Lancaster and Preston Junction Railway

Lancaster and Preston Junction Railway

Company type	Public company
Industry	Railway transport
Founded	1840
Fate	Absorbed by London and North Western Railway
Headquarters	Lancaster , England, United Kingdom
Products	Railway services

The Lancaster and Preston Junction Railway commenced operations in 1840, inaugurating a twenty-mile route in Lancashire, England. However, the enterprise struggled financially. Following the inauguration of the Lancaster and Carlisle Railway in 1846, the L&PJR became incorporated into a heavily trafficked mainline. Despite this, it suffered from insufficient capital to acquire adequate track infrastructure or implement effective signalling systems. Today, most of the original route forms part of the electrified West Coast Main Line, although none of the initial L&PJR stations remain operational.

A disorderly scenario developed due to the absence of a legally recognized board of directors, leading to unauthorized train services being operated by the Carlisle company on the line. The Lancaster Canal Company leased the railway on an annual basis but hesitated to invest without assured tenure. The lack of a reliable safety system culminated in a rear-end collision at Bay Horse station in 1848, exposing significant operational flaws. Control was transferred to the Lancaster and Carlisle Railway by the close of 1848. By that time, management of the L&CR had come under the London and North Western Railway, which officially absorbed it in 1859.

Conception and authorisation

During the expansion of Britain's railway network, a route connecting northwest England with Scotland was proposed by Joseph Locke in 1835. The North Union Railway, authorized in 1834, intended to construct a line extending southwards to Preston. Interest surged in Lancaster, where establishing a rail link was highly sought after. At a public assembly held on 12 April 1836, plans were formulated to develop a line between Lancaster and Preston. The NUR's connection from Wigan to Preston became operational in 1838.

Rather than waiting for completion of the NUR line, Lancaster secured parliamentary approval on 5 May under (7 Will. 4 & 1 Vict. c. xxii), authorizing £250,000 in share capital.

Construction was anticipated to be relatively straightforward, with projected returns on investment increasing from 10% initially to 18% prior to opening. Joseph Locke served as engineer for the twenty-mile route. The Lancaster terminus was situated on South Road near the Lancaster Canal, distinguished by an impressive station building. At Preston, the terminus located on Dock Street close to the canal offered limited amenities.

The rails employed were parallel form rather than fish-bellied, laid upon larch sleepers where embankments existed and stone block sleepers elsewhere.

Opening

The railway line was officially inaugurated on 25 June 1840, with public services commencing the following day. On weekdays, five passenger trains operated each direction; two included through coaches connecting to London. On Sundays, only these "mail" trains ran. Third-class passenger service was limited to one train per day. Traffic levels were underwhelming: Lancaster alone could not sustain adequate patronage, especially against competition from the Lancaster Canal whose packet boats had been operating since 1833. The canal vessels offered greater comfort and heating during winter months. In response to the railway's opening, the canal company reduced fares and served areas near Garstang—the only other notable intermediate settlement—while boats were drawn at a brisk pace by two horses.

Dispute with the North Union Railway

Prior to commencing construction in 1836, the NUR proposed extending its line northward from Butler Street to Dock Street to facilitate a shared station with the Lancaster company. This arrangement included reciprocal running rights at Preston, with the L&PJR agreeing to reimburse the NUR's costs within one month. Although the L&PJR hesitated to finalize the agreement due to its Act still being under consideration, the NUR proceeded in March 1837 with building the extension beneath Fishergate. The L&PJR pledged to pay £1,500 once the work was completed. The NUR completed the extension by December 1839 and received payment accordingly. However, when L&PJR commenced operations seven months later, the NUR contended that this did not entitle them to free passage along the line to Butler Street or access to the station—facilities that had not been accepted and were outside their original contract. While this likely stemmed from an oversight by L&PJR, it caused deterioration in their relationship. Greville and Holt observed that despite having funded the connecting line, L&PJR refused to pay tolls for using it.

The L&PJR postponed agreeing on locomotive operations until nearly the last minute. Although NUR offered to handle engine management, L&PJR was required to contribute its share. At the eleventh hour, L&PJR consented but failed to have locomotives ready for service. The NUR criticized L&PJR’s track quality as substandard, which resulted in damage to NUR’s engines and increased operational tensions. In June 1841, NUR issued six months’ notice to terminate their locomotive cooperation. Subsequently, John Hargreaves, who held a freight contract with L&PJR, acquired its locomotive assets and assumed operational control.

Partnership with the Bolton and Preston Railway

The Bolton and Preston Railway (B&PR) constructed a route connecting Bolton and Chorley, which was operated by Hargreaves. The NUR regarded B&PR as a rival adversary, and B&PR’s alliance with L&PJR further strained relations with NUR. Initially, B&PR intended to build an entire line into Preston that would largely duplicate NUR’s existing route and provide a shorter connection between Preston and Manchester. However, plans were altered so that B&PR would link with NUR at Euxton and access Preston via NUR tracks, while still committing to erect a station at Preston for use by L&PJR.

L&PJR services ran from their modest Dock Street terminus; some trains extended service to Butler Street, which was NUR’s Preston station. Passengers traveling through faced an additional 6d charge, prompting some travelers to disembark at Dock Street and walk over to Butler Street before continuing their journey. The Dock Street facility was rudimentary—a siding equipped with buffer stops and a short wooden platform—reachable only by a cinder path and steps.

The B&PR station near Maxwell House—often referred to by that name—opened early in 1842 as a terminus accessible solely from the north, making it unsuitable for through services. The NUR feared that B&PR might resurrect plans for duplicating the Euxton-Preston segment. Upon connecting at Euxton, B&PR relied on running over NUR tracks to reach Preston; however, high tolls imposed by NUR created financial difficulties for B&PR. This pressure contributed to B&PR’s merger into NUR in 1843.

Acquisition by the Lancaster Canal Company

The L&PJR’s position weakened considerably due to ongoing disputes and dependence on the antagonistic NUR. In 1842, it sought potential buyers—either the financially struggling B&PR or the NUR itself; however, NUR declined the offer. On 14 July 1842, an agreement was reached for the Lancaster Canal Company to lease L&PJR for 21 years beginning on 1 September 1842; this arrangement was formalized by the Lancaster and Preston Junction Railway Act 1843 (6 & 7 Vict. c. iv) on 3 April 1843. The lease required an annual payment of £30,000.

The isolated B&PR station at Maxwell House continued serving Lancaster trains until B&PR’s absorption into NUR in 1844; following this merger, NUR denied further access to that station. As a result, the canal company negotiated rights for using Butler Street station and agreed upon rental terms effective from 13 February 1844.

Lancaster and Carlisle Railway

The Lancaster and Carlisle Railway (L&CR) received authorization on 6 June 1844, marking a significant step in the expansion of the west coast main line. Directors of the L&CR also held interests in overseeing the Lancaster and Preston Junction Railway (L&PJR). In March 1844, a committee from L&CR proposed leasing the Canal Company, which controlled the L&PJR; however, unclear terms within the L&PJR lease hindered this initiative. Subsequent efforts to clarify these issues proved unsuccessful. On 22 September 1846, L&CR commenced operations on the Kendal to Lancaster route, running services to Preston despite lacking formal authorization. The Lancaster station functioned as a through station, circumventing the L&PJR terminus. By this time, the London and North Western Railway (LNWR), formed through the merger of several lines including the North Union Railway, endorsed L&CR’s access to Preston station. Meanwhile, L&PJR continued to operate services independently from its original Lancaster station to Preston Dock Street.

Management failings

The administration of the line was disjointed and inefficient, as highlighted by Captain Laffan from the Board of Trade:

In July 1842, an agreement designated the Canal Company as lessee of the railway for a 21-year term, with possession commencing on 1 September 1842. Nevertheless, legal constraints restricted formal leases to a maximum of three years. An Act passed in July 1843 sought to validate this agreement and empower a formal lease arrangement; however, disputes arose when the Railway Company declined to approve it without additional conditions that the Canal Company rejected.

Despite this, the Canal Company retained possession and paid annual rent, claiming legal tenancy beyond yearly terms. They pursued an injunction from the Court of Chancery to enforce the original lease. In February 1844, L&CR proposed acquiring both the canal section between Lancaster and Kendal and the Canal Company's interest in L&PJR. Although authorized by legislation in spring 1844, no agreement on purchase terms was reached. In spring 1846, L&PJR directors formulated a merger proposal with the Canal Company, but shareholders voted it down, prompting widespread resignations among officers and directors.

With only one director remaining and legal restrictions limiting new appointments, the company sought parliamentary authority to appoint a new board. The House committee declined this request unless toll rates were revised—tolls set in 1837 remained higher than those on comparable lines at that time. Opting to preserve elevated tolls, the company withdrew its bill.

Following this, L&CR declared it would operate its own trains over the line and remit lawful tolls but has since run services without paying tolls. They maintain detailed traffic accounts provided monthly to both companies and express readiness to settle toll disputes through legal or arbitration channels.

This deadlock has resulted in L&CR operating trains over L&PJR tracks without consent or cooperation from current operators. Due to unresolved conflicts, neither party invests sufficiently in maintenance, creating potential safety hazards. The Railway Company attributes maintenance failures to tenants responsible for upkeep, while tenants are reluctant to invest amid uncertain tenure—compromising public safety along this route.

Collision at Bay Horse

On 21 August 1848, an express train traveling north collided with the rear of a train that was halted at Bay Horse station on the Lancaster and Preston Junction Railway (L&PJR), situated roughly five miles south of Lancaster. The express had been delayed at Preston and was sent out following the stopping train under the time interval system used for train regulation. While the stopping train was engaged in station activities, the express approached at a speed of 40 mph. The sole warning was a small red flag mounted on a pole, which was unclear and went unnoticed. Although the express reduced speed upon spotting the halted train, it still struck it at about 8 mph, causing one death and multiple injuries.

Captain Laffan’s Board of Trade investigation concluded that the station’s signaling arrangements were inadequate for the volume of traffic on this northern railway route, noting:

“Station signals were primitive and insufficient to ensure public safety on what was a key northern railway link. Each station possessed only a single signal—a small red flag on a pole—that was often indistinct and poorly maintained. At Bay Horse, the flag moved freely in the wind and was scarcely visible.”

“Upon examination, I observed that the flag was tightly wrapped around its pole, rendering it invisible even from a distance of 200 yards. This condition posed a significant danger of additional collisions if multiple trains had been present.”

“Prior concerns raised by Captain Coddington regarding these signaling shortcomings were disregarded by the Company.”

Acquisition by the Lancaster and Carlisle Railway

The ensuing controversy led to a change in management; however, improvements proceeded slowly. On 13 November 1848, the Lancaster and Carlisle Railway (L&CR) agreed to oversee operations of both the Lancaster Canal and L&PJR, an arrangement formalized by legislation on 1 August 1849. Unpaid toll charges for L&CR trains running between Lancaster and Preston from 22 September 1846 until 31 July 1849 amounted to £83,616.

The L&PJR ceased to exist as an independent company following a merger act with the L&CR dated 13 August 1859. Shareholders of the L&PJR received approximately £102 in ordinary L&CR shares for every £100 held in L&PJR stock.

Starting from 1 August 1859, the London and North Western Railway (LNWR) secured a 900-year lease on the L&CR, guaranteeing a minimum dividend of 8%; consequently, control of the former L&PJR network passed to LNWR.

Electrification

The segment from Preston to Carlisle on the West Coast Main Line underwent electrification using a 25 kV overhead system, which became operational on 25 March 1974. Full electric train services commenced on 6 May 1974. The following day, Her Majesty The Queen traveled this route and ceremonially 'drove' the train between Preston and Lancaster.

Today

Currently, this railway line forms part of the West Coast Main Line. The former North Union station at Preston is now known as Preston railway station. The original Lancaster station built by L&PJR has been closed, and none of its initial stations are still in operation.

Topography

• Lancaster; inaugurated on 26 June 1840; occasionally referred to in modern records as Lancaster Greaves or Lancaster Penny Street; closed on 1 August 1849 when services were transferred to Lancaster and Carlisle Railway station;
• Lancaster Old Junction; connection point with Lancaster and Carlisle Railway established from 1846;
• Galgate; opened on 26 June 1840; closed on 1 May 1939;
• Bay Horse; opened on 26 June 1840; closed on 13 June 1960;
• Scorton; opened on 26 June 1840; relocated approximately half a mile north around August 1840; closed on 1 May 1939;
• Junction for Knot-End Railway;
• Garstang; opened on 26 June 1840; renamed Garstang & Catterall in 1881; closed on 3 February 1969;
• Brock; commenced operation in August 1849 replacing Roebuck; closed on 1 May 1939;
• Roebuck; opened on 26 June 1840; closed in August 1849;
• Broughton (second station); opened around November 1840; renamed Barton and Broughton in 1861; closed on 1 May 1939;
• Broughton (first station); opened on 26 June 1840; closed around November 1840;
• Oxheys; commenced serving cattle market traffic from 2 November 1869, fully open by April 1886; closed in September 1925;
• Preston (Maxwell House); opened on 22 June 1843; closed on 11 February 1844.

Additional sources

• Welch, M.S. (2004) Lancashire Steam Finale, Cheltenham: Runpast Publishing, , p. 2.