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Barrow was featured in The Railway Magazine in March 1959. The rebuilding of the old Central Station at Barrow-in-Furness which was virtually destroyed in the air-raids of 1941 was completed in the late 1950s. The replacement buildings marked another link broken with Barrow’s past. [Quote]Originally known as Barrow Central Station and the headquarters of the Furness Railway, it was, by the end of the rebuilding renamed Barrow-in-Furness. Early in the 20th century, the borough boasted ten stations. It had grown from a hamlet of a few farms with a population of around 100 to “a seething steel-town of 60,000 in under forty years.” [/Quote] http://rogerfarnworth.com/2026/02/16/the-railways-of-barrow-in-furness/

The featured image for the linked article is a photograph of Saint Felicien Railway Station in 1959. In the North of Québec, some 300 miles from Montreal, there is an area of extensive mining – deposits of copper, zinc, gold and cobalt wee being mined in the mid-20th century. In the first half of the 21st century, Northern Quebec's mining sector is a significant part of the province's economy, focusing on gold, nickel, lithium, graphite, iron, and copper, focusing on gold, nickel, lithium, graphite, iron, and copper, with major operations like Glencore's Raglan (nickel) and Agnico Eagle's Canadian Malartic (gold) leading the way, alongside emerging lithium projects in the James Bay region, leveraging Quebec's hydropower for cleaner operations and creating jobs in remote areas like Nunavik, despite logistical and environmental challenges. Roger FarnworthThe 1950s – Some Railways in QuebecThe featured image above is a photograph of Saint Felicien Railway Station in 1959. [9] In the North of Québec, some 300 miles from Montreal, there is an area of extensive mining – deposits o…

Developments in Freight Transport – The Railway Magazine – January 1959 A, then, recent exhibition at Battersea Wharf Goods Depot of British Railways and British Road Services freight vehicles and handling equipment prompted a review in The Railway Magazine of January 1959, of developments in the handling of freight. The emphasis of the exhibition was on the improvement of door-to-door services. It was part of the broader Modernisation and Re-Equipment of the British Railways plan launched in 1954, which sought to modernize and improve freight services in the late 1950s and early 1960s. The Freight Transport Exhibition at Battersea Wharf Goods Depot in London was held from 28th–30th October 1958. It was a major showcase organized by the British Transport Commission. http://rogerfarnworth.com/2026/03/20/developments-in-freight-transport-the-railway-magazine-january-1959/

Part 9 – The Short Golden Age I am writing this article having just returned to Menton where we were staying in November 2025. We travelled to and from Tende which is the terminus of Zest Bus Ligne 25. There was little action to observe at the railway station. The line from Nice to Tende via Breil-sur-Roya was closed until the beginning of 2026. The alternative route from Ventimiglia was still active but we did not see a train during the two hours we spent at Tende. This is the ninth article in a series relating to the railway between Cuneo, Nice and Ventimiglia. In earlier articles about the line from Cuneo to the sea we covered the length of the line from Cuneo to Breil-sur-Roya and then to Ventimiglia, before looking at the line between Breil-sur-Roya and Nice. As we looked at the two routes we also looked at the history of the line over the period before it's opening in 1928. This article covers the period from 1928 to 1939. http://rogerfarnworth.com/2026/02/06/the-railway-between-nice-tende-and-cuneo-part-9-the-short-golden-age/

The featured image shows a passenger train on the Edaville Railroad, made up of coaches from other narrow gauge lines, running on a shallow embankment over a cranberry bog, © Public Domain. [1: p555] Originally known as ‘The Cranberry and Small Fry Line’, the Edaville Railroad is a 2ft-gauge narrow gauge line in Massachusetts. [1: p555] It featured in a short article in the August 1952 issue of The Railway Magazine. This is the next article in a series looking at lines featured in early issues of The Railway Magazine. [Quote]Writing in 1952, Edwards comments: “Although never exceptionally numerous, lines of this type assisted materially in the development of many areas. As early as 1877, a 2-ft. gauge line, eight miles long, was inaugurated to link the Massachusetts towns of Bedford and Billerica, but the track and plant were removed to the State of Maine two years later, and used for the Sandy River Railroad. This line proved of great service to many previously isolated communities; its development was rapid, and extensions and branches soon brought its mileage up to 120. Other similar projects followed, mostly in Maine, and a sixty-year period of success resulted. In recent years, however, the usefulness of such small lines has declined. The present economic situation has proved an adverse factor … and nearly all of them have been closed.” [1: p555][/Quote] Roger FarnworthThe Edaville Railroad, South Carver, MassachusettsThe featured image shows a passenger train on the Edaville Railroad, made up of coaches from other narrow gauge lines, running on a shallow embankment over a cranberry bog, © Public Domain. [1: p55…

Just a snap shot of the things appearing in the March 1959 issue of The Railway Magazine. [1] 1. There were adverts on the inside of the front cover – 5 of them. …. (Page ii of the March 1959 Railway Magazine.) The 34th Model Railway Club Model Railway Exhibition was due to take place in Easter Week. It would run from Tuesday March 31st to Saturday April 4th at Central Hall Westminster. On Tuesday provision appears to have been made for the final setting up of layouts, with the exhibition not opening until 12 noon, but the show was to be open until 9.00 pm each evening with an opening time of 10.30am for the remainder of the week. I wonder what today’s exhibitors and exhibition managers would feel about a show that was 5 days long and a total of 52 hours of operating time? Much of the work setting up for the exhibition must have taken place on the Bank Holiday Monday and dismantling may well have taken place on the Sunday. There must have been quite a few people who gave up a full week’s leave for the sake of the show! Think too of the logistics of providing refreshments for a week-long show! http://rogerfarnworth.com/2026/01/03/the-railway-magazine-march-1959/

The featured image for this article shows a Bagnall saddle-tank engine and train of two 100-seat workmen’s cars in L.N.W.R. livery on the Wolverton and Stony Stratford Tramway. This article tells the story of the Wolverton Works, the McCorquodale’s Printing Works and the Wolverton and Stony Stratford Tramway. [Quote]“The line as authorised in 1883 received Board of Trade sanction on 20th May 1887, in respect of 2 miles 15 chains single line and 40 chains double. It was built to the 3 ft. 6 in. gauge instead of the 4 ft. originally authorised. Public passenger traffic was begun on 27th May 1887, between the Barley Mow Inn, Stony Stratford, and Wolverton Station, with tramway-type steam locomotives hauling very large covered-top double-deck tramcars. The ordinary fare was 2d., with a special cheap rate for workmen, whereas the horse bus that had previously served the route charged 6d.”[/Quote] Roger FarnworthThe Wolverton and Stony Stratford Tramway and the Wolvert...The featured image for this article shows a Bagnall saddle-tank engine and train of two 100-seat workmen’s cars in L.N.W.R. livery on the Wolverton and Stony Stratford Tramway. Wolverton Work…

This article gives a quick review of the January 1959 issue of the Railway Magazine. … Starting with the Editorial Notes. .... Editorial Notes Looking back at past editorials in The Railway Magazine highlights the ongoing debate at the time over the best form of terrestrial travel – road -v- rail. [quote]In the January 1959 issue of the magazine, which saw O.S. Nock assuming the authorship of the long running monthly article, ‘Locomotive Practice and Performance’, the editorial focussed on: Road and Rail Fares and Services Public Reliance on Railways First British AC Electric Locomotive [/quote] Roger FarnworthThe Railway Magazine – January 1959 Volume 105 No. 693This article gives a quick review of the January 1959 issue of the Railway Magazine. … Editorial Notes Looking back at past editorials in The Railway Magazine highlights the ongoing debate at…

Part 3 – Ballindalloch Railway Station to Boat of Garten This is the third article following the Strathspey Line. The featured image is a Manson O class 4-4-0 locomotive. When the GNSR Directors requested larger engines to handle increasing passenger traffic loads, and Manson designed his Class O (LNER D42) locomotives to meet this need. Initially allocated to main line passenger duties between Aberdeen and Elgin, as later 4-4-0s (e.g..the D40s) were introduced, they were displaced to secondary duties. By the time of the Grouping (1923), they could be found across the GNSR system, including at Boat of Garten working the Speyside Line. We start this next leg of the journey at Ballindalloch Railway Station. Roger FarnworthThe Strathspey Line – Part 3 – Ballindalloch Railway Stat...This is the third article following the Strathspey Line. The first can be found here. [3] The second can be found here. [4] The featured image above is a Manson O class 4-4-0 locomotive. When …

A snapshot of advertising from a 1950s Railway Magazine. The featured image is the front cover photograph from the December 1952 issue. The adverts in this issue are an eclectic mix of modelling tools, books, railway equipment, chemical elements, British Railways jobs and miscellaneous items. … http://rogerfarnworth.com/2026/01/16/the-railway-magazine-december-1952-advertising/

[B]Part 2 - Dufftown to Ballindalloch[/B] This is the second article following the Strathspey Line. The featured image shows Carron Railway Station early in the 20th century, © Public Domain. [61] We start this next leg of the journey in Dufftown at the Railway Station which is the terminus of the Keith & Dufftown Railway. Roger FarnworthThe Strathspey Line – Part 2 – Dufftown to BallindallochThis is the second article following the Strathspey Line. The first can be found here. [22] The featured image above shows Carron Railway Station early in the 20th century, © Public Domain. [61] We…

[b]Part 1 – Keith to Dufftown[/b] The featured image for this article is the last of the Great North of Scotland 4-4-0s was No.62277 ‘Gordon Highlander’, nick named ‘The Soldier’. Before being retired for preservation and resorted to its original green livery, No.62277 spent its remaining days in regular service working the goods between Keith and Elgin, and over the Speyside branch, © W.J.V.Anderson. [48] The January issue of The Railway Magazine usually focussed on Scotland. The January 1959 edition was no exception. [1] Included in the Magazine were articles by: H.A. Vallance about The Strathspey Line. J.W. Grant about Scottish 0-4-4 Tank Engines. G.H. Robin about The Lanarkshire & Dunbartonshire Railway. M.D. Grenville about Scottish Railways in 1859. [quote]This article picks up on the article by H.A. Vallance, and begins a journey along the Strathspey line which ran down the valley of the River Spey from Keith towards Abernethy. Initially the line ran Southwest along Strathisla before crossing the watershed to Strathspey.[/quote] Roger FarnworthThe Strathspey Line – Part 1 – Keith to DufftownThe featured image for this article is the last of the Great North of Scotland 4-4-0s was No.62277 ‘Gordon Highlander’, nick named ‘The Soldier’. Before being retired for preservation and res…

No. 3 – Christian Wolmar … The Subterranean Railway The featured image for the article below captures the Metropolitan Railway locomotive No. 23 during the London Underground centenary celebrations in 1963. The locomotive is an ‘A’ Class 4-4-0T condensing steam engine, built by Beyer Peacock in Manchester in 1866. It was designed specifically for use on the Metropolitan Railway’s Inner Circle line, where it was intended to limit smoke emissions in the tunnels. It was withdrawn from underground use in 1905 after the lines were electrified. Its appearance in 1963 at Neasden was a special event, marking 100 years of the London Underground. This article is the third in a short series: Christian Wolmar; The Subterranean Railway: How the London Underground was Built and How it Changed the City Forever (2nd extended Edition); Atlantic Books, 2020. This edition includes a chapter on Crossrail. Christian Wolmar’s book published by Atlantic is a 2nd extended edition of a book published in 2004, dating from 2020. The chapter about Crossrail is the last chapter of the book on pages p323-342. This article provides a potted history of the London Underground and a quick look at other similar systems around the world, which comes out of reading Wolmar’s excellent book. Christmas 2025 Book Reviews and Notes No. 3 – Christian W...The featured image captures the Metropolitan Railway locomotive No. 23 during the London Underground centenary celebrations in 1963. The locomotive is an ‘A’ Class 4-4-0T condensing ste…

No. 2 – Anthony Burton - The Locomotive Pioneers I received a few welcome gifts for Christmas 2025. This article is the second in a short series about them: Anthony Burton; The Locomotive Pioneers: Early Steam Locomotive Development – 1801-1851; Pen and Sword, Barnsley, 2017. Anthony Burton’s book published by Pen & Sword dates from 2017. His book comes out of a series of different initiatives that he was involved in as a television journalist and author. Roger FarnworthChristmas 2025 Book Reviews and Notes No. 2 – Anthony Bur...I received a few welcome gifts for Christmas 2025. This article is the second in a short series: Colin Judge; The Locomotives, Railway and History 1916-1919 of the National Filling Factory No. 14, …

1. Colin Judge I received a few welcome gifts for Christmas 2025. Colin Judge; The Locomotives, Railway and History 1916-1919 of the National Filling Factory No. 14, Hereford; Industrial Railway Society, Melton Mowbray, Leicestershire, 2025, was one of these. I have an abiding interest in the railways of Hereford and so was delighted to receive Colin Judge’s book as a Christmas present. Judge’s book focusses on an area to the Southeast of Hereford, surrounding Rotherwas House, which was to become an essential element of the British war effort. Initially, intended to be a reserve filling station, National Filling Factory No. 14 was quickly to become vital when on 1st October 1917, the factory at Morecambe was put out of action by an explosion and a major fire. Later, on 1st July 1918, an explosion at the Filling Factory at Chilwell killed 134 employees, leaving it only able to produce munitions at a much reduced level. No. 14 was critical to the supply of munitions. The usage of shells during the conflict was frighteningly high, staggering! Judge tells us that during the Battle of the Somme 1,738,000 shells were used, and that at Passchendaele, over 5 million shells were fired. It is difficult to appreciate what those on the battlefield experienced. Roger FarnworthChristmas 2025 Book Reviews and Notes No. 1 – Colin Judge …I received a few welcome gifts for Christmas 2025: Colin Judge; The Locomotives, Railway and History 1916-1919 of the National Filling Factory No. 14, Hereford; Industrial Railway Society, Melton M…

Part 1 – The ‘Vinegar Works Branch’ or ‘Lowesmoor Tramway’ – An Unusual Branch at Worcester The Railway Magazine of April 1959 carried an article by Anthony A. Vickers about a short branch in Worcester of about 29 chains in length. 29 chains is 638 yards (583.4 metres). The line served Worcester’s Vinegar Works. After a time operating at their Vinegar Works in Lowesmoor, Worcester, Hill, Evans & Co. decided that a connection to the national railway network was required via the nearby joint Worcester Shrub Hill railway station which at the time served both the Oxford, Worcester and Wolverhampton Railway and the Midland Railway. http://rogerfarnworth.com/2025/11/11/the-railways-of-worcester-part-1-the-vinegar-works-branch-or-lowesmoor-tramway-an-unusual-branch-at-worcester/

The Nice to Digne-les-Bains Line in Provence-Cote d’Azur again. … The featured image shows one of the present modern diesel units at the Chemins de Fer du Sud/Chemin de Fer de Provence station in Nice. Roger FarnworthThe Nice to Digne-les Bains Line in Provence-Cote d’Azur...The featured image above shows one of the present modern diesel units at the Chemins de Fer du Sud/Chemin de Fer de Provence station in Nice. [4] I discovered this Video on YouTube recently (Octobe…

The short paragraph immediately below appeared in the February 1952 edition of The Railway Magazine in reply to a question submitted by G. T. Kaye. “The Nidd Valley branch of the former North Eastern Railway (which was closed to passengers on 31st March 1951) terminated at Pateley Bridge, 14 miles from Harrogate. In 1900, a Light Railway Order was obtained for a 2 ft. 6 in. gauge line from Pateley Bridge to Lofthouse-in-Nidderdale, six miles further up the valley, but the promoters had difficulty in finding the necessary capital. At that time, the Bradford Corporation was about to undertake the construction of reservoirs in the Nidd Valley, and a railway was required to carry materials to the sites. The Corporation took over the powers for the light railway, and extended it for a further 6 miles, from Lofthouse to Angram. The railway was laid to the standard-gauge, and was opened to passengers between Pateley Bridge and Lofthouse on 1st May 1907. The remainder of the line did not carry public traffic. The line was worked by two 4-4-0 tank engines and passenger coaches purchased from the Metropolitan Railway. The passenger services were withdrawn on 31st December 1929, and the line was closed completely some months later.” [1: p143] It appeared close to the back of the magazine in the section called, “The Why and the Wherefore”. It seemed like a good idea to explore what further information there is available about the Nidd Valley Light Railway. ……. The Nidd Valley Light Railway

I was asked to do a talk for the Association of Shrewsbury Railway Modellers in November 2025. These are the notes and images pulled together for that talk. In many cases, the images included have been used in other articles and rather than creating new image files a link to the original image has been provided in these notes. ……… The featured image is a view of the NCB-built engine shed near Granville Colliery. After the NCB took over the collieries owned by the Lilleshall Company, Granville Colliery supplied coal to Buildwas Power Station and the coal trains were worked by a range of locos down the 1.5 miles to Donnington. Granville Colliery had a decent sized shed and in later years used Austerity 0-6-0ST tanks but in Lilleshall Company days the bigger engines were the ex-TVR and Barry railway engines. This image and the accompanying text were shared by Marcus Keane on the Telford Memories Facebook Group on 15th September 2015. http://rogerfarnworth.com/2025/10/06/granville-colliery-and-the-lilleshall-company-railways/

The Railway between Nice, Tende and Cuneo – Part 8 – Drap-Cantaron Railway Station to Nice. The featured image is a postcard view of la Trinite-Victor Railway Station in the very early years after the line opened. In the first seven articles about the line from Cuneo to the sea we covered the length of the line from Cuneo to Breil-sur-Roya and then to Ventimiglia, before beginning to look at the line between Breil-sur-Roya and Nice. Woven into the text below are a series of stills from a video of the train journey from Breil-sur-Roya to Nice. This article begins the journey from Drap-Cantaron Railway Station. http://rogerfarnworth.com/2025/10/07/the-railway-between-nice-tende-and-cuneo-part-8-drap-cantaron-railway-station-to-nice/

Uganda is to begin construction of its Standard Gauge railway network in April 2026. "Uganda has recently confirmed that its Standard Gauge line from Malaba/Tororo to Kampala will operate with electric traction to European standards rather than diesel traction to Chinese standards." Roger FarnworthEast Africa Railway News – November/December 2025A. Uganda to begin construction of its Standard Gauge railway network in April 2026. In August 2025, Rogers Atukunda wrote of the construction of Uganda’s Standard Gauge railway network comme…

Stockport’s 21st Century Trams and Transport for Greater Manchester’s Plans for the Future. [Quote] Transport for Greater Manchester (TfGM) has indicated that it is considering a plan to extending the already proposed East Didsbury to Stockport extension of the Metrolink tram network. The extension would utilise the underused railway line between Stockport and Denton.[/Quote] Talk is of utilising tram-train technology on this possible new extension. http://rogerfarnworth.com/2025/12/07/stockports-21st-century-trams-and-transport-for-greater-manchesters-plans-for-the-future/

A short-lived LNWR Interest in the Wenlock Railway and the Ultimate Takeover by the GWR This is little more than a mildly interesting aside. Or perhaps an addendum to the short series about the Line between Wellington and Craven Arms. …. The small companies that built the different lengths of the railway line between Wellington and Craven Arms struggled to manage their assets without support from the Great Western Railway. The GWR first began to operate the services on the line in the period after each section was opened, before gradually absorbing the companies that owned the different sections of the line. http://rogerfarnworth.com/2025/10/04/a-short-lived-lnwr-interest-in-the-wenlock-railway-and-the-ultimate-takeover-by-the-gwr/

[b]Part 7 – L’Escarene to Drap-Cantaron Railway Station.[/b] This article begins the journey from L’Escarene. Initially, the line heads Southeast but then gradually turns to the the Southwest through Peille, Peillon and Drap before running into Nice. Roger FarnworthThe Railway between Nice, Tende and Cuneo – Part 7 – L’Es...The featured image above is a rather grainy image of steam at Drap-Cantaron Railway Station. In the first six articles about the line from Cuneo to the sea we covered the length of the line from Cu…

Part 6 – Breil-sur-Roya to L’Escarene The featured image in the linked article shows an unidentified steam locomotive crossing the highly unusual Viaduc de Bevera. The train is heading toward Sospel. The article begins the journey from Breil-sur-Roya to Nice. ... South of Breil-sur-Roya a junction allows direct access to Ventimiglia and to Nice. http://rogerfarnworth.com/2025/08/29/the-railway-between-nice-tende-and-cuneo-part-6-breil-sur-roya-to-lescarene