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.

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The Queensbury Tunnel: A Victorian Titan's Struggle – Floods, Flaws, and a Fight for Future Life

Imagine a world powered by steam, where the roar of locomotives echoed through the Pennine hills, connecting bustling industrial towns. At the heart of this network lay the Queensbury Tunnel, a 2,287-meter (1.42-mile) subterranean artery, a testament to Victorian ambition and, tragically, a catalogue of engineering woes. This isn't just a disused railway tunnel; it's a saga etched in brick and water, a story of grand aspirations and the relentless forces of nature.

A Herculean Undertaking: The Tunnel's Birth Pangs

The story begins in 1874, a time of feverish railway expansion. The ambition was clear: to link Queensbury, perched high on the hills, with Holmfield, Halifax, and the wider industrial heartland of Bradford and Keighley. Construction was a monumental task, a relentless assault on the rugged terrain. For four long years, miners toiled, blasting and excavating, battling the stubborn bedrock.

July 1878 marked the official completion, a moment of triumph. Yet, even in its infancy, the tunnel harboured hidden flaws. While goods trains began their journeys in October, passenger services were delayed until December, a testament to lingering concerns about the quality of the work. The tunnel was deemed incomplete, a shadow of doubt cast over its structural integrity.

A Legacy of Flaws: The Tunnel's Troubled Life

The Queensbury Tunnel's operational history was a constant battle against its inherent weaknesses. Poor workmanship, a recurring theme in Victorian engineering projects, began to reveal itself. Cracks appeared in the arch and sidewalls, symptoms of shoddy construction. Subsidence, the gradual sinking of the ground, further exacerbated the problems. But the most relentless adversary was water.

Water ingress was a constant plague, seeping through the porous brickwork, weakening the structure. The Pennine hills, known for their abundant rainfall, proved an unrelenting source of moisture. The very landscape that the tunnel traversed became its greatest enemy.

And then, a critical blow. The infilling of the Strines cutting at the Halifax end, a seemingly innocuous act, transformed the tunnel into a giant, subterranean reservoir. The southern portal, once a gateway, became a floodgate. Water now surged into the tunnel, sometimes reaching halfway along its length, a chilling testament to the forces at play. This constant inundation accelerated the tunnel’s decay, turning it into a watery tomb.

The Department for Transport’s Decision and the Counter-Campaign

Today, the Department for Transport, the tunnel's current owner, views this waterlogged relic as a liability. The proposed infilling, the permanent sealing of the tunnel, is presented as a necessary measure to ensure public safety. Yet, this decision has ignited a passionate resistance.

The Queensbury Tunnel Society, a determined group of campaigners, sees a different future. They envision a vibrant cycling and walking route, a transformative asset for the community. They argue that the tunnel, despite its flaws, can be restored and repurposed.

Their vision is compelling: a lit, well-maintained tunnel, a safe and accessible path connecting communities. They point to the economic benefits, the health and wellbeing improvements, and the preservation of a vital piece of industrial heritage.

The Technical Challenges and the Spirit of Resilience

The challenges are undeniable. Restoring a waterlogged, structurally compromised tunnel is a daunting task. But the campaigners argue that with modern engineering techniques and a commitment to preservation, it can be done. They point to successful restoration projects elsewhere, proving that even the most challenging structures can be given a new lease on life.

The story of the Queensbury Tunnel is more than just a tale of bricks and mortar. It's a story of human ambition, the relentless forces of nature, and the enduring spirit of resilience. It's a story that asks us: what do we value? Do we abandon our past, or do we find ways to repurpose it for the future?

The pictures were taken with a Polaroid is2132 bridge camera on the 28th December 2014. Clicking any image below should open a link in another window to my Colin Green Photography store on Zazzle.

Brow Lane Bridge, used to carry the railway down from Queensbury in the direction of Keighley.

The gated northern Queensbury Tunnel portal.

Former trackbed looking towards the site of what was once Queensbury Railway Station.

The flooded southern portal and remains of Strines Cutting.

This former aqueduct used to carry Strines Beck over Strines cutting which ran approx 59ft below the beck. It now forms part of a flooded pool in the now infilled Strines Cutting.

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