Category Archives: Waterways & Railways of the East Midlands

The most perfect of all station houses 3

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Wingfield Station, South Wingfield, Derbyshire (2023)
Wingfield Station, South Wingfield, Derbyshire (2023)

One summer’s evening in 1965 I caught a train from Wingfield Station to my home in Belper.  I’d no idea of the timetable and I was lucky that a steam-hauled passenger train showed up promptly.  It’s a long walk from South Wingfield to Belper.

The station closed to passengers in 1967, and by the time I photographed it in 1976 it looked distinctly neglected.  A succession of private owners allowed it to become a wreck until the South Wingfield Local History Group successfully campaigned to lift its listing from Grade II to Grade II* in 2015, and prompted Amber Valley Borough Council and the Derbyshire Historic Buildings Trust (DHBT) to plan a thorough, practical restoration.

I visited the site in 2021 when work was about to begin, and returned in late October 2023 when the Trust ran a series of public events to celebrate the completion of their work. 

The result is impressive:  the building is at last not only weatherproof and structurally sound but restored to the highest standard – a remarkable achievement on a site that stands a few feet from a busy main-line railway.

The new lessees will be grateful for the underfloor heating beneath the stone flagstones.  Visitors will be fascinated by the detailed recreation of the ladies’ waiting room based on the discovery and salvage of original wallpaper. 

When the building begins to earn its keep as office accommodation, public visits will be arranged six times a year.

The DHBT website points out that “Whilst Wingfield Station is not the earliest pioneer railway station to survive, it is one of the least altered surviving examples worldwide”. 

As such it has national and international significance, and local volunteers and historians are building a significant resource that will be useful to online visitors:  Our Project | dhbt-live (derbyshirehistoricbuildingstrust.org.uk).

Exciting new discoveries about the context of the station in the development of travel, coal-mining and the growth of neighbouring towns and villages and personal stories of people who worked there are already uploaded and the site has considerable potential for further development.

Already the website offers – as far as I know for the first time – images of all of Francis Thompson’s stations for the North Midland Railway at the end of the 1830s, drawn by Samuel Russell.

Without the DHBT and its partners, on the ground and online, almost all of Francis Thompson’s work for the North Midland Railway would have disappeared, and the talent of a young, pioneering architect of the early railway age could not be fully appreciated.

Derby Roundhouse

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Derby Roundhouse

While the architect Francis Thompson was designing the Trijunct Station in Derby and all the other stations up the North Midland line to Normanton in the late 1830s, the engineer Robert Stephenson was laying out repair and storage facilities alongside.

This was the beginning of the “Works”, where locomotives were built and maintained, and the “Carriage & Wagon Works” (1873-76) on Litchurch Lane, a complex of which vestiges survive under the aegis of the rolling-stock manufacturer Bombardier Transportation.

The singular monument of the Works is the Derby Roundhouse, a sixteen-sided locomotive shed built around a turntable within a prestige building by Francis Thompson.  (There were other roundhouse buildings at the Works, all now demolished.)

Francis Whishaw, in The Railways of Great Britain and Ireland practically described and illustrated (2nd ed, 1840), gave this description:

The engine-house is a polygon of sixteen sides, and 190 feet in diameter, lighted from a dome-shaped roof, of the height of 50 feet.  It contains sixteen lines of rails, radiating from a single turn-table in the centre:  the engines, on their arrival, are taken in there, placed upon the turn-table, and wheeled into any stall that may be vacant.  Each of the sixteen stalls will hold two, or perhaps more, engines.

This innovative structure served its original purpose past the age of steam, but eventually became derelict and was threatened with demolition until Derby City Council acquired it in 1994.  Its Grade II listing dating from 1977 didn’t reflect its importance as the oldest surviving locomotive roundhouse in Britain.  It was subsequently regraded to Grade II*.

Maber Architects skilfully refurbished the Roundhouse as part of a flagship campus for Derby College, preserving the track layout, the elegant supporting columns and the complex roof structure. 

Opened in 2009, it now forms a well-used facility for students and conferences, referencing the significance of the rail industry in Derby’s nineteenth- and twentieth-century growth.

The earliest locomotive roundhouse is thought to have been at Curzon Street, Birmingham, dated 1837;  the better-known Camden Roundhouse in north London dates from 1847.  The Barrow Hill Roundhouse (1870), north of Chesterfield, continues to function as a heritage operation where locomotives and rolling stock are stored and repaired.

Trijunct Station

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Derby Midland Station (1978)
Derby Station (2016)

Derby railway station’s three-way junction forms a hinge in the national railway network, not as extensive or complex as Crewe or York, but pivotal on the north-east/south-west axis and the route from South Yorkshire to London.

The railway came to Derby because the town was chosen as the meeting point of three independent railways, the Midland Counties Railway between Derby, Nottingham, Leicester and Rugby (opened June 4th 1839), the Birmingham & Derby Junction Railway (opened August 12th 1839) and the North Midland Railway between Derby, Chesterfield, Rotherham and Normanton (opened May 11th 1840).

Passenger services for these three companies were provided at the Trijunct Station (1839-41), owned by the North Midland, at Litchurch, just outside the Derby boundary, because the only available nearer site for a single station, at the Holmes, was prone to flooding and would have required a more complicated track layout.

In 1844 the three companies amalgamated to form the Midland Railway, which grew to become an important main-line railway with services to London, Manchester and Carlisle.

The original joint station had a single platform, 1,050 feet long, with terminal bays for trains to Birmingham southwards and for the Midland Counties trains that departed northwards and headed east towards Spondon. 

The equally long Italianate station building was designed by the North Midland Railway architect, Francis Thompson (1808-1895), behind which was a cast-iron train shed by Robert Stephenson (1803-1859). 

Both of these structures are long gone.  An island platform was installed in 1858, along with further offices and a porte-cochère on the street frontage, designed by the Midland Railway architect, John Holloway Sanders (1825-1884).  A second island platform, with a footbridge, followed in 1881.  The front buildings were largely replaced by Sanders’ successor, Charles Trubshaw (1840-1917) c1892.

Following extensive bomb damage in January 1941 which destroyed the train shed and the buildings on Platform 6, all three sets of platform buildings, together with the footbridge and main signal box, were replaced in 1952-54.

The signal box was decommissioned in 1969 when a modern power box was constructed south of the station, and the Victorian front buildings were demolished, despite objections from conservationists, in 1985. 

All that remains of these buildings is the clock and the carved coat of arms of the borough of Derby from the porte-cochère, incongruously located in the station car park.

The replacement building in red brick is uninspiring.  Behind it, the 1950s concrete was found to be weakening.  The concrete footbridge was replaced in 2005, and new platform buildings followed in 2007-2009.  An additional platform was added during 2018 along with comprehensive remodelling of track and signalling to improve freight and passenger flows and to future-proof the station for decades to come.

Peter Stanton, describing the complex construction and engineering that took place over seventy-nine days of service disruption in Rail Engineer (November 15th 2018), remarked that there was “very little heritage to concern designers who could have a free reign to produce the most modern facilities”. 

The original Trijunct Station has been remodelled so frequently – 1858, 1881, 1892, 1952-54, 2005, 2007-09, apart from being bombed in 1941 – that it’s now a 21st-century passenger station. 

But the modern trains gliding in and out of Derby follow the same tracks and routes as the early steam locos that trundled into the Trijunct Station in 1839-40.

Forty Bridges

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Great Northern Railway Pinxton Branch: Giltbrook Viaduct (1973)

One of the highlights of my freelance history lecturing work is speaking to the Kimberley Historical Society, north of Nottingham, where I’m made welcome and feel I know many of the members after repeated visits.

Almost invariably, my lecture is introduced by the chairman, Roy Plumb, and a few years ago I looked forward to visiting as a guest to sit back and listen to Roy lecture on the railways of Kimberley and the neighbouring settlement of Awsworth.

It didn’t work out because of a mix-up of dates, but I eventually caught up with Roy’s presentation when he spoke to the Friends of Bennerley Viaduct at the Hogs Head Pub and Restaurant at Awsworth on January 31st this year.

Roy continues to use a Carousel projector to show his slides, and achieves a clarity and precision that rivals digital projection.  He also has a steady hand with a laser pointer – a skill which I lack – and his account of the growth and decline of the local railways from 1797 until the early 1960s was masterly.

Two rival railway companies served the area between the Erewash and Leen valleys, the Midland and the Great Northern, bitter rivals trying to grab the coal trade from each other.  The Great Northern’s ambitious Derbyshire & Staffordshire Extension opened in 1878, running to Derby Friargate and beyond and with a branch up the Erewash Valley to Pinxton, and the Midland’s Bulwell-Bennerley Branch began working freight trains a year later.

Both lines entailed heavy civil engineering.  The Great Northern built the now-celebrated Bennerley Viaduct, which survived because its wrought-iron construction made demolition uneconomic in the 1970s.

At Awsworth Junction, where the Pinxton branch diverged from the Great Northern main line, the Giltbrook Viaduct curved across a road, two Midland Railway lines and the Greasley Arm of the Nottingham Canal.  Almost a third of a mile long, it was known locally as the Forty Bridges, though there were in fact forty-three arches,

Two arches, 8 and 23, were occupied by four-storey dwellings, which were used by construction workers and later served as an air-raid shelter for Awsworth schoolchildren during the First World War.  Their chimney pots graced the viaduct’s parapet.

This magnificent sinuous structure has disappeared because unlike the Bennerley Viaduct its brick-arch construction made it practical to demolish.  It was taken down in 1973, and much of the trackbed of the Pinxton Branch as far as Eastwood became the A610 trunk road.  Local people of a certain age still bemoan the loss of a magnificent landmark;  younger people haven’t a clue it ever existed.

If I’ve read the 1899-1900 25-inch Ordnance Survey sheet correctly, the Hogs Head pub stands on or near the site of Gilt Briggs Farm, which was surrounded by a cat’s cradle of railway lines.

Stepping out into the night at the end of Roy’s talk, it was possible to sense the ghosts of great embankments and bridges, and the clatter of goods trains in the night, trundling across the arches sixty feet above ground level.

The National Library of Scotland website provides an overlay of historic Ordnance Survey maps against modern satellite imagery:  Explore georeferenced maps – Map images – National Library of Scotland (nls.uk).  If necessary key the name ‘Awsworth’ into the search panel.

Bennerley benefactors

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Bennerley Viaduct, Nottinghamshire/Derbyshire (2022)

On January 14th 2022, fifty-four years after the last train crossed Bennerley Viaduct, the “Iron Giant” reopened, providing public access to magnificent views across the Erewash Valley on the Nottinghamshire/Derbyshire border.

This remarkable structure, built to cope with the likelihood of subsidence in a heavily mined coalfield has survived because of three lucky circumstances.

Its wrought-iron construction made demolition inordinately expensive;  the demise of most similar viaducts ensured its listing at Grade II* and, most important of all, its location near to the Derbyshire town of Ilkeston meant that local people held it in their hearts.

The novelist D H Lawrence (1885-1930), born in nearby Eastwood, mentions it repeatedly in Sons and Lovers and The Rainbow.  For local youths, clambering in the girders as the trains rumbled overhead was an adolescent rite of passage.  Its distinctive shape told local travellers they were nearly home.

After the railway closed the viaduct survived a succession of vicissitudes until Sustrans, the charity which oversees the National Cycle Network, devised a scheme to fund its renovation.

When Sustrans backed away from the project in 2018, the Friends of Bennerley Viaduct worked with Railway Paths Ltd, the owner of the viaduct, to find the means to make it accessible as a community asset. 

I visited the viaduct within a week of its opening with my mate Richard, who often rides shotgun on my history explorations.

We took a train to Ilkeston Station, from where it’s an easy walk up the Erewash Canal towpath to cross the viaduct by a newly-constructed ramp at the west end and steps at the east, returning by the Nottingham Canal towpath to the station.

There must have been at least fifty people on the deck on a cold January midday, enjoying the new experience and full of curiosity.

The Friends of Bennerley Viaduct have brought long-term benefits to local people, dog-walkers, joggers and cyclists, bird-watchers and nature lovers, as well as rail enthusiasts and industrial archaeologists.

The restoration cost of £1.7 million was met in part by railway heritage organisations (the Railway Heritage Trust, Railway Paths and Railway Ramblers), national heritage organisations (Historic England and the National Lottery Heritage Fund) and the local authority, Broxtowe Borough Council.

Richard was intrigued by the sheer variety of other charities that had contributed to the restoration, and back home he researched the less obvious ones:

© Richard Miles

  • the Charles Hayward Foundation, set up in 1961 by Sir Charles Hayward (1892-1983), a Midlands-based businessman whose engineering company Electrical & General Industrial Trusts Ltd eventually became part of the Firth Cleveland group
  • the World Monuments Fund, a New York-based non-profit organisation founded in 1965 to preserve architectural and cultural heritage sites around the world
  • the Headley Trust, a division of the Sainsbury Family Trust, which makes awards to projects both in the UK and overseas supporting causes from arts and heritage to education, health and social welfare and overseas development
  • the Pilgrim Trust, established in the UK in 1930 by an American philanthropist Edward (‘Ned’) Harkness (1874-1940), son of one of the founders of Standard Oil, and dedicated to the UK’s “most urgent needs” and for “protecting its future well-being”
  • the H B Allen Charitable Trust, founded in 1987 by Miss Heather Barbara ‘Mickie’ Allen (d 2005), a descendant of James Burrough, the founder of Beefeater Gin
  • the Sylvia Waddilove Foundation UK, a trust bequeathed by the Bradford-born textile heiress Miss Sylvia Waddilove (1911-2001) which provides grants for a variety of causes, including the preservation of buildings of architectural or historical significance

I admire the Friends of Bennerley Viaduct for three particular reasons:  they are clearly rooted in an energetic local community;  they manage mainstream and social media extremely well, and – as Richard discovered – they are adept at finding financial support from eclectic sources.

The result is, as the Friends’ spokesman Kieron Lee told the BBC, that there are Bennerley Viaduct supporters as far away as Australia, Canada and Hawaii:  Bennerley Viaduct reopens to public after £1.7m repairs – BBC News.

No-one much under seventy can now remember travelling in a train over Bennerley Viaduct, but there is footage of a journey from Derby Friargate to Nottingham Victoria shortly before the passenger service ended on September 7th 1964:  A short film of the Friargate Line – YouTube.

Additional research by Richard Miles

Nottingham London Road Low Level

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Former Great Northern Railway: Nottingham London Road Low Level Station

Former Great Northern Railway: Nottingham London Road Low Level Station

Britain’s railways are notoriously ill-organised, thanks to the Major government’s privatisation process of 1994-97, in which operating companies hired trains from rolling-stock companies and ran them on track owned by a nationalised entity.  (Sir John Major himself suggested simply reviving the “Big Four” grouping of 1922, which on reflection doesn’t seem such a bad idea compared with what we’re now stuck with.)

The early railway builders quickly dismissed the idea of having independent operators running on railway lines, like the eighteenth-century turnpikes, and Gladstone’s Railway Regulation Act of 1844 provided for the possibility of nationalising the railway system even as it was being built.

But the Victorians put their faith in competition, and Britain’s railways grew willy-nilly, leading to a confusion as profound as the 21st-century British rail system.

This is evident in Nottingham, where throughout the nineteenth century two competing railway companies, the Midland and the Great Northern, ran from separate stations a short distance away from each other, on Station Street and London Road respectively.

In 1879, under the auspices of the ponderously named Great Northern & London & North Western Joint Railway, a third company, the London & North Western Railway, began running passenger services into London Road Station and delivering goods to a purpose-built station at Sneinton.

Then in 1900, a fourth company, the Great Central, built the magnificent Victoria Station, which it shared with the Great Northern, in a cutting in the centre of town.

The Great Northern built a duplicate London Road station, which they named High Level, to distinguish it from their original station, latterly Low Level, which the L&NWR continued to use for their services to Market Harborough via Saxondale Junction, Bottesford and Melton Mowbray.

This absurdity continued until 1944, when the former L&NWR trains were diverted into Nottingham Midland and the Low Level station became a goods depot.

Much of this has since been swept away.  There is now only one station in Nottingham, the former Midland, though it serves trains run by three separate modern operating companies.  The lines into Low Level were taken up in the 1970s, and after a fire in 1996 Thomas Chambers Hine’s imposing 1857 building was restored and refurbished as a health club.

But it’s a mistake to think that the way we run British railways in the 21st century is any more bizarre than the travellers’ chaos that the Victorians created.

The 60-page, A4 handbook for the 2018 ‘Waterways and Railways of the East Midlands’ tour, with text, photographs, maps and a reading list, is available for purchase, price £15.00 including postage and packing.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

The East to West

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Former Lancashire, Derbyshire & East Coast Railway: Fledborough Viaduct

Former Lancashire, Derbyshire & East Coast Railway: Fledborough Viaduct

Of all the grandiose railway schemes proposed in Britain in the nineteenth century, few match the audacity of the Lancashire, Derbyshire & East Coast Railway.

Its original Act of 1891 authorised a 170-mile line from Warrington in Lancashire to Sutton-on-Sea in Lincolnshire, together with extensive docks at each terminus, crossing the paths of every major main line to the North in the hope of carrying substantial traffic east and west from new collieries opening on the concealed coalfield in east Nottinghamshire.

In fact, only the section between Chesterfield and Lincoln was built.  It opened in 1897, along with a branch to Sheffield in 1900.  It was sold to the Great Central Railway in 1907 without ever paying a dividend.

Driven by Derbyshire and Nottinghamshire coal-owners’ desire to exploit their untapped mineral resources, it would have involved audacious engineering over the Peak District, including a three-hundred-foot viaduct topping the existing sixty-three-foot viaduct at Monsal Dale.

Most of what was built has disappeared – the main station at Chesterfield Market Place, the sixty-three-foot high viaduct at Horn’s Bridge on the outskirts of Chesterfield, which crossed two rivers, two roads and two railway lines within a couple of hundred yards, and the notoriously unstable 2,642-yard Bolsover Tunnel.

The line west of Langwith Junction closed in 1951 when Bolsover Tunnel became impassable, and passenger services on the remaining section ended in 1955.  Freight traffic over parts of the route continued until 2015.

The only part of the line still in use is now Network Rail’s High Marnham Test Track, reopened in 2009 between Thoresby Colliery Junction and Dukeries Junction.  Beyond that, almost all the way to the end of the LD&ECR at Pyewipe Junction, the trackbed is now part of the National Cycle Network.

And on that stretch is the only surviving substantial engineering monument of this bravura piece of railway building – Fledborough Viaduct, 59 brick arches and four girder spans, in total just over half a mile long, crossing the River Trent and its wide flood plain at no great height.

There had to be a viaduct at this point because of the Trent’s propensity to flood.  An embankment would have acted as a dam and caused serious flooding upstream.

On the west bank of the Trent High Marnham Power Station opened in 1962 and the railway supplied it with coal until a derailment in 1980 led to a temporary closure that became permanent.

The power station in turn closed in 2003 and was finally demolished in 2012.

The cycle trail is the best way to appreciate the scale of Fledborough Viaduct, which is difficult to see from any public road.

The best view of the Viaduct is from the river path at High Marnham, where the Brownlow Arms [https://www.thebrownlowarms.co.uk] marks the existence of a now-vanished ferry.

The 60-page, A4 handbook for the 2018 ‘Waterways and Railways of the East Midlands’ tour, with text, photographs, maps and a reading list, is available for purchase, price £15.00 including postage and packing.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

Waterways to West Stockwith

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Chesterfield Canal: West Stockwith

Chesterfield Canal: West Stockwith

Nottinghamshire is a surprisingly large county.  It’s difficult to imagine, strolling in the East Midlands countryside that surrounds the city of Nottingham in the south, that the north-eastern corner is fenland, and feels like Lincolnshire.

The eastern boundary with Lincolnshire is the River Trent, always an important transport artery and notoriously unreliable in drought and flood.

Up to the late eighteenth century the hinterland of western Nottinghamshire, south Yorkshire and Derbyshire was badly served by roads and waterways.  Sheffield’s cutlery had to be carted by road as far as the River Don at Rotherham from 1740 and at Tinsley from 1751.  Chesterfield’s trade, including coal, iron and Derbyshire lead, had to be taken by road to Bawtry to join the nominally navigable River Idle, which joins the Trent at West Stockwith.

When a canal was proposed from Chesterfield to the Trent in the late 1760s, there were alternative proposed routes – to the Idle at Bawtry, to the Trent at Gainsborough or via Retford entering the Trent downstream of Gainsborough at West Stockwith.

The cheapest alternative – a 46-mile canal from Chesterfield to West Stockwith, recommended by James Brindley, was built.

Bawtry was cut out of the waterway traffic, but continued to prosper as a staging post on the Great North Road.  The River Idle practically ceased to be a commercial waterway, though navigation remained technically possible.

Retford gained greater importance because it was situated on both the Chesterfield Canal and the Great North Road.

West Stockwith is a quiet little place, out of the way for road-travellers, but still significant if you travel by boat.  It’s possible to walk in less than ten minutes between the canal and the River Idle, which has long been unnavigable, its tendency to flood moderated by a huge floodgate.

The canal wharf is now a marina and the original tollhouse of 1789 still overlooks the lock that leads down to the tidal Trent.

Of the eleven pubs that served this once thriving little port only two now operate.  One, the warm and welcoming White Hart [http://www.whiws.co.uk], has its own brewery:  http://www.theidlebrewery.co.uk.

The 60-page, A4 handbook for the 2018 ‘Waterways and Railways of the East Midlands’ tour, with text, photographs, maps and a reading list contains a section on the Chesterfield Canal and is available for purchase, price £15.00 including postage and packing.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

Georgian transport hub

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White Swan Hotel, Drakeholes, Nottinghamshire (2018)

White Swan Hotel, Drakeholes, Nottinghamshire (2018)

Chesterfield Canal: Drakeholes Tunnel

Chesterfield Canal: Drakeholes Tunnel

When my navigator Richard directed me to Drakeholes to photograph the tunnel on the Chesterfield Canal the first thing we saw was not the canal but a very large, very Gothick, very derelict building which turned out to be the former White Swan Hotel.

This marks a major transport interchange from the days when everything that moved along roads and canals was propelled by muscle power.

It sits where the junction of four roads, where the old Roman road between Bawtry and the Trent ferry at Littleborough crosses the road from Blyth to Gainsborough.  Here it coincides with the canal, which burrows under the road in a 154-yard-long tunnel as it turns north on its way to its terminus at West Stockwith.

Almost opposite the White Swan is a pair of lodges, beautifully restored after years of dereliction, flanking what used to be the gateway to Wiseton Hall.  The pair was in fact a single dwelling, one lodge for living, the other for sleeping.

It forms only part of the work of Jonathan Acklom, local landowner and the instigator of the Wiseton Enclosure in 1763, who marked the “surrounding eminences” with elegant farms, such as Pusto Hill Farm and Blaco Hill Farm, described by the late-eighteenth historian John Throsby as “ornaments to the domain,…highly creditable to the taste of the owner”.

At the time that Jonathan Acklom rebuilt his family seat at Wiseton Hall in 1771 the Chesterfield Canal was under construction.  He stipulated that it should not approach his estate nearer than two hundred yards.

He built the White Swan to serve traffic coming along the roads to reach the canal company’s wharf at the southern end of the short tunnel, which opened in 1776.

Drakeholes was the Georgian equivalent of a modern transport interchange, and it was all created within a decade.

Though the Hall has gone, replaced by a smaller neo-Georgian house in 1962, its stables survive opposite the old gateway, along with the newer avenue which crosses the canal by the ornate Lady’s Bridge, otherwise known from its decayed carving as Man’s Face Bridge.

The modern Wiseton Hall is strictly private.

For background information on the Georgian Wiseton Hall see http://www.nottshistory.org.uk/Jacks1881/wiseton.htm and http://landedfamilies.blogspot.com/2013/03/14-acklom-of-wiseton-hall.html.

The 60-page, A4 handbook for the 2018 ‘Waterways and Railways of the East Midlands’ tour, with text, photographs, maps and a reading list contains a section on the Chesterfield Canal and is available for purchase, price £15.00 including postage and packing.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.

Nottingham’s missing underground railway

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Mansfield Road Tunnel, south portal, former Nottingham Victoria Station (1984)

My Nottingham friend Stewart alerted me to a BBC News item about “Nottingham’s ‘secret’ railway tunnel”:  https://www.bbc.co.uk/news/av/uk-england-nottinghamshire-45902996/inside-nottingham-s-secret-railway-tunnel.

The “secret” tunnel is accessible – if you have the key to the right door – from the basement of Nottingham’s Victoria Centre, which is built on the site of the old Victoria Station, opened in 1900, closed in 1967 and quickly demolished.

This was Weekday Cross Tunnel (418 yards), stretching from the south end of the former Victoria Station towards Weekday Cross Junction, where nowadays the NET tram leaves its viaduct to run along the street towards the Lace Market.  The tunnel was used to carry pipework for the Victoria Centre’s heating system, and the track-bed to the south was later blocked by the Centre for Contemporary Art Nottingham art gallery, now Nottingham Contemporary (opened 2009).

In fact, the BBC’s “secret” tunnel isn’t even half of the story.

Beyond the Victoria Station site, the railway line headed northwards into Mansfield Road Tunnel (1,189 yards) which runs almost directly beneath Mansfield Road, emerging eventually just past the road-junction with Gregory Boulevard:  https://www.28dayslater.co.uk/threads/mansfield-road-tunnel-nottingham-may13.80919.

Here in an open cutting stood Carrington Station [http://www.disused-stations.org.uk/c/carrington/index.shtml], opened in 1899 and closed as early as 1928, a commuter station that stood no chance against the competition of Nottingham’s trams.

Carrington Station cutting has been completely filled in and built over as part of an Open University campus, and the street-level building, for years occupied by Alldogs Poodle Parlour, has gone.

North of Carrington Station the railway ran into Sherwood Rise Tunnel (665 yards) [https://www.geograph.org.uk/photo/2388076] which is blocked by further landfill at the north portal.

Until the mid-1960s these three tunnels, all of which remain intact, were a practical direct route under Nottingham city-centre.

When Victoria Station was demolished there was apparently talk of leaving a right of way beneath the shopping centre, but in the event the basement car-park was built the full width of the station’s footprint.  (It was not unknown for 1960s/1970s shopping centres to include provision for underground rail transport [https://www.mikehigginbottominterestingtimes.co.uk/?p=2274]).

The blocking of the railway track-bed at three locations, successively in the 1960s, late 1980s and late 2000s, means that a direct route, wide and high enough for a double-track railway and therefore feasible as a light railway if not a roadway, lies utterly unusable beneath the congested streets.

At the time of the Beeching cuts, planners and railway managers clearly believed that the Victorian infrastructure they inherited would never be needed again.

It’s a matter of opinion whether this amounted to naivety, stupidity or arrogance.

They left future generations a legacy across Britain of miles of derelict strips of land that could have been adapted to transport uses undreamed of in the 1960s, if snippets hadn’t been handed over for buildings that could easily have been located elsewhere.

The 60-page, A4 handbook for the 2018 ‘Waterways and Railways of the East Midlands’ tour, with text, photographs, maps and a reading list, is available for purchase, price £15.00 including postage and packing.  To order a copy, please click here or, if you prefer, send a cheque, payable to Mike Higginbottom, to 63 Vivian Road, Sheffield, S5 6WJ.