Exploring the Legacy of the Queensbury Railway

I first wrote about the Queensbury Tunnel in December 2017. Unfortunately, many of the photos from that original post have since been lost. I recently revisited my archives to recover and repost them. You can find the complete collection on Clickasnap. I've also compiled some of the images into a video, available on my website and YouTube. Please consider subscribing to my channel!

This video takes you on a journey along the historic Queensbury railway line, featuring a blend of modern and vintage images captured from Strines Cutting to the former site of Queensbury Station. All historical images and those taken inside the tunnel that are not my own are used under Creative Commons licenses or are of unknown copyright, with credits provided where possible.

Strines Cutting: A Feat of Engineering

Strines Cutting, a formidable railway cutting, marked the approach to the southern portal of Queensbury Tunnel. Approximately 1,030 feet long and 59 feet deep, it was carved directly through solid rock. An impressive aqueduct once carried the Strines/Ovenden Beck over the railway, and remarkably, this bridge still stands today. However, the ground beneath has since been infilled, transforming its appearance into what now resembles a wall across disused land. The majority of the cutting itself has been filled in, with only a short, often flooded section remaining near the tunnel entrance due to persistent drainage issues.

Queensbury Tunnel: A Challenging Construction

The Queensbury Tunnel was a vital link built by the Great Northern Railway, connecting Holmefield Station in Halifax to Queensbury Station, and extending onward to Bradford and Keighley. Construction began in May 1874 and spanned over three challenging years, finally opening to goods traffic on October 14, 1878. Passenger services commenced later, in December 1879, once Queensbury Station was complete. The final stretch to Keighley, however, took another five years to open due to financial setbacks.

Upon its completion, the tunnel stretched an impressive 7,503 feet, making it the longest on the Great Northern Railway and one of the deepest in the country. Original plans for eight air shafts were revised down to seven, and finally to just five, largely due to significant water ingress – a persistent drainage problem that plagued both the tunnel and the cutting. The deepest completed shaft reached a depth of 379 feet, while shaft number five would have extended to 414 feet had it been finished. Around 700 men toiled on its construction, and tragically, at least 10 are believed to have died, with many more suffering injuries.

Decline and a Hope for Revival

The tunnel remained operational until the 1950s. While passenger numbers declined, freight traffic remained busy until after the Second World War. The substantial maintenance costs of the tunnel and cutting made it an early target for closure during post-war economic austerity, leading to what many now view as a shortsighted decision. Passenger services were withdrawn on May 23, 1955, followed by goods traffic on May 28, 1956. The line through the tunnel was then mothballed until 1963 when the tracks were finally removed.

Today, there's an active campaign to reopen the tunnel as part of a cycleway connecting Bradford with Halifax. This initiative faces opposition from engineers proposing a scheme to abandon and fill the tunnel with concrete. I'm hopeful that the campaigners fighting to save this significant piece of railway heritage will be successful in their efforts. To find out more please take a moment to view the site at http://www.queensburytunnel.org.uk/

Strines / Ovenden Beck Aqueduct. Strines cutting used to run to a depth of approx 59ft beneath where I was stood to take the picture.

The southern portal of Queensbury Tunnel after it had been drained to allow engineers to asses the damage inside. The entrance rocks are what remains of Strines Cutting.

This is what the entrance to Queensbury Tunnel normally looks like.

Taken on the former Queensbury - Thornton - Keighley track bed looking towards the former site of Queensbury Station. Opened in 1879 the station was triangular in shape, when opened being one of only 4 shaped that way in England. The station had connections with Bradford, Halifax, Keighley and beyond. The station was 400ft lower than the town and closed to passengers in 1955, and goods, excursion traffic in 1963, other than track bed nothing of the station now remains.

Clicking any image should open a link in another window to my Colin Green photography store on Zazzle.

Please take a moment to share this post, follow me on social media, and explore my work on Clickasnap and Photo4Me using the links below. Your support means a lot!

All the pictures remain the copyright of Colin Green.

Bescar Lane: A Quiet Glimpse into Railway History

 Nestled in the tranquil Lancashire countryside, Bescar Lane Railway Station offers a fascinating, albeit quiet, glimpse into the evolution of local rail travel. Situated in the charming village of Scarisbrick, approximately seven miles east of the bustling coastal town of Southport, this unassuming stop on the Manchester to Southport Line embodies the essence of a bygone era.

A Modest Halt with a Rich Past

Bescar Lane is undeniably a small station, characterized by its unmanned status and limited facilities. Don't expect car parking, ticketing machines, or even a place to grab a cup of tea – both on the station itself and in the immediate vicinity, amenities are scarce. This simplicity is reflected in its passenger numbers; in the 2016/17 recording period, a mere 3,988 users passed through, averaging out to just 77 passengers per week. In an age of high-speed rail and bustling interchanges, Bescar Lane stands as a quiet anomaly, serving primarily the local community and those seeking a peaceful journey.

Despite its current modest stature, Bescar Lane boasts a history stretching back to April 1855 when it first opened its doors to passengers. Over the decades, like many stations across the network, it has undergone several transformations. A particularly notable change occurred in the early 1990s. Originally, both platforms were positioned opposite each other. However, a few years after this period, the westbound platform was relocated to the other side of the adjacent level crossing. Evidence of this past layout still remains, with the remnants of the original westbound platform visible to the discerning eye.

Adding to its historical charm, Bescar Lane was once served by a signal box positioned alongside the level crossing. This vital piece of railway infrastructure, which once controlled train movements and the crossing gates, was also removed around the time of the platform redevelopment, further simplifying the station's operational footprint.

Capturing a Moment in Time

The accompanying photographs, taken on August 21st, 2018, using a Nikon D3300 SLR camera, beautifully capture the station's understated character. They serve as a visual record of Bescar Lane in recent times, showcasing its rural setting and the quiet solitude that defines it.

Bescar Lane Railway Station might not be a major hub, but its enduring presence tells a compelling story of local transport, adaptation, and the subtle changes that shape our railway heritage. It's a reminder that sometimes, the most interesting journeys begin at the quietest stops.

Clicking any of the images below should open a link in another window to my Colin Green Photography store on Zazzle.

The remains of the goods yard.

Taken from the level crossing the stations disused platform can be seen
overgrown and long since abandoned. When this platform was taken
out of use it was replaced by another at the other side of the level crossing.

Please take a moment to share this post, follow me on social media, and explore my work on Clickasnap and Photo4Me using the links below. Your support means a lot!

All the images remain the copyright of Colin Green.

View my YouTube channel to see more videos like this.