hall was James Watt
who was the son of the famous engineer, and was bitterly opposed to the line
passing through his grounds. This late change to the route required the hasty
design and construction of several extra bridges, viaducts and embankments,
which greatly increased Locke's workload. The construction of the line in
record time was a great triumph for Locke. The average cost was less than the
estimated £20,000 per mile, which was very cheap when compared with the
cost of the London & Birmingham Railway at £46,000 per
mile.
Running Considering that this was the first
long-distance line in the world, its opening was a very quiet affair. A train
pulling three coaches and a mail coach set off from Liverpool, and a similar
one set off from Manchester. They met at Newton Junction where both trains were
combined and hauled southwards to Birmingham by the locomotive 'Wildfire'. In
October 1840 the Grand Junction Railway took over the Crewe &
Chester Railway to use as a basis for a route to Ireland via Holyhead.
Amalgamation The Grand Junction Railway continued
as a separate railway until an Act of Parliament was passed on 16th July 1846
which allowed the amalgamation of the Grand Junction Railway with the
London & Birmingham Railway and the Liverpool & Manchester
Railway. The new company was called the London & North Western
Railway Company and became the countries largest railway. The amalgamation
occurred because of pressure from joint shareholders who had doubts about their
investment in two warring companies, and the individual companies themselves
realised that they could not realistically expect to retain their monopoly of
the Manchester/Liverpool to London route in the face of the increasing number
of new railway lines that were being proposed. This amalgamation must have
surprised many people at the time, because prior to this the two largest
companies thoroughly distrusted each other. The London & Birmingham
Railway and Grand Junction Railway violently quarrelled over the
London & Birmingham Railway's Trent Valley scheme, and the Grand
Junction Railway's interest in a route to Shrewsbury. A year prior to the
amalgamation the London & Birmingham Railway joined forces with the
Manchester & Birmingham Railway due to the latter's reliance on, and
distrust of the Grand Junction Railway. In the event, each of the
constituent parts was far more successful than it had been before amalgamation,
and the resulting company was one of the most successful of the Victorian
railway companies.
London & Birmingham Railway
After the success of the Liverpool & Manchester
Railway, business people based in Birmingham began to consider the
advantages of having a railway. Birmingham had seen rapid economic growth in
the 1820s and by 1830 was sending one thousand tons of goods every week by
canal to London. It was decided to approach George Stephenson, the chief
engineer of the Liverpool & Manchester line, about the possibility
of building a railway between Birmingham and London. Stephenson advised them
about the route that the railway should take but declined the offer of building
the line. Instead, he recommended his son, Robert Stephenson, for the job.
Much of the subscribed funds used for the initial
capitalisation of £5,500,000 (£46,000 a mile) came from Lancashire,
where great profits were being made in the cotton industries. The Company's
first application for an Act of Parliament to construct the line was rejected
in 1832, due to pressure from landowners and road and canal interests. However
in May 1833 a second act was approved and the line received the royal assent.
Construction began in November of that year.
The London & Birmingham Railway Company took
Stephenson's advice and in 1833 Robert Stephenson was appointed chief engineer.
Stephenson, who was paid £1,500 a year to build what was the first
railway into London. Many people living on the proposed route were bitterly
opposed to the railway. For example, the landowners of Northampton forced
Stephenson to make the line pass some distance from their town and as a result
of this change, Stephenson now had to build a 2,400 yard tunnel at Kilsby.
Another major engineering problem which faced Stephenson was the Blisworth
Cutting.
The 112 mile long London to Birmingham line took 20,000 men
nearly five years to build with the railway opening in stages being finally
completed on 17th September 1838. The line started at Birmingham's Curzon
Street Station and finished at Euston Station in London. In geographic terms,
it started at Euston Station in London, went north-north-west to Rugby, where
it then turned west to Coventry and on to Birmingham terminating at Curzon
Street station. Curzon Street station was shared with the Grand Junction
Railway (GJR), whose adjacent platforms gave a link to the Liverpool and
Manchester Railway (L&MR), and allowed through rail travel from London
to those cities.
Early plans The railway engineer John Rennie
proposed a railway line from London to Birmingham in 1823, and formed a company
to build it by a route through Oxford and Banbury, a route later taken by the
Great Western Railway. Soon afterwards a rival company was formed by
Francis Giles whose line would have been through the Watford Gap and Coventry.
Neither company obtained backing for its scheme, and in late 1830 the two
companies decided to merge. Robert Stephenson chose the route through Coventry
largely to avoid possible flooding from the River Thames at Oxford.
The L&BR; The prospectus for the London and
Birmingham Railway offered the following inducements to potential
investors:
- the opening of new and distant sources of supply of
provisions to the metropolis
- easy, cheap and expeditious travel
- the rapid and economical interchange of the great
articles of consumption and of commerce, both internal and external; and
- the connection by railways, of London with Liverpool, the
rich pastures of the centre of England, and the greatest manufacturing
districts; and, through the port of Liverpool, to afford a most expeditious
communication with Ireland.
Construction Peter Lecount, an assistant engineer
of the London Birmingham Railway, produced a number of, possibly
hyperbolic, comparisons in an effort to demonstrate that the London and
Birmingham Railway was 'the greatest public work ever executed either in
ancient or modern times'. In particular, he suggested that the effort to
build the Great Pyramid of Giza amounted to the lifting of 15,733,000,000 cubic
feet of stone by one foot whereas the railway, excluding a long string of tasks
such as drainage, ballasting etc, involved the lifting of 25,000,000,000 cubic
feet of material reduced to the weight of stone used in the pyramid. The
pyramid involved, he says, the efforts of 300,000 men (according to Diodorus
Siculus) or 100,000 (according to Herodotus) for twenty years whilst the
railway involved only 20,000 men for five years. In passing, he also noted
that the cost of the railway in penny pieces, 'was enough to more than form
a belt of pennies around the equator; and the amount of material moved would be
enough to build a wall 1 foot high by one foot wide, more than three times
around the equator.'
The line had been planned to open at the same time as the
Grand Junction Railway which entered Birmingham from the north. However
great difficulty in constructing the Kilsby Tunnel in Northamptonshire delayed
the opening. The first part of the line between Euston Station and Boxmoor
(Hemel Hempstead) opened on 20th July 1837. The line was not finished in time
for the coronation of Queen Victoria on 28th June 1838, but aware of the
lucrative traffic the event would generate, the company opened the north end of
the line, between Birmingham and Rugby, and the south end from London to
Bletchley with a stagecoach shuttle service linking the two parts to allow
through journeys to London. The line was officially fully opened on 17th
September 1838.
It has often been claimed that initially, owing to the lack
of power available to early locomotives, trains from Euston were cable-hauled
up the relatively steep incline to Camden by a stationary steam engine. This
however was denied by Peter Lecount, one of the L&BR engineers, who wrote
in his 'History of the Railway connecting London and Birmingham' (1839), page
48: 'It is not because locomotives cannot draw a train of carriages up this
incline that a fixed engine and endless rope are used, for they can and have
done so, but because the Company are restricted, by their Act of Parliament,
from running locomotive engines nearer London than Camden Town.' The railway
opened from Euston on 20th July 1837; the stationary engines and rope haulage
did not commence until 27 September, and handled all trains from 14th October
1837. Until then, and whenever the rope system was stopped for repairs,
locomotives hauled the trains up the incline. From November 1843 some expresses
were worked without recourse to the rope, and from 15th July 1844 the rope
working ceased permanently.
The locomotive workshops were established at Wolverton in
1838, roughly half-way between the two termini at London and Birmingham. These
workshops remained in use as a manufacturing facility up until the 1980s. The
first Locomotive Superintendent was Edward Bury, who also owned the locomotive
builders of Edward Bury and Company.
Links and branches The first branch from the main
line was the Aylesbury Railway, seven miles of single track, which
opened in 1839 and was leased to the L&BR until purchased outright
by the LNWR in 1846. The Warwick and Leamington Union Railway, a
branch of almost nine miles between Coventry and Leamington, was purchased by
the L&BR in 1843 and opened in 1844. From 1840, when the Midland
Counties Railway made a junction to its line at Rugby, the L&BR
also provided through connections from London to the East Midlands and the
North East. It also made connections to the Birmingham and Derby Junction
Railway at Hampton-in-Arden between Coventry and Birmingham. In 1845, the
Northampton and Peterborough Railway, a 47-mile branch from the main
line, was opened from Blisworth. Also in 1845 branch lines, from Bletchley to
Bedford and from Leighton to Dunstable, were leased; they opened in 1846 and
1848. In 1846 the L&BR leased the West London Railway
(jointly with the GWR) which opened in 1844 between Willesden Junction
and the canal basin at Kensington. The L&BR purchased the Trent
Valley Railway in 1846 on behalf of the LNWR; this fifty-mile line
connected Rugby on the L&BR with Stafford on the Grand Junction
Railway thus creating a more direct line from London to Liverpool and
Manchester by avoiding the original route through Birmingham. The Rugby and
Stamford Railway, a further branch into the Eastern Counties was approved
in 1846.
Mergers In 1846 the L&BR merged with
the Grand Junction Railway and the Manchester and Birmingham
Railway to form the London and North Western Railway, which in turn
was later absorbed into the London Midland and Scottish Railway, before
finally passing into the hands of the nationalised British Railways
(BR)in 1948. The major change to the line during the 1960s was
electrification, which was carried out as part of BR's Modernisation
Plan. Neither of the two L&BR's original termini, both designed by
Philip Hardwick, has survived in its original form. Curzon Street station in
Birmingham closed to passenger traffic in 1854 (the original entrance building
remains) when it was replaced by New Street station and the original Euston
station in London was demolished in 1962 to make way for a replacement
structure which opened in 1968.
Harborne Railway
The Harborne Railway was a short railway branch line
that connected the city centre of Birmingham with the outlying suburb of
Harborne. The line was first authorised in 1866, and was proposed as a single
line to connect Soho, on the Great Western Railway's Birmingham to
Wolverhampton route, with the residential area of Lapal on a proposed line from
Halesowen to Bromsgrove connecting with the London and North Western
Railway at near to Monument Lane. However, objections from landowners
prevented a lot of the line from being built, and in the end only 2½
miles was built, the section from Monument Lane to Harborne. It took five years
to build, but finally opened to passengers on the 10th August 1874 and to goods
traffic on the 1st of October. There were three intermediate stations, at
Icknield Port Road, Rotton Park Road and Hagley Road.
The line was independently owned, but was operated from the
outset by the LNWR, who took fifty percent of the gross receipts from
both passenger and freight traffic. It was worked as a single line throughout,
working by the 'one engine in steam' principle, with six trains each way
on weekdays. The 'staff and ticket' system was introduced in 1882, to be
superseded by the 'electric token' system in 1892. Due to the continuing
growth of traffic, a passing loop was installed at Rotton Park Road in 1903 .
The line was an early example of a commuter route, and was highly successful at
first, though there were initial problems recovering the original investment.
The receiver was called in in 1879 and the line remained under his control for
another twenty-one years. Nevertheless, at its peak in 1914 there were
twenty-seven return passenger workings a day, starting at 5:35am and running
through to 11:15pm. The journey time from Birmingham New Street to Harborne was
short being approximately sixteen 16 minutes. The Harborne services were
usually operated by FW Webb's 2-4-2T or 0-6-2T 'Coal Tank' locomotives.
In 1923, the Harborne Railway, together with its
operators the LNWR, became part of the London Midland and Scottish
Railway at the grouping. The line began to suffer competition with buses,
and as the trains were frequently delayed due to congestion of the northern
route into Birmingham New Street, passenger numbers fell. Icknield Port Road
station closed in 1931, and the other stations closed to passengers on 26th
November 1934. The last scheduled passenger train ran on the 3rd June 1950.
However, the line remained opened to freight traffic, reverting to the 'one
engine in steam' principle to serve businesses in Harborne, and the
Mitchells and Butlers' Cape Hill brewery. This traffic also eventually
succumbed to road transport with the line closing completely on 4th November
1963. Part of the route has subsequently been converted into a footpath, the
Harborne Walkway.
* Courtesy of the LNWR Society.

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