1445:
the train at the ends of journeys, the engine could propel (push) the coach, and special apparatus enabled the driver to control the locomotive from a driving compartment in the coach. The arrangement is often referred to as "pull-and-push" or sometimes "push-and-pull". Maggs states that motor trains were introduced in 1906 and were superseded by auto-trains, implying a change to the different type. However, Karau and Turner give (page 216) locomotive allocations at
Watlington for the period, and none of the integrated railmotor type is shown. On page 43, they say "We have not discovered any evidence that steam railmotors were used on the line... Nor is there any evidence that auto-working was employed. Auto-trailers were simply provided to serve new low-level halts ." Power-operated retractable steps were provided to enable passengers to board and alight at low platforms at places with minimal facilities; halts with rail level platforms were opened at Lewknor, Kingston Level Crossing and Bledlow Bridge.
1277:(GCR) jointly building a new main line northward from Princes Risborough, as well as improving the former Wycombe Railway line south of that place. This became the Great Western and Great Central Joint Railway, which took over the line between Wycombe and Princes Risborough on 1 August 1899. As well as building northwards, a contract for doubling the Wycombe line and rebuilding Princes Risborough station was awarded to a contractor on 24 July 1902. The joint line was fully opened on 20 November 1905, bringing considerably more passenger trains to Princes Risborough station, which was much enlarged as part of the work. The Aylesbury branch was transferred to the Joint Company, but the Watlington line and the Thame and Oxford line remained wholly with the GWR.
29:
1312:
1354:
open for goods and parcels, but the line beyond
Chinnor closed completely after the last train on 30 December 1960. The public goods facility at Chinnor closed on 10 October 1966, and only the private siding traffic to the cement works continued after that; the branch was operated as a "long siding". Chinnor lime works had started production in 1908 and from 1963 the plant was run by Rugby Portland Cement Co Ltd. The last revenue earning rail journey occurred on 20 December 1989. The lime works ceased operation in 2000.
1238:
774:
292:
557:
1211:; the price was £900. This was money the Company did not have, and the locomotive and some rolling stock were acquired by a nominally independent company, the Watlington Rolling Stock Company, formed in 1875. The penniless Watlington Railway was its only customer, so it is difficult to see how it could survive. (The locomotive was extremely unsuitable for use on the line quite apart from its poor mechanical condition, and a second engine was later procured.)
752:
300:
318:
257:
815:
642:
626:
605:
310:
1281:
1146:
730:
634:
598:
793:
708:
686:
664:
423:
326:
264:
227:
535:
494:
475:
453:
576:
513:
416:
394:
387:
365:
358:
1110:
the Board of Trade to visit to make an inspection, in order to obtain the necessary approval for opening for passenger traffic. At that time the GWR had not formed the junction at the point of convergence of the
Watlington line, nor the second single track. The Watlington line evidently terminated without a junction or station. As well as finding a number of detail matters unsatisfactory, Rich reported
1225:
The way out seemed to be to persuade the Great
Western Railway to take the line on, and Thomas Taylor wrote to the GWR Chairman on 24 April 1875, offering to lease the line to the GWR for £600 a year "in liquidation of the amount now owing by our company". Taylor claimed that the line was now "about
1214:
At a
Shareholders' Meeting on 5 December 1874, it was stated that there had been circulated a "report that the line would probably soon be closed, whereas we are glad to say that those present, who represented nearly nine-tenths of the capital subscribed, agreed unanimously to assist in removing the
1186:
The construction of the line employed minimal earthworks to keep cost down; after descending at 1 in 107 leaving
Princes Risborough the line climbed at gradients up to 1 in 68 to reach Chinnor; the line then continued undulating to Aston Rowant with short up and down gradients, then falling at up to
1403:
Figures quoted in Karau; but immediately afterwards he says that
Bradshaw’s Shareholders Manual tended towards optimism, saying receipts have been sufficient, and quoting the £124 loss as a £124 surplus, and that "so far the company has been able to discharge the GW account for loco hire etc." This
1306:
G. W. Railway: The new halting place on the
Risborough to Watlington branch was opened on Saturday last, and will be a great convenience... The car is comfortable, commodious, and well lighted. It is a pity, however, that a better name than "Bledlow Ridge" could not have been found for the halt, as
1199:
At a shareholders' meeting on 20 October 1873, the Board announced that "We are sorry to add that ... the expenditure income by a considerable sum." Inevitably there was no dividend. There was an account with the GWR for the toll for using its section of line and the station at
Princes Risborough,
1109:
In fact during construction, in March 1872, the GWR decided to run the
Watlington line in to Princes Risborough alongside the Thame line, so that there were to be two single lines. When the Watlington Company considered that their railway construction was complete, they arranged for Colonel Rich of
917:
put the line under review of its future. In 1957 passenger services ceased but the line remained open for goods traffic until 30 December 1960, after which track on the southern part of the branch was lifted. However, a large cement works kept a 2.8 mi (4.5 km) stretch of the northern end
1444:
It is emphasised that the terms had more than one interpretation: "railmotor" sometimes referred to a passenger carriage with an integrated steam power unit; "auto-train" usually referred to a small conventional steam engine operating one or two passenger coaches; to avoid running the engine round
1265:
The Regulation of Railways Act 1889 required the installation of the block telegraph for lines worked by train staff and ticket. With such a limited train service, the company was only operating one train at a time on the line, so it reduced the operating system to one engine in steam to avoid the
1253:
More contentious argument followed, but eventually the sale was agreed and liquidation of the company took place, with Taylor himself being appointed liquidator. The rolling stock company was also liquidated as part of the process. The transfer was effective on 31 December 1883 (although practical
1249:
At the shareholders’ meeting of the Watlington Company on 16 June 1883, Taylor put the proposal to the meeting, and it emerged that he had failed to carry other shareholders with him in the scheme, although he was by far the majority shareholder. In a tense and heated debate, others criticised the
1245:
On 31 December 1881, the agreement for the use of the GWR line and Princes Risborough station expired and it was necessary to negotiate a new agreement. The Watlington Railway again raised the issue of a lease by GWR. It was readily apparent that the railway was unable to pay the historic debt and
1153:
The trackwork was finally completed, but further delay ensued while the directors failed to provide the undertaking of method of working; when they finally did so on 14 August, stating that the train staff and ticket system would be used, the Board of Trade gave its sanction. The line opened on 15
1136:
class 0-4-2ST. He considered that this was a heavy class of locomotive considering the very light character of the permanent way, which would, he considered, lead to serious maintenance difficulties. The undertaking regarding the method of working had still not been submitted, and also the GWR had
979:
opened without public ceremony on 2 July 1866. Following the opening the board met to consider the next step of extending the line to Benson (at the time frequently referred to as Bensington), but it was obvious that money could not be raised to carry out any such work. Only £17,575 of the £80,000
1353:
In fact the process of authorising withdrawal had become politicised and several years passed before the intention was carried into effect; however, the passenger service was closed down from 1 July 1957, the last train having run on 29 June. Chinnor, Aston Rowant and Watlington stations remained
1288:
From May 1900, an additional round trip was made on the branch, making four journeys a day. Attention was given by the GWR throughout its system to the need for more frequent local passenger trains, calling at an increased number of stopping places, while reducing operating costs. This led to the
1257:
The GWR inspected the assets of its new railway and found that the rolling stock was extremely dilapidated; the assessment also considered the track. It was reported on 14 November 1883 that even after the immediate expenditure of £3,750 to get the line in order, a further £7,010 was necessary on
971:
c. cclxvi) on 25 July 1864 with capital of £80,000. Getting the subscriptions to pay for the construction proved to be difficult, partly due to the difficult economic situation of the country at the time, but a contract was let for line from the GWR main line to Wallingford in the Spring of 1865.
939:
Watlington is a small town, the streets of which are narrow, and the houses, with a few exceptions, mean and ill-built. The nearest navigable stream is at the distance of 6 miles; a circumstance fatally adverse to the prosperity of the place. Here is no staple manufacture of any consequence... In
1221:
The train service had consisted of three mixed trains each way daily, but from early 1875 the "advantageous plan" was implemented. An additional early and late train were put on to connect with the first Up London train and the last Down. In addition two round trips on Sundays were added. These
1131:
Apparently not comprehending the objection to the blank end of their line approaching Princes Risborough, the directors arranged for a second visit from Col Rich, and this took place on 11 July 1872. The connecting line at Princes Risborough had still not been made and once again he declined to
1269:
In October 1891, a scheme was put forward by local promoters to build a railway link between Watlington and Wallingford, a revival of the unbuilt section of the Wallingford and Watlington Railway. The capital cost would be £50,000, and with considerable boldness the promoters asked the GWR to
1341:
From 5 to 7 March 1951, passenger services on the line were suspended, and buses run to cover. This was because a fireman, A V Benham, was granted 12 days leave to get married, and no cover was available; the service resumed running on 8 March when a driver volunteered as a substitute.
1195:
From the outset working expenses exceeded receipts; to the end of 1872 expenditure was £789 and receipts came to £665. The company also included the £3,000 retention money as an asset, whereas it was a liability! £12,000 in debenture loans had been taken to finance the construction.
1123:
mile (1.2 km) north of Princes Risborough station to the station. At present there is no terminus at the station to deposit the passengers at." Rich also reminded the directors that an undertaking as to the method of working the single line was required.
1261:
At this period, the train service consisted of three return mixed trains daily, although there were complaints that the first train out and the last train home (9.00 am and 6.30 pm respectively) were inconvenient for business journeys to London.
1049:, whose seat was near Watlington, and the chairman of the company was Thomas Taylor, an exceedingly wealthy Lancashire cotton manufacturer now living locally. In fact only £8,000 of the company's capital was subscribed by other individuals.
934:
Watlington suffered in the early part of the nineteenth century from poor road communications, at a time when transport and trade were becoming important, and other settlements were flourishing. The road network was very poor:
958:
was put to Parliament in 1863; but it was withdrawn by its promoters. A new bill was resubmitted at the end of 1863 for the next parliamentary session, now including Cholsey to Wallingford and Watlington. The line, called the
1254:
control had been assumed from 1 June). For reasons of his own, Taylor was obstructive over handing over the company's minute and accounting books to the GWR, and a lengthy and unhelpful correspondence on the matter followed.
1362:
When commercial operation on the line ended in 1989, a volunteer group called the Chinnor and Princes Risborough Railway Association was formed to preserve the line by retaining the route and acquiring period rolling stock.
984:. When it became known that a bill was to be presented to Parliament for a line from Princes Risborough to Watlington, it was clear that the Wallingford and Watlington Railway was not going to build any more of their line.
1345:
The development of motor buses and lorries, coupled with the improvement in the road network in the 1920s onward brought about a serious and continuing decline in the traffic on the line, and following the formation of
899:
1322:
Chinnor Lime Works was established in 1908 and started the production of cement from 1919. The manufacture increased over the years and was acquired by Rugby Portland Cement in 1963. Operation ceased in 2000.
1270:
guarantee a 3% dividend on that sum. With a heavily loss-making branch on their hands with access to London, it was evident that a line only connecting two small towns would fare badly, and the GWR declined.
1127:
On 16 June 1872, the engine shed at Watlington (of course not yet in use) caught fire, causing considerable damage. The local fire engine had just been acquired and dealing with the fire was its first duty.
964:
1250:
proposal, suggesting that the financial situation might improve, and that debts due to the rolling stock company might be deferred. The GWR offer was £23,000; the line had cost £46,500 to build.
1076:
single line; the Watlington line would form a junction with it three-quarters of one mile (1.2 km) west of Princes Risborough, and the section from the junction to the station would be made
190:
1454:
Christiansen says that the slip coach was taken on to Watlington by the local train, but this is a mistake; the slip coach continued to Banbury, and was never run on the Watlington branch. In
1338:, the last train of the day from Princes Risborough connected out of a slip coach at Princes Risborough; the slip coach was slipped from the 7.10 pm Paddington to Birmingham express train.
1203:
It is likely that the GWR presented an ultimatum regarding engine power, for in September 1875 the Watlington company took delivery of a second hand 2-2-2WT locomotive, originally built by
1350:
in 1948, a review took place of branch lines which did not justify continued support. On 19 June 1951, local newspapers carried announcements of the intended closure of passenger service.
1157:
The stations were at Princes Risborough, Chinnor, Aston Rowant and Watlington. The Princes Risborough station was a short wooden platform adjacent to, but separate from the GWR station.
954:
at Cholsey, through Wallingford, Benson, Watlington and Chinnor to Princes Risborough. However, the complete plan was not adopted, instead the more modest proposal to build a line from
947:
As the 19th century progressed, it became increasingly obvious that good communications were essential for economic and commercial prosperity, and a railway was a key part of that.
1045:
miles (13.7 km) in length, and the authorised capital was £36,000; the estimated cost of construction was £33,889. The prime mover in getting the scheme implemented was the
996:, now taken over by the Great Western Railway. Princes Risborough was a junction for the main line to Oxford via Thame, and a branch to Aylesbury. Events moved swiftly and the
940:
addition to the remoteness of water-conveyance, the badness of the neighbouring roads, which are perhaps the worst in the county, acts prejudicially on commercial speculation.
183:
1200:
and for locomotive hire; the account remained unpaid and mounted, and repeated requests for payment by the GWR were ignored. The financial situation was desperate.
176:
1258:
track work even to continue to run the light rolling stock on the line; £9,827 would be necessary if it was to be made good enough for ordinary GWR stock.
1132:
recommend the line for opening. The company had also indicated the type of engine they expected to use on the line, to be hired in from the GWR. It was a
898:
instead, to be called the Watlington and Princes Risborough Railway. It was mostly funded by the rich landowners of Watlington. The act of Parliament, the
1435:
The block telegraph was a safety measure, used to prevent a second train entering a section of line until the preceding train was known to have exited.
135:
1229:
At the end of 1875, an agreement was reached with the GWR to use their station at Princes Risborough for five years, for a charge of £250.
1215:
present supposed difficulties, and in working the line on a more advantageous plan, so as to prevent any embarrassments that may arise."
1480:
Paterson's Roads, Being an entirely Original and Accurate Description of All the Direct and Principal Cross Roads in England and Wales
886:
was proposed to link Wallingford and Watlington to the Great Western main line at Wallingford Road but this was only opened as far as
1458:
December 1955, for example, the connection was on Fridays and Saturdays only and was marked "by slip carriage to Princes Risborough".
992:
The rival proposal was announced on 12 May 1868: a railway branch line was to link Watlington with Princes Risborough, on the former
1695:
81:
1046:
823:
1307:
it is quite two miles distant from that place... We would suggest, to save confusion, that the halt be renamed "Bledlow Bridge".
1722:
1367:
1246:
any negotiation over future terms was futile, so the GWR took advantage of things and an arrangement for takeover was settled.
919:
672:
543:
106:
1674:
887:
1218:
Taylor was of course the dominant shareholder, and this misleading account must have been for the consumption of creditors.
274:
1605:
801:
461:
980:
capital for the line had ever been paid up, and the financial market was extremely difficult following the collapse of
895:
883:
373:
53:
879:, did not make any money and was taken over in 1883 by GWR resulting in its investors sustaining considerable losses.
1556:
1526:
1519:
Country Branch Line: An Intimate Portrait of the Watlington Branch: Volume 1, the Story of the Line from 1872 to 1961
918:
of the line between Chinnor and Risborough junction open until 1989. After closure, this line was taken over by the
1727:
1273:
In the final years of the nineteenth century, an ambitious scheme was finalised that resulted in the GWR and the
976:
955:
1053:
1394:
Christiansen is in error (page 150) when he states that "six intermediate stations and halts" opened in 1872.
1375:
716:
437:
208:
73:
1732:
981:
1137:
not connected the Princes Risborough section of its own line, so Rich again refused permission to open.
1204:
33:
1289:
widespread implementation of motor trains and auto trains, and station halts with minimal facilities.
1685:
Bucks Herald, 8 September 1906, accessed through the British Newspaper Archive, subscription required
1106:) gauge by the time of construction of the Watlington line, so that mixed gauge was unnecessary.
864:
584:
241:
65:
1413:
A proportion of the contractor's bill retained until the initial maintenance period has expired.
1319:
The timber-built locomotive shed at Watlington caught fire and was destroyed in September 1906.
1081:
863:
was an independent English railway company that opened a line between the Oxfordshire towns of
341:
124:
950:
The first railway scheme involving Watlington was put forward about 1861, for a line from the
913:
By 1948, competition from road vehicles had led to a decline in rail usage across the UK. The
1656:
Thame Gazette, 15 December 1874, through the British Newspaper Archive, subscription required
1423:
1292:
1274:
951:
872:
1616:
Bucks Herald, 22 June 1872, accessed in the British Newspaper Archive, subscription required
910:
on 26 July 1869 and it was opened in 1872, though not without some problems along the way.
8:
1302:
A local newspaper either drew attention to a railway mistake, or made the mistake itself:
1335:
1311:
914:
876:
1670:
1601:
1552:
1522:
28:
1371:
968:
923:
903:
237:
1549:
A Regional History of the Railways of Great Britain: volume 13: Thames and Severn
1208:
993:
433:
337:
1226:
paying its way" but in fact the year's income was £850 and expenditure £1,405.
1027:
1237:
1716:
1296:
1133:
1482:, 18th edition, Longman, Rees, Orme, Brown, Green and Longman, London, 1832
1347:
944:
According to the 1851 census, the population of Watlington then was 1,884.
907:
760:
1073:
118:
1077:
1426:, a ROSCO, familiar in the twenty-first century British railway scene.
1326:
A new halt called Wainhill Crossing halt was opened on 1 August 1925.
1645:
Railway Passenger Stations in England Scotland and Wales—A Chronology
1632:
Watlington Survival: Present-day Services on a Curtailed Branch Line
1295:
were introduced from 1 September 1906, and these were superseded by
871:
in 1872. The 9 mi (14 km) branch, which connected to the
738:
1280:
1222:
trains did not get much support and were withdrawn in the summer.
1145:
868:
1370:
was subsequently formed, and the remaining route reopened as a
1516:
894:
reported a proposal for a scheme to link Watlington to
1149:
The Watlington and Princes Risborough Railway in 1872
987:
1696:"The Aston Rowant Extension Of The Chinnor Railway"
1374:. The C&PRR aims to reopen the line as far as
1113:"that the line should be continued from the point
900:Watlington and Princes Risborough Railway Act 1869
890:in 1866 before running out of money. In 1868 the
1714:
1647:, The Railway and Canal Historical Society, 2002
1170:Kingston Crossing Halt; opened 1 September 1906;
169:
70:Kingston Crossing Halt (opened 1 September 1906)
1182:Princes Risborough; main line junction station.
1542:
1540:
1538:
915:nationalisation of the British railway network
16:Former railway company in Oxfordshire, England
1329:
1179:Bledlow Bridge Halt; opened 1 September 1906;
1176:Wainhill Crossing Halt; opened 1 August 1925;
1164:Lewknor Bridge Halt; opened 1 September 1906;
184:
78:Lewknor Bridge Halt (opened 1 September 1906)
59:Bledlow Bridge Halt (opened 1 September 1906)
1546:
299:
291:
62:Wainhill Crossing Halt(opened 1 August 1925)
1535:
1000:received the Royal Assent on 26 July 1869.
965:Wallingford and Watlington Railway Act 1864
200:Watlington & Princes Risborough Railway
191:
177:
27:
1190:
998:Watlington and Princes Risborough Railway
861:Watlington and Princes Risborough Railway
22:Watlington and Princes Risborough Railway
1626:
1624:
1622:
1592:
1590:
1588:
1512:
1510:
1508:
1310:
1279:
1236:
1144:
1650:
1586:
1584:
1582:
1580:
1578:
1576:
1574:
1572:
1570:
1568:
1517:Karau & Chris Turner, Paul (1998).
1506:
1504:
1502:
1500:
1498:
1496:
1494:
1492:
1490:
1488:
1052:At this time the Wycombe Railway was a
633:
625:
1715:
1521:. Wild Swan Publications Ltd, Didcot.
1368:Chinnor and Princes Risborough Railway
920:Chinnor and Princes Risborough Railway
906:. cxliii), to build the line received
107:Chinnor and Princes Risborough Railway
1679:
1669:, Amberley Publishing, Stroud, 2013,
1659:
1634:, in Railway Magazine, September 1968
1619:
1600:, Amberley Publishing, Stroud, 2013,
317:
309:
1637:
1565:
1485:
1187:1 in 78 to the Watlington terminus.
275:Princes Risborough to Aylesbury Line
1667:The Branch Lines of Buckinghamshire
1610:
1551:. David and Charles, Newton Abbot.
1472:
1080:. However, the Wycombe Railway was
153:2.7 mi (4.3 km) (current)
13:
1266:£355 cost of the block telegraph.
961:Wallingford and Watlington Railway
884:Wallingford and Watlington Railway
14:
1744:
988:Watlington and Princes Risborough
773:
751:
145:9 mi (14 km) (original)
96:Closed to passengers: 1 July 1957
813:
791:
772:
750:
728:
706:
684:
662:
640:
632:
624:
603:
596:
574:
555:
533:
511:
492:
473:
451:
421:
414:
392:
385:
363:
356:
324:
316:
308:
298:
290:
262:
255:
225:
1688:
1598:The Branch Lines of Oxfordshire
1448:
1438:
1429:
1416:
1407:
1357:
1232:
977:Wallingford railway branch line
814:
641:
604:
556:
1422:This is an eighteenth century
1397:
1388:
729:
597:
256:
1:
1723:Rail transport in Oxfordshire
1465:
1284:The Watlington branch in 1907
792:
707:
685:
663:
422:
325:
263:
226:
1241:Aston Rowant station in 1959
534:
493:
474:
452:
7:
1140:
982:Overend, Gurney and Company
575:
512:
415:
393:
386:
364:
357:
10:
1749:
1547:Christiansen, Rex (1981).
1330:Nationalisation and demise
1205:Sharp, Stewart and Company
929:
822:
807:
800:
785:
781:
766:
759:
744:
737:
722:
715:
700:
693:
678:
671:
656:
649:
616:
612:
590:
583:
568:
564:
549:
542:
527:
520:
505:
501:
486:
482:
467:
460:
445:
430:
408:
401:
379:
372:
350:
333:
282:
271:
249:
234:
219:
157:
149:
141:
130:
117:
112:
102:
90:
46:
41:
26:
1381:
963:, was authorised by the
1728:Watlington, Oxfordshire
403:Horsenden Lane Crossing
1334:After nationalisation
1316:
1309:
1285:
1242:
1191:Financial difficulties
1150:
956:Cholsey to Wallingford
942:
673:Kingston Crossing Halt
544:Wainhill Crossing Halt
1424:rolling stock company
1314:
1304:
1283:
1275:Great Central Railway
1240:
1148:
952:Great Western Railway
937:
873:Great Western Railway
1047:Earl of Macclesfield
651:Chinnor Cement Works
1315:Bledlow Bridge Halt
802:Lewknor Bridge Halt
462:Bledlow Bridge Halt
56:(mainline terminus)
36:in the 19th century
23:
1733:Princes Risborough
1404:must be a mistake.
1317:
1286:
1243:
1151:
904:32 & 33 Vict.c
896:Princes Risborough
877:Princes Risborough
374:Princes Risborough
91:Dates of operation
54:Princes Risborough
47:Stations called at
21:
969:27 & 28 Vict.
857:
856:
853:
852:
849:
848:
845:
844:
695:Kingston Crossing
522:Wainhill Crossing
1740:
1707:
1706:
1704:
1702:
1692:
1686:
1683:
1677:
1663:
1657:
1654:
1648:
1641:
1635:
1628:
1617:
1614:
1608:
1594:
1563:
1562:
1544:
1533:
1532:
1514:
1483:
1476:
1459:
1456:Bradshaw's Guide
1452:
1446:
1442:
1436:
1433:
1427:
1420:
1414:
1411:
1405:
1401:
1395:
1392:
1372:heritage railway
1348:British Railways
1293:Railmotor trains
1207:in 1857 for the
1122:
1121:
1117:
1105:
1101:
1099:
1098:
1094:
1091:
1071:
1066:
1064:
1063:
1059:
1044:
1043:
1039:
1036:
1030:
1024:
1020:
1018:
1017:
1013:
1010:
924:heritage railway
817:
816:
795:
794:
776:
775:
754:
753:
732:
731:
710:
709:
688:
687:
666:
665:
644:
643:
636:
635:
628:
627:
607:
606:
600:
599:
578:
577:
559:
558:
537:
536:
515:
514:
496:
495:
477:
476:
455:
454:
425:
424:
418:
417:
396:
395:
389:
388:
367:
366:
360:
359:
328:
327:
320:
319:
312:
311:
302:
301:
294:
293:
266:
265:
259:
258:
238:Bicester cut-off
229:
228:
217:
216:
193:
186:
179:
170:
159:
158:
31:
24:
20:
1748:
1747:
1743:
1742:
1741:
1739:
1738:
1737:
1713:
1712:
1711:
1710:
1700:
1698:
1694:
1693:
1689:
1684:
1680:
1675:978 184868 3426
1665:Colin G Maggs,
1664:
1660:
1655:
1651:
1642:
1638:
1629:
1620:
1615:
1611:
1596:Colin G Maggs,
1595:
1566:
1559:
1545:
1536:
1529:
1515:
1486:
1477:
1473:
1468:
1463:
1462:
1453:
1449:
1443:
1439:
1434:
1430:
1421:
1417:
1412:
1408:
1402:
1398:
1393:
1389:
1384:
1360:
1332:
1235:
1209:Furness Railway
1193:
1143:
1119:
1115:
1114:
1103:
1096:
1092:
1089:
1087:
1086:4 ft
1085:
1069:
1061:
1057:
1056:
1055:7 ft
1054:
1041:
1037:
1034:
1032:
1026:
1022:
1015:
1011:
1008:
1006:
1005:4 ft
1004:
1003:It was to be a
994:Wycombe Railway
990:
932:
818:
796:
777:
755:
733:
711:
696:
689:
667:
652:
645:
638:
637:
630:
629:
608:
601:
579:
560:
538:
523:
516:
497:
478:
456:
441:
434:Wycombe Railway
426:
419:
404:
397:
390:
368:
361:
346:
338:Wycombe Railway
329:
322:
321:
314:
313:
304:
303:
296:
295:
278:
267:
260:
245:
230:
211:
202:
201:
197:
164:
97:
95:
37:
17:
12:
11:
5:
1746:
1736:
1735:
1730:
1725:
1709:
1708:
1687:
1678:
1658:
1649:
1636:
1618:
1609:
1606:978 1848683457
1564:
1557:
1534:
1527:
1484:
1470:
1469:
1467:
1464:
1461:
1460:
1447:
1437:
1428:
1415:
1406:
1396:
1386:
1385:
1383:
1380:
1359:
1356:
1331:
1328:
1234:
1231:
1192:
1189:
1184:
1183:
1180:
1177:
1174:
1171:
1168:
1165:
1162:
1142:
1139:
1028:standard gauge
989:
986:
931:
928:
855:
854:
851:
850:
847:
846:
843:
842:
840:
838:
836:
834:
832:
830:
827:
826:
821:
819:
812:
810:
808:
805:
804:
799:
797:
790:
788:
786:
783:
782:
780:
778:
771:
769:
767:
764:
763:
758:
756:
749:
747:
745:
742:
741:
736:
734:
727:
725:
723:
720:
719:
714:
712:
705:
703:
701:
698:
697:
694:
692:
690:
683:
681:
679:
676:
675:
670:
668:
661:
659:
657:
654:
653:
650:
648:
646:
639:
631:
623:
622:
621:
619:
617:
614:
613:
611:
609:
602:
595:
593:
591:
588:
587:
582:
580:
573:
571:
569:
566:
565:
563:
561:
554:
552:
550:
547:
546:
541:
539:
532:
530:
528:
525:
524:
521:
519:
517:
510:
508:
506:
503:
502:
500:
498:
491:
489:
487:
484:
483:
481:
479:
472:
470:
468:
465:
464:
459:
457:
450:
448:
446:
443:
442:
431:
429:
427:
420:
413:
411:
409:
406:
405:
402:
400:
398:
391:
384:
382:
380:
377:
376:
371:
369:
362:
355:
353:
351:
348:
347:
334:
332:
330:
323:
315:
307:
306:
305:
297:
289:
288:
287:
285:
283:
280:
279:
272:
270:
268:
261:
254:
252:
250:
247:
246:
235:
233:
231:
224:
222:
220:
213:
212:
207:
204:
203:
199:
198:
196:
195:
188:
181:
173:
166:
165:
162:
155:
154:
151:
147:
146:
143:
139:
138:
132:
131:Previous gauge
128:
127:
125:Standard Gauge
123:4 ft 8+1⁄2 in
121:
115:
114:
110:
109:
104:
100:
99:
92:
88:
87:
86:
85:
79:
76:
71:
68:
63:
60:
57:
48:
44:
43:
39:
38:
32:
15:
9:
6:
4:
3:
2:
1745:
1734:
1731:
1729:
1726:
1724:
1721:
1720:
1718:
1697:
1691:
1682:
1676:
1672:
1668:
1662:
1653:
1646:
1640:
1633:
1627:
1625:
1623:
1613:
1607:
1603:
1599:
1593:
1591:
1589:
1587:
1585:
1583:
1581:
1579:
1577:
1575:
1573:
1571:
1569:
1560:
1558:0 7153 8004 4
1554:
1550:
1543:
1541:
1539:
1530:
1528:1 874103 43 7
1524:
1520:
1513:
1511:
1509:
1507:
1505:
1503:
1501:
1499:
1497:
1495:
1493:
1491:
1489:
1481:
1478:Edward Mogg,
1475:
1471:
1457:
1451:
1441:
1432:
1425:
1419:
1410:
1400:
1391:
1387:
1379:
1377:
1373:
1369:
1364:
1355:
1351:
1349:
1343:
1339:
1337:
1327:
1324:
1320:
1313:
1308:
1303:
1300:
1298:
1294:
1290:
1282:
1278:
1276:
1271:
1267:
1263:
1259:
1255:
1251:
1247:
1239:
1230:
1227:
1223:
1219:
1216:
1212:
1210:
1206:
1201:
1197:
1188:
1181:
1178:
1175:
1172:
1169:
1167:Aston Rowant;
1166:
1163:
1160:
1159:
1158:
1155:
1154:August 1872.
1147:
1138:
1135:
1129:
1125:
1111:
1107:
1104:1,435 mm
1084:to standard (
1083:
1079:
1075:
1070:2,140 mm
1067:
1050:
1048:
1029:
1023:1,435 mm
1001:
999:
995:
985:
983:
978:
973:
970:
966:
962:
957:
953:
948:
945:
941:
936:
927:
925:
922:and is now a
921:
916:
911:
909:
905:
901:
897:
893:
892:Thame Gazette
889:
885:
880:
878:
874:
870:
866:
862:
841:
839:
837:
835:
833:
831:
829:
828:
825:
820:
811:
809:
806:
803:
798:
789:
787:
784:
779:
770:
768:
765:
762:
757:
748:
746:
743:
740:
735:
726:
724:
721:
718:
713:
704:
702:
699:
691:
682:
680:
677:
674:
669:
660:
658:
655:
647:
620:
618:
615:
610:
594:
592:
589:
586:
581:
572:
570:
567:
562:
553:
551:
548:
545:
540:
531:
529:
526:
518:
509:
507:
504:
499:
490:
488:
485:
480:
471:
469:
466:
463:
458:
449:
447:
444:
440:
439:
435:
428:
412:
410:
407:
399:
383:
381:
378:
375:
370:
354:
352:
349:
344:
343:
339:
331:
286:
284:
281:
277:
276:
269:
253:
251:
248:
244:
243:
239:
232:
223:
221:
218:
215:
214:
210:
206:
205:
194:
189:
187:
182:
180:
175:
174:
172:
171:
168:
167:
161:
160:
156:
152:
148:
144:
140:
137:
133:
129:
126:
122:
120:
116:
111:
108:
105:
101:
93:
89:
83:
80:
77:
75:
72:
69:
67:
64:
61:
58:
55:
52:
51:
49:
45:
40:
35:
30:
25:
19:
1699:. Retrieved
1690:
1681:
1666:
1661:
1652:
1644:
1639:
1631:
1612:
1597:
1548:
1518:
1479:
1474:
1455:
1450:
1440:
1431:
1418:
1409:
1399:
1390:
1376:Aston Rowant
1365:
1361:
1358:Preservation
1352:
1344:
1340:
1333:
1325:
1321:
1318:
1305:
1301:
1291:
1287:
1272:
1268:
1264:
1260:
1256:
1252:
1248:
1244:
1233:GWR takeover
1228:
1224:
1220:
1217:
1213:
1202:
1198:
1194:
1185:
1156:
1152:
1130:
1126:
1112:
1108:
1051:
1002:
997:
991:
974:
960:
949:
946:
943:
938:
933:
912:
908:royal assent
891:
882:In 1863 the
881:
860:
858:
761:M40 motorway
717:Aston Rowant
438:High Wycombe
432:
336:
335:Thame Jct. (
273:
236:
150:Track length
98:Freight:1989
74:Aston Rowant
18:
1701:18 December
1643:M E Quick,
1297:auto-trains
1161:Watlington;
1078:mixed gauge
1074:broad gauge
888:Wallingford
136:Broad Gauge
119:Track gauge
94:1872–
1717:Categories
1630:G Gamble,
1466:References
865:Watlington
824:Watlington
134:7 ft
84:(terminus)
82:Watlington
34:Watlington
1082:converted
875:(GWR) at
163:Route map
113:Technical
103:Successor
1173:Chinnor;
1141:Stations
1100: in
1065: in
1019: in
739:A40 road
42:Overview
1336:in 1948
1118:⁄
1095:⁄
1060:⁄
1040:⁄
1014:⁄
930:Origins
869:Chinnor
585:Chinnor
242:Banbury
66:Chinnor
1673:
1604:
1555:
1525:
342:Oxford
209:Legend
142:Length
1382:Notes
1134:"517"
1031:line
1703:2022
1671:ISBN
1602:ISBN
1553:ISBN
1523:ISBN
1366:The
975:The
867:and
859:The
1102:or
436:to
340:to
240:to
50:8
1719::
1621:^
1567:^
1537:^
1487:^
1378:.
1299:.
1072:)
1025:)
926:.
1705:.
1561:.
1531:.
1120:4
1116:3
1097:2
1093:1
1090:+
1088:8
1068:(
1062:4
1058:1
1042:2
1038:1
1035:+
1033:8
1021:(
1016:2
1012:1
1009:+
1007:8
967:(
902:(
345:)
192:e
185:t
178:v
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
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