Station road steam

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Bus lane usage can be weird sometimes, so the Traffic Manager mod is useful but not required. It has recently been completely stripped down, however, before which she went to the boiler inspector's workshop for a thorough examination and boiler test.

The Aylesbury and Buckingham Railway had spent most of their limited budget on the construction of the line itself. The silver station road steam copper boiler was initially built and tested in 1992 and I have the Northern Assoc. On 1 April 1871 the section between Quainton Autobus and Wotton was formally opened by the Duke in a brief ceremony. The MR was unhappy with the performance and safety record of the D Class locomotives, and sold them to other railways between 1916 and 1922, replacing them with locomotives. So once the loco has sufficient steam pressure to la the blower the valve would be opened to steam only. Late that evening, a two-coach staff train pulled out of Brill, accompanied by a band bearing a white flag and playing. The tests were generally successful and an order was placed to buy a locomotive from Bagnall for £640 about £55,300 in 2018 which was met on 28 December 1877. Newly built by a very experienced model engineer. In 1933 the Metropolitan Railway was taken into public ownership to become the of the 'sincluding Quainton Road. London 3521 : 316.

NOTE: The content of this website represents the views of the author, which may not be supported by Station Road Steam who manufacture and sell the Stafford Class locomotive. Door to door courier available if required.

Downloadable Content - Any segment of 4 units or more is recommended per bus stop so there is minimal lane blocking vanilla vehicles used as reference. His main love was the early LNWR locomotives.

This article is about the railway station which operated from 1868 to 1963. For the museum now occupying the site, see. Quainton Road railway station was opened in 1868 in under-developed countryside near , in the English county of , 44 miles 71 km from. Built by the , it was the result of pressure from the to route the railway near his home at and to open a railway station at the nearest point to it. He extended it soon afterwards to provide a passenger service to the town of , and the tramway was converted to locomotive operation, known as the. All goods to and from the Brill Tramway passed through Quainton Road, making it relatively heavily used despite its geographical isolation, and traffic increased further when construction began on 's mansion of. The plan of extending the Brill Tramway to Oxford, which would have made Quainton Road a major , was abandoned. Instead, the Aylesbury and Buckingham Railway and the Brill Tramway were absorbed by London's MR , which already operated the line from Aylesbury to London. The MR rebuilt Quainton Road and re-sited it to a more convenient location, allowing through running between the Brill Tramway and the Aylesbury and Buckingham Railway. When the GCR from the north of England opened, Quainton Road became a significant junction at which trains from four directions met, and by far the busiest of the MR's rural stations. In 1933 the Metropolitan Railway was taken into public ownership to become the of the 's , including Quainton Road. The LPTB aimed to move away from freight operations, and saw no way in which the rural parts of the MR could be made into viable passenger routes. In 1935 the Brill Tramway was closed. From 1936 Underground trains were withdrawn north of Aylesbury, leaving the successor to the GCR as the only operator using the station, although Underground services were restored for a short period in the 1940s. In 1963 stopping passenger services were withdrawn but fast passenger trains continued to pass through. In 1966 the line was closed to passenger traffic and local goods trains ceased using the station. The line through the station was singled and used by occasional freight trains only. In 1969 the Quainton Road Society was formed with the aim of preserving the station. In 1971, it absorbed the London Railway Preservation Society, taking over its collection of historic railway equipment. The station was fully restored and reopened as a museum, the. In addition to the original station buildings, the museum has also acquired the former and a London Transport building from , both of which have been reassembled on the site. Although no scheduled trains pass through Quainton Road, the station remains connected to the railway network. Freight trains still use this line, and passenger trains still call at the station for special events at the Buckinghamshire Railway Centre. On 15 June 1839 entrepreneur and former for , , opened the. Built under the direction of , it connected the 's , on the , to in eastern , the first station in the. On 1 October 1863 the opened a branch line from to on the western side of Aylesbury, making Aylesbury the terminus of two small and unconnected branch lines. Meanwhile, to the north of Aylesbury, the was being built by Sir Harry Verney. The scheme consisted of a line running roughly south-west to north-east from Oxford to , and a line running south-east from via , joining roughly halfway along the Oxford—Bletchley line. The first section opened on 1 May 1850, and the rest opened on 20 May 1851. The Buckinghamshire Railway intended to extend the line southwards to connect to its station at Aylesbury, but this extension was not built. Over 40,000 acres 16,000 ha of the family's 55,000-acre 22,000 ha estates, and their London home at , were sold to meet debts, and the family seat of was seized by bailiffs as security and its contents sold. The only property remaining in the control of the Grenville family was the family's relatively small ancestral home of , and its associated lands around in Buckinghamshire. Deeply in debt, the Grenvilles began to look for ways to maximise profits from their remaining farmland around Wotton, and to seek business opportunities in the emerging fields of heavy industry and engineering. Richard Plantagenet Campbell Temple-Nugent-Brydges-Chandos-Grenville, who became the on the death of his grandfather in 1839, was appointed chairman of the LNWR on 27 May 1857. On the death of his father on 29 July 1861 he became the 3rd Duke of Buckingham and Chandos, and resigned from the chairmanship of the LNWR, returning to Wotton House to manage the family's remaining estates. The 2nd Duke used his influence to ensure the new route would run via , near his remaining estates around Wotton, instead of the intended more direct route via. Beset by financial difficulties, the line took over eight years to build, eventually opening on 23 September 1868. The new line was connected to the Wycombe Railway's Aylesbury station, and joined the existing Buckinghamshire Railway lines at the point where the Oxford—Bletchley line and the line to Buckingham already met. Aylesbury now had railways to the east, north and southwest, but no line southeast towards London and the Channel ports. Quainton Road station was built on a curve in the line at the nearest point to the Duke's estates at Wotton. Six miles 10 km northwest of Aylesbury, it was southwest of the small village of Quainton and immediately northwest of the road connecting Quainton to. The railway towards Aylesbury crossed the road via a immediately southeast of the station. The Aylesbury and Buckingham Railway had spent most of their limited budget on the construction of the line itself. Details of the design of the original Quainton Road station are lost, but it is likely that the station had a single timber-covered earth platform and minimal buildings; it was described in 1890 as being extremely primitive. A complex arrangement of sidings, level crossings and a turntable were the only link between the Wotton Tramway and the Aylesbury and Buckingham Railway at Quainton Road. With a railway now running near the boundary of the Wotton House estate at Quainton Road, the 3rd Duke decided to open a small-scale agricultural railway to connect the estate to the railway. The line was intended purely for the transport of construction materials and agricultural produce, and not passengers. The line was to run roughly southwest from Quainton Road to a near Wotton Underwood. Just west of the station at Wotton the line split. One section would run west to near Brill. A short stub called Church Siding would run northwest into the village of Wotton Underwood itself, terminating near the parish church, and a 1 mile 57 chain 1 mile 1,254 yards; 2. Construction began on the line on 8 September 1870. It was built as cheaply as possible, using the cheapest available materials and winding around hills wherever feasible to avoid expensive earthworks. The station platforms were crude earth banks 6 inches 150 mm high, held in place by wooden planks. As the Duke intended that the line be worked by , it was built with to reduce the risk of them tripping. On 1 April 1871 the section between Quainton Road and Wotton was formally opened by the Duke in a brief ceremony. The extension from Wotton to Wood Siding was complete by 17 June 1871; the opening date of the northern branch to Kingswood is not recorded, but it was not yet fully open in February 1873. The London and North Western Railway immediately began to operate a dedicated service from Quainton Road, with three vans per week of milk collected from the Wotton estate shipped to. Passengers were not carried, other than estate employees and people accompanying livestock. As the tramway ran on the east side of the road, opposite the station, the spur line had its own level crossing to reach the main line. In 1871 permission was granted to build a direct connection between the two lines, but it was not built. Expansion of the Wotton Tramway Railways in and around the Aylesbury Vale, 1872. The important town of Aylesbury was served by railways in all directions other than southeast towards London and the Channel ports. Quainton Road was the only connection between the Brill Tramway and the rest of the railway network. In late 1871 the residents of , the former seat of the and the only significant town near Wotton House, petitioned the Duke to extend the route to Brill and to run a passenger service on the line. The new terminus of opened in March 1872. With horses unable to cope with the loads being carried, the Tramway was upgraded for use. The lightly laid track with longitudinal sleepers limited the locomotive weight to a maximum of nine tons, lighter than almost all locomotives then available, so it was not possible to use standard locomotives. Two converted for railway use were bought from at a cost of £398 about £32,600 as of 2018 each. The line was heavily used for the shipment of bricks from the brickworks around Brill, and of cattle and milk from the dairy farms on the Wotton estate. By 1875 the line was carrying around 40,000 gallons 180,000 l; 48,000 US gal of milk each year. Delivery of to the dairy farms and of coal to the area's buildings were also important uses of the line. The line also began to carry large quantities of manure from London to the area's farms, carrying 3,200 tons 3,300 t in 1872. As it was the only physical link between the Tramway and the national railway network, almost all of this traffic passed through Quainton Road station. By the mid-1870s the slow speed of the Aveling and Porter locomotives and their unreliability and inability to handle heavy loads were recognised as major problems for the Tramway. In 1874 bought a 2,700-acre 1,100 ha site near the Tramway's to use as a site for his country mansion of. The Tramway's management recognised that the construction works would lead to a significant increase in the haulage of heavy goods, and that the Aveling and Porter engines would be unable to cope with the increased loads. The newly established engineering firm of wrote to the Duke offering to hire a locomotive to him for trials. The offer was accepted, and on 18 December 1876 the locomotive was delivered. The tests were generally successful and an order was placed to buy a locomotive from Bagnall for £640 about £55,300 in 2018 which was delivered on 28 December 1877. With trains now hauled by the Bagnall locomotive the Kingswood branch generally remained worked by horses, and occasionally by the Aveling and Porter engines , traffic levels soon rose. Milk traffic rose from 40,000 gallons carried in 1875 to 58,000 gallons 260,000 l; 70,000 US gal in 1879, and in 1877 the Tramway carried a total of 20,994 21,331 t of goods. In early 1877 the Tramway was shown on maps for the first time, and from May 1882 Bradshaw included its timetable. Quainton Road station in 2006, showing the platform formerly used by trains to Brill. The building on the platform now houses an exhibition on the Brill Tramway. Although the introduction of the Bagnall locomotives and the traffic generated by the works at Waddesdon Manor had boosted the line's fortunes, it remained in serious financial difficulty. The only connection with the national railway network was by the turntable at Quainton Road. By the mid-1880s the Tramway was finding it difficult to cover the operating expenses of either goods or passenger operations. In 1837 opened, the first railway station connecting London with the industrial heartlands of the West Midlands and Lancashire. Railways were banned by a Parliamentary commission from operating in London itself, and thus the station was built on what was then the northern boundary of the built-up area. Other main line termini soon followed at 1838 , 1840 , 1841 , 1852 and 1868. All were built outside the built-up area, making them inconvenient to reach. Construction began in 1860. On 9 January 1863 the line opened as the MR , the world's first underground passenger railway. The MR was successful and grew steadily, extending its services and acquiring other local railways north and west of London. In 1872 1819—1901 was appointed its Chairman. A director of many railway companies, he had a vision of unifying a string of railways to create a single line from Manchester via London to an intended and on to France. He planned to extend the MR north from London to Aylesbury and the Tramway southwest to Oxford, creating a through route from London to Oxford. Rail services between Oxford and London at this time were poor: although still an extremely roundabout route, this scheme would have formed the shortest route from London to Oxford, Aylesbury, Buckingham and Stratford upon Avon. The Duke of Buckingham was enthusiastic, and authorisation was sought from Parliament. Parliament did not share the enthusiasm of Watkin and the Duke, and in 1875 the Buckinghamshire and Northamptonshire Union Railway Bill was rejected. Watkin did, however, receive consent in 1881 to extend the MR to Aylesbury. The turntable at Quainton Road would be replaced by a junction to the south of the turntable to allow through running of trains. The stretch from Quainton Road to Brill would be straightened and improved to main-line standards, and the little-used stations at Waddesdon Road and Wood Siding would be closed. From Brill, the line would pass in a 1,650-yard 1,510 m tunnel through Muswell Hill to the south of Brill, and on via before crossing from Buckinghamshire into Oxfordshire at , calling at on the outskirts of Oxford and terminating at a station to be built in the back garden of 12 High Street, , near. At 23 miles 37 km the line would have been by far the shortest route between Oxford and Aylesbury, compared with 28 miles 45 km via the GWR , which had absorbed the Wycombe Railway, and 34 miles 55 km via the Aylesbury and Buckingham Railway and the LNWR. The Act of Parliament authorising the scheme received the on 20 August 1883, and the new Oxford, Aylesbury and Metropolitan Junction Railway Company, including the Duke of Buckingham, Ferdinand de Rothschild and Harry Verney among its directors, was created. The scheme caught the attention of the expansionist Metropolitan Railway, who paid for the survey to be conducted. Despite the scheme's powerful backers, the expensive Muswell Hill tunnel deterred investors and the company found it difficult to raise capital. Railways in and around the Aylesbury Vale, 1894. The proposed new route from Aylesbury to Oxford via Brill was significantly shorter than the existing Verney Junction route, and would have made Quainton Road a major interchange. The new company was unable to raise sufficient investment to begin construction of the Oxford extension, and had been given only five years by Parliament to build it. On 7 August 1888, less than two weeks before the authorisation was due to expire, the directors of the Oxford, Aylesbury and Metropolitan Junction Railway Company received the Royal Assent for a revised and much cheaper version. On 26 March 1889 the 3rd Duke of Buckingham and Chandos died, aged 65. On 1 July 1894 the MR extension to Aylesbury was completed, giving the MR a unified route from London to Verney Junction. The MR embarked on a programme of upgrading and rebuilding the stations along the newly acquired line. Construction from Brill to Oxford had not yet begun. Further Acts of Parliament were granted in 1892 and 1894 varying the proposed route slightly and allowing for its electrification, but no work was carried out other than some preliminary surveying. Work began on upgrading the line in preparation for the extension. The line from Quainton Road to Brill was relaid with improved rails on , replacing the original flimsy rails and longitudinal sleepers. At around this time two locomotives were brought into use. The rebuilding of the Tramway greatly improved service speeds, reducing journey times between Quainton Road and Brill to between 35 and 43 minutes. The population of the area had remained low; in 1901 Brill had a population of only 1,206. Passenger traffic remained a relatively insignificant part of the Tramway's business, and in 1898 passenger receipts were only £24 per month about £2,500 in 2018. The road from Quainton now crosses the railway line via an 1896 bridge immediately northwest of the station platforms. The new station was re-sited to the southeast of the road, on the same side as the turntable connection with the Tramway. In 1896 the level crossings around the station were replaced by a road bridge over the railway. The MR made a concerted effort to generate passenger traffic on the line. From 1910 to 1914 operated between and Verney Junction, calling at Quainton Road, and a luxurious hotel was built in the new village of. Although the line had been upgraded in preparation for the Oxford extension and had been authorised as a railway in 1894, construction of the extension had yet to begin. From 1 December 1899, the MR took over all operations on the Tramway. An elderly passenger coach was transferred to the line to replace it, and a section of each platform was raised to accommodate the higher doors of this coach, using earth and old railway sleepers. The MR was unhappy with the performance and safety record of the D Class locomotives, and sold them to other railways between 1916 and 1922, replacing them with locomotives. Railways in and around the Aylesbury Vale, 1910—35. With the opening of the Great Central Railway, railway lines from four different directions met at Quainton Road, but the new routes to the west were reducing the significance of Quainton Road as an interchange. In 1893 another of Edward Watkin's railways, the , had been authorised to build a new 92-mile 148 km line from in south to Quainton Road. Watkin had intended to run services from Manchester and Sheffield via Quainton Road and along the MR to. Following Watkin's retirement in 1894, the Manchester, Sheffield and Lincolnshire Railway obtained permission for a separate station in London near Baker Street at , and the line was renamed the GCR. The new line joined the MR just north of Quainton Road, and opened to passengers on 15 March 1899. Although it served a lightly populated area, the opening of the GCR made Quainton Road an important junction station at which four railway lines met. The number of passengers using the station rose sharply. It had many passengers in comparison to other stations in the area. In 1932, the last year of private operation, the station saw 10,598 passenger journeys, earning a total of £601 about £38,300 in 2018 in passenger receipts. Quainton Road was by far the busiest of the MR's rural passenger stations north of Aylesbury. Verney Junction railway station saw only 943 passenger journeys in the same year, and the five other stations on the Brill Tramway had a combined passenger total of 7,761. Great Western and Great Central Joint Railway Main article: Following Watkin's retirement relations between the GCR and the MR deteriorated badly. The GCR route to London ran over the MR from Quainton Road to London, and to reduce reliance on the hostile MR, GCR General Manager decided to create a link with the Great Western Railway and a route into London that bypassed the MR. In 1899 the began construction of a new line, commonly known as the Alternative Route, to link the GWR at Princes Risborough to the GCR at , about three miles 5 km north of Quainton Road. Although formally an independent company, the new line was operated as a part of the GCR. A substantial part of GCR traffic to and from London was diverted onto the Alternative Route, reducing the significance of Quainton Road as an interchange and damaging the profitability of the MR. The main building of the second Quainton Road station On 1 July 1933 the MR, along with London's other underground railways aside from the short , was taken into public ownership as part of the newly formed LPTB. Despite being 44 miles 71 km from London, Quainton Road became part of the network. By this time, the lines from Quainton Road to Verney Junction and Brill were in severe decline. Competition from the newer lines and from improving road haulage had drawn away much of the Tramway's custom in particular, and Brill trains would often run without a single passenger. He saw the lines beyond Aylesbury via Quainton Road to Brill and Verney Junction as having little future as financially viable passenger routes. The line through the station was reduced to a single track in the 1960s The last scheduled passenger train on the Brill Tramway left Quainton Road in the afternoon of 30 November 1935. Hundreds of people gathered, and a number of members of the Oxford University Railway Society travelled from Oxford in an effort to buy the last ticket. Accompanied by firecrackers and , the train ran to Brill, where the passengers posed for a photograph. Late that evening, a two-coach staff train pulled out of Brill, accompanied by a band bearing a white flag and playing. The train stopped at each station, picking up the staff, documents and valuables from each. At the stroke of midnight, the rails connecting the Tramway to the main line were ceremonially severed. Quainton Road remained open, but with the closure of the Brill Tramway it was no longer a significant junction. It was closed to passengers on 6 July 1936. London Transport passenger services beyond Aylesbury were withdrawn, leaving the former GCR part of the after 1923 as the only passenger services to Quainton Road. LT continued to operate freight services until 6 September 1947, when the Quainton Road—Verney Junction route closed altogether, leaving the former GCR route from Aylesbury via as the only service through Quainton Road. London Transport services were briefly restored in 1943 with the extension of the Metropolitan line's London—Aylesbury service to Quainton Road, but this service was once more withdrawn in 1948. Quainton Road closed to passengers on 4 March 1963 and to goods on 4 July 1966. On 3 September 1966 the GCR line from Aylesbury to Rugby was abandoned, leaving only the stretch from Aylesbury to Calvert, running through the now-closed Quainton Road, open for freight trains. This was reduced to a single track shortly afterwards. The at Quainton Road was abandoned on 13 August 1967, and the connecting to the goods yard were disconnected. The curved Brill platform at Quainton Road. The short stretch of rail from this platform is the only surviving part of the Brill Tramway. While other closed stations on the former MR lines north of Aylesbury were generally demolished or sold, in 1969 the Quainton Railway Society was formed to operate a working museum at the station. On 24 April 1971 the society absorbed the London Railway Preservation Society, taking custody of its collection of historic railway equipment. The station was maintained in working order and used as a bookshop and ticket office, and the sidings—still intact, although disconnected from the railway line in 1967 —were used for locomotive restoration work. The Quainton Railway Society, which operates the station as the , restored the main station building to its 1900 appearance. A smaller building on the former Brill platform, once a shelter for passengers waiting for Brill and down trains, was used first as a store then as a shop for a number of years before its current use to house an exhibit on the history of the Brill Tramway. A former London Transport building from was dismantled and re-erected at Quainton Road to serve as a maintenance shed. From 1984 until 1990, the station briefly came back into passenger use, when special Saturday Christmas shopping services between Aylesbury and were operated by on Saturdays only, and stopped at Quainton Road. From August Bank Holiday 1971 until the 1987 season, and again from August Bank Holiday 2001 the station has had special passenger trains from Aylesbury in connection with events at the Centre - these shuttles now run regularly each Spring and August Bank Holiday weekend. The former Oxford Rewley Road station building following its reconstruction at Quainton Road , the Oxford terminus of Harry Verney's Buckinghamshire Railway and of the , closed to passengers on 1 October 1951 with trains diverted to the former GWR , the current Oxford station. In co-operation with the , Rewley Road was dismantled in 1999, the main station building and part of the platform canopy being moved to Quainton Road for preservation and improved visitor facilities with the main shop and office of the Buckinghamshire Railway Centre, thus maintaining it as a working building. A number of former Ministry of Supply food warehouses in what is now the extended Down Yard have been converted for various uses by the Society, including storage and exhibition of rolling stock. Although the Buckinghamshire Railway Centre's steam trains run on the sidings which were disconnected from the network in 1967, the station still has a working railway line passing through it, used for occasional special passenger trains from Aylesbury in connection with events at the Centre. Regular freight trains are mainly trains from waste transfer depots in Greater London to the former at Calvert. As one of the best-preserved period railway stations in England, Quainton Road is regularly used as a filming location for period drama, and programmes such as , the serial and have been filmed there. As of 2010 the Buckinghamshire Railway Centre are negotiating for a reconnection of the link between their sidings and the main line to allow their locomotives to run to Aylesbury when the line is not in use by freight trains, and to rebuild part of the Brill Tramway between Quainton Road and Waddesdon Road. It was commonly known as the Brill Tramway from 1872 onwards and referred to as such in some official documents such as the agreement establishing the , and as the Metropolitan Railway Brill Branch from 1899 to 1935, but neither of these were official names. Only significant stations and junctions are marked. Lines running out of Oxford other than those which ran through the Aylesbury Vale are not shown. The Snow Hill tunnel now remains the only main-line railway to cross London. As the 3rd Duke had three daughters but no son, the title became. The 1st Duke had also held the title of , which descended through the heirs of his relatives should the male line become extinct. Consequently, on the 3rd Duke's death this title, along with most of the Wotton estate, passed to his nephew who became the 4th Earl. Although Wotton House and the bulk of the estate passed to the Earl, some parts of the Tramway, including the station cottages at Westcott and Brill, were inherited by the 3rd Duke's daughter. The Earl's heir, , bought these properties from Lady Kinloss in 1903. From Quainton Road he was taken to Stowe for the service, and on to the family vault at Wotton. Five carriages provided by the LNWR carried mourners to Church Siding, near Wotton Underwood church. Another carried a company of the , closely associated with the Grenville family and the upkeep of which had helped to bankrupt the 2nd Duke. This division increased in profitability after the opening of the Alternative Route; the housing developments, most of which were near the MR line, increased in value following the reduction in smoke and noise from trains. It was used as a long storage siding between those dates. Prior to the LRPS's absorption by the Quainton Railway Society, its collection was held in government depots at and. Oxford: Oxford University Press. Retrieved 6 November 2017. Oxford Dictionary of National Biography. Oxford: Oxford University Press. Archived from on 30 July 2010. Retrieved 13 September 2010. London 3521 : 316. London 2983 : 1496. London 3308 : 89. The Rise and Fall of the Grenvilles. Manchester: Manchester University Press. London: Paul Holberton Publishing. The Spread of London's Underground. Harrow Weald: Capital Transport. The Metropolitan Line: London's first underground railway. Stroud: The History Press. The Metropolitan Line: An illustrated history. Harrow Weald: Capital Transport. The Wotton Tramway Brill Branch. Blandford: The Oakwood Press. Horncastle, Lincolnshire: Mortons Media Group. Hemel Hempstead: The London Underground Railway Society 13. Lost Railways of the Chilterns. History and Topography of Buckinghamshire. London: Longman, Green, Longman and Roberts. A History of the Metropolitan Railway. Abandoned Stations on London's Underground. London's Disused Underground Stations. Harrow Weald: Capital Transport. London Commuter Lines: Main lines north of the Thames. A history of the capital's suburban railways in the BR era, 1948—95. No Need to Ask!. Harrow Weald: Capital Transport. A History of the Metropolitan Railway. A History of the Metropolitan Railway.