Stratford-upon-Avon and Midland Junction Railway

Stratford-upon-Avon and Midland Junction Railway

Company type	Railway company
Industry	Rail transport
Predecessor	East and West Junction Railway, Evesham, Redditch, and Stratford-upon-Avon Junction Railway, Stratford-upon-Avon, Towcester, and Midland Junction Railway
Founded	1909
Successor	None specified
Headquarters	England
Area served	Southern Midlands, England
Products	Rail transport services (passenger and freight)
Number of employees	None specified
Website	None

The Stratford-upon-Avon and Midland Junction Railway (SMJR) was a railway enterprise located in England's southern Midlands, established in early 1909 through the consolidation of three firms:

• the East and West Junction Railway,
• the Evesham, Redditch, and Stratford-upon-Avon Junction Railway, and
• the Stratford-upon-Avon, Towcester, and Midland Junction Railway.

In 1910, the company expanded by acquiring the Northampton and Banbury Junction Railway, thereby forming an east–west rail corridor connecting Bedford and Northampton with routes leading to Banbury and Gloucester via Towcester and Stratford-on-Avon.

These railways were initially constructed to convey Northamptonshire iron ore to regions such as South Wales and the West Midlands conurbation. However, none of the original companies succeeded in fully funding their intended routes. The 1909 merger effectively reorganized their financial structure. Management also leveraged the line’s appeal to tourists interested in Shakespeare heritage and familial links to George Washington. Additionally, the railway evolved into a more direct path for transporting goods on behalf of the Midland Railway from the Bristol area towards London.

Upgrades to infrastructure allowed for the handling of substantial mineral traffic until roughly 1960, but operational constraints eventually caused freight to be rerouted by 1964. Passenger operations had ended prior to this, and the railway was progressively closed down. A small portion remains operational today, servicing a Ministry of Defence depot at Kineton.

Origins

The Stratford-upon-Avon and Midland Junction Railway (SMJR) came into existence through the amalgamation of four railway companies. Their principal objective was to transport iron ore from Northamptonshire, where deposits were plentiful but of moderate quality, to South Wales, where local ore was scarce. Despite not being top-grade, the volume of Northamptonshire ore justified its transportation.

The Northampton and Banbury Junction Railway

The Northampton and Banbury Railway received legal approval through the Northampton and Banbury Railway Act 1847 (10 & 11 Vict. c. clxxviii) on 9 July 1847. Its purpose was to link ironstone fields in Northamptonshire with iron ore markets in South Wales. Originally, it sought to connect Gayton Wharf near Northampton with the Buckinghamshire Railway at Cockley Brake near Banbury, passing through Towcester.

Due to insufficient capital, the initial plan stalled, prompting an extension of authorization under the Northampton and Banbury Junction Railway Act 1863 (26 & 27 Vict. c. ccxx) on 28 July 1863, at which point it was renamed the Northampton and Banbury Junction Railway (N&BJR). The company opened a short segment from Blisworth on the London and North Western Railway (LNWR) main line to Towcester on 1 May 1866, operating its own station at Blisworth alongside LNWR facilities.

On 1 June 1872, the N&BJR extended its route to Cockley Brake near Banbury under authorization from the Northampton and Banbury Junction Railway Act 1870 (33 & 34 Vict. c. cxxii). Goods services had already reached as far as Helmdon by August 1871. This approximately 15-mile extension was constructed using light permanent way materials, which later caused operational difficulties. The junction at Cockley Brake lay over five miles from Banbury itself, necessitating running rights over the Buckinghamshire Railway to reach the town. Passenger trains ran from Blisworth through Towcester, Wappenham, Helmdon, and Cockley Brake to Banbury; initially powered by second-hand LNWR locomotives until 1875, after which engines were leased from LNWR for the remainder of operations.

Continuing its ambition to access South Wales markets, the N&BJR gained approval via the Northampton and Banbury Railway (Extensions) Act 1865 (28 & 29 Vict. c. ccclxii) for further extensions reaching Blockley, Gloucestershire (near Moreton-in-Marsh) in 1865 and later to Ross-on-Wye in 1866. During this period, it briefly adopted the name Midland Counties and South Wales Railway reflecting these expansion plans. Nevertheless, projected construction costs for nearly 96 miles of track estimated at £1,250,000 rendered these ambitions impractical, leading to a reversion to its original name. The intended connecting line toward Chipping Norton was eventually built by the Banbury and Cheltenham Direct Railway, opening in April 1887.

Passenger service on the N&BJR remained modest with only three or four daily return trips; however, transporting cattle became a significant source of income due to growth in Banbury’s livestock market.

In the 1880s, mechanization spurred development of small ironstone quarries near Blisworth and Gayton into a large-scale operation managed by Richard Thomas and Baldwins.

The East and West Junction Railway

The East and West Junction Railway (E&WJR) obtained its parliamentary authorization on 23 June 1864 through the East and West Junction Railway Act 1864. This legislation permitted the construction of a railway line connecting the Northampton and Banbury Junction Railway at Green's Norton Junction (close to Towcester), crossing the Great Western Railway south of Fenny Compton, and linking with the Stratford on Avon Railway at Stratford-upon-Avon. The objective was to grant the E&WJR a route northward toward Birmingham and southwest via Honeybourne, including running rights over the Northampton and Banbury Junction Railway between Towcester and Blisworth.

In 1866, due to inadequate initial funding, an additional capital increase of £300,000 was sanctioned under the East and West Junction Railway (Capital) Act 1866. That same year, the E&WJR proposed an extension from Towcester to connect with the Great Northern Railway (GNR) at Hitchin, contingent upon a £200,000 investment from the GNR. This initiative aimed to establish a fresh London link with E&WJR as a principal participant. However, the GNR declined to provide financial support, leading to the abandonment of plans for a westward extension to Worcester. Although parliamentary approval was granted, raising sufficient capital remained problematic.

The inaugural operational segment, spanning six miles from Fenny Compton to Kineton, commenced service on 1 June 1871. Passenger trains initially ran using an engine leased from a contractor, which was later acquired by E&WJR as locomotive no. 1.

An extension of construction time was authorized by the East and West Junction Railway (Extension of Time) Act 1871. Preference shares were raised to finance ongoing development, enabling completion of the western section (Stratford to Kineton) and eastern section (Fenny Compton to Green's Norton Junction) by 1 July 1873. Services operated between Blisworth and Stratford, utilizing running rights over the Northampton and Banbury Junction Railway between Blisworth and Green's Norton Junction.

At first, E&WJR trains accessed Stratford via a spur connecting to the Great Western Railway (GWR) station; however, a temporary station opened in June 1875, followed by a permanent facility in January 1876. Early assessments highlighted operational inefficiencies caused by separate stations that inconvenienced passengers.

During this era, the London and North Western Railway provided through carriages traveling from London Euston to Stratford via Blisworth.

Financially, the railway struggled significantly, entering receivership on 29 January 1875—a status that persisted until 1902. Passenger operations were suspended from 31 July 1877 but recommenced on 2 March 1885.

The East and West Junction Railway, extending approximately 40 miles (64 km) from Stratford-on-Avon to Blisworth, resumed passenger services on Monday [2 March 1885].

The Evesham, Redditch and Stratford-upon-Avon Junction Railway

Seeking westward expansion to tap into South Wales' iron industries and those of the West Midlands—and aiming to lessen dependence on the Great Western Railway (GWR) at Stratford—the Evesham, Redditch and Stratford-upon-Avon Junction Railway (ER&SJR) was promoted. The Evesham and Redditch Railway (E&RR), affiliated with the Midland Railway, had inaugurated a north–south route in 1866 located about eight miles west of Stratford. To connect these lines efficiently, authorization for the ER&SJR came through the Evesham, Redditch, and Stratford-upon-Avon Junction Railway Act 1873 (36 & 37 Vict. c. ccxlv) on 5 August 1873. This seven-mile track extended westward from Stratford to Broom junction on the , facilitating a connection toward Birmingham.

The ER&SJR commenced operations on 2 June 1879 under management by the . Although running rights were secured for access to Redditch, these were only exercised between Broom junction and Broom station.

From its inception, this line faced financial difficulties and entered receivership on 2 January 1886 while continuing service.

The Stratford-upon-Avon, Towcester and Midland Junction Railway

In 1879, the East and West Junction Railway (E&WJR) backed the development of a line stretching from Towcester to a junction near Olney known as Ravenstone Junction. This project was established under the name Easton Neston Mineral and Towcester, Roade and Olney Junction Railway with a capital of £230,000 in shares. The Midland Railway received running rights specifically for goods and mineral transport. Financial difficulties delayed construction, resulting in a rebranding to the Stratford-upon-Avon, Towcester and Midland Junction Railway (ST&MJR) as authorized by legislation passed in 1882.

In 1883, a joint operating committee was created alongside the E&WJR to manage the line, which commenced goods services on 13 April 1891. The route intersected with the London and North Western Railway (LNWR) main line at Roade, where a short goods spur facilitated wagon exchanges exclusively. This process required manual coordination between signal boxes to manage train staff movements.

Passenger trains were introduced on 1 December 1892 using leased locomotives from the Midland Railway but ceased by 30 March 1893 due to unsatisfactory results. Expected income from local iron ore traffic was undercut by cheaper imports from Spain before the line even opened. Nonetheless, by 1883 the Midland Railway utilized this new route for freight between Broom Junction and Olney, initially deploying its own locomotives; however, these proved too heavy for the track and were replaced by lighter engines sourced locally.

Broom station initially served as an unadvertised exchange platform before opening to the public on 1 November 1880.

Facing financial hardship, the ST&MJR was forced to invest approximately £160,000 to upgrade the poorly built E&WJR infrastructure. This expenditure seemed partly intended to support the struggling E&WJR but ultimately proved insufficient, worsening financial strains.

The Great Central Railway

In 1893, the Manchester, Sheffield and Lincolnshire Railway (MS&LR) acquired controlling shares in both the East and West Junction Railway and the Evesham, Redditch and Stratford Junction Railway with plans for expansion. Renamed as the Great Central Railway (GCR) in 1897, it launched its London extension in 1899. This included north- and south-facing spurs at Byfield connecting to Woodford on the GCR line. These spurs briefly handled passenger and freight services before closing around 1900. Concurrently, a north curve was opened enabling through coaches from Marylebone to Stratford via Woodford from 1902 until passenger services ended in 1948 and goods traffic ceased in 1965.

The Stratford-upon-Avon and Midland Junction Railway

The three linked railways—the East and West Junction Railway, Stratford-upon-Avon, Towcester and Midland Junction Railway, and Evesham, Redditch and Stratford-upon-Avon Junction Railway—were managed through joint committees beginning in 1883 and 1891 respectively. This arrangement formalized cooperation over nearly 60 miles connecting Midland Railway junctions at Broom and Olney.

Due to light track infrastructure causing damage, the Midland Railway withdrew its locomotives from through goods services along this route in 1891, with SMJR engines assuming operational responsibility.

The Stratford-upon-Avon and Midland Junction Railway (Amalgamation) Act 1908 sanctioned the official consolidation of these three companies into the SMJR effective from 1 January 1909. This merger created capital amounting to £600,000 aimed at funding necessary upgrades. Attempts to sell the combined railway to larger entities such as the Midland or Great Central Railways failed because of ongoing financial losses and a limited local population base.

The Stratford-upon-Avon and Midland Junction Railway (Various Powers) Act 1910 enabled acquisition of the Northampton and Banbury Junction Railway for £53,223, effective July 1910.

Under Chairman Harry Willmott—with his son Russell serving as traffic manager and engineer from 1913—the SMJR actively promoted tourism by capitalizing on connections to Stratford-upon-Avon's Shakespearean heritage and nearby scenic attractions. Marketing efforts included joint excursion tickets and renaming Moreton Pinkney station to emphasize links with George Washington’s ancestry. Additionally, powers were secured in 1910 permitting operation of motor bus services.

Operational improvements followed after acquiring the Northampton line; notably, junction rationalization at Greens Norton reduced signaling expenses through installation of parallel single tracks.

For a period, the Midland Railway utilized this route for Bristol-to-London freight traffic as an alternative competitor against the Great Western Railway. However, around 1912–13 it withdrew profitable banana and coal shipments from Avonmouth destined for London due to delays caused by single-track operations through Stratford coupled with slow speeds, opting instead for other routes.

Railophone

The aspiration to establish real-time communication with trains in motion prompted a 1910 trial of the Railophone system, created by engineer Hans von Kramer. Implemented along the line, this technology utilized an inductive conductor embedded in the track paired with coils on the train to convey voice signals. Additionally, it enabled remote activation of train brakes during emergencies. A public showcase took place on 28 June 1912.

In light of recent devastating railway disasters globally, this innovation in wireless electricity heralds a significant advancement in railway safety and comfort. Once broadly implemented, collisions between trains would become virtually impossible, elevating the role of signalmen to a highly precise discipline. Passengers traveling at speeds of 60 miles per hour [100 km/h] would be able to communicate across extensive distances. Hans von Kramer, an electrical engineer based in Birmingham, developed the "railophone," building upon Faraday’s electromagnetic induction principle from eight decades earlier.

The demonstration was technically effective; von Kramer unintentionally halted a shunting operation by pressing the control button. Nevertheless, the substantial costs associated with installation seem to have prevented widespread deployment.

From 1914

During World War I, control of railways was transferred to the Railway Executive Committee, and recreational travel was discouraged.

On 24 May 1917, the connection at Roade to the was dismantled, with its track materials repurposed for other uses.

The wartime demand for iron ore increased significantly. Harry Willmott identified large iron ore reserves near Burton Dassett, estimated at around 30 million tons. Despite government refusal to support a railway line accessing these deposits, private commercial interests constructed a dedicated access route. The Edge Hill Ironstone Company undertook mining operations.

The Edge Hill Light Railway

The Edge Hill Light Railway, established as a provisional company, commissioned Colonel Stephens to design an eleven-mile line featuring a steep incline of 1 in 6 rising to 700 ft elevation. Initial funding amounted to £200,000; however, local opposition forced a reduction in scope to less than six miles and capital down to £90,000, connecting with the at Burton Dassett.

The Edge Hill Light Railway Order 1919 authorized construction of a standard gauge railway on 28 January 1919. The incline employed a balanced cable system whereby descending loaded wagons pulled empty ones uphill. Construction utilized two former London, Brighton and South Coast Railway "terrier" locomotives alongside a Manning Wardle 0-4-0ST engine.

Mining activities commenced on 22 January 1922 but were hampered by poor ore quality and weak demand. The railway began operations in June 1922 but ceased mining on 27 January 1925; no further production followed.

After 1923

Following the Railways Act 1921 grouping, the became part of the London, Midland and Scottish Railway (LMS), which also incorporated the Midland Railway and . The operated over 67 miles of track with capital amounting to £600,000. Shareholders received only about 39% of nominal value; dividends were low (1% in 1921 and 0.5% in 1922).

Between 1927 and 1928, LMS enhanced the line to accommodate traffic from Bristol and Avonmouth—this included relaying tracks, lengthening passing loops, and upgrading signalling systems. These improvements facilitated profitable banana special trains and increased line speeds to approximately 45 mph.

To cut expenses on lightly trafficked routes, LMS experimented with the Karrier "Ro-railer" in 1931—a hybrid vehicle combining bus and rail features seating twenty-six passengers, equipped with pneumatic road tires alongside wooden rail wheels. It operated between Stratford's Welcombe Hotel and Blisworth via Stratford station. In 1932, modifications reduced its weight to roughly six tons and added pneumatic jacks.

Nevertheless, the Ro-railer proved unreliable on gradients and incapable of sustaining mainline speeds; its service ended on 2 July 1932, replaced by steam locomotives connecting with taxi services.

At Broom Junction, mineral trains traveling from Northamptonshire to South Wales were forced into reversals due to track layout constraints. On 28 September 1942, LMS opened a south curve enabling direct passage without entering Broom station. Passenger services between Stratford and Broom were suspended temporarily on 16 June 1947 and discontinued permanently on 23 May 1949.

Nationalisation

In 1948, the British railway system was brought under government control as British Railways, with management responsibilities for the line split between the London Midland Region and the Western Region at Fenny Compton.

Confronted by competition from road-based bus services and the need to reduce financial losses, British Railways conducted a review of SMJR's passenger operations. Passenger services on the northern branch from Byfield to Woodford Halse were withdrawn on 31 May 1948. By 1950, passenger numbers had dwindled significantly—averaging two daily travelers between Blisworth and Stratford, one monthly from Ettington, and one daily from Kineton—resulting in the cessation of passenger trains on 5 April 1952; however, freight traffic persisted until 1965. Additionally, the passenger route from Banbury to Towcester and Blisworth was terminated on 2 July 1951, with goods services ending shortly after on 29 October 1951.

In contrast, the central SMJR line maintained its importance for freight transport. Starting from 4 June 1951, four pairs of through freight trains operated daily between the Great Central line at Woodford and South Wales via Broom South Junction and Ashchurch.

The segment between Ravenstone Junction and Towcester was closed following 8 June 1958. Initially, Fenny Compton’s track arrangement provided only a siding connection between SMJR and the , with SMJR crossing over GWR by means of a bridge. On 7 March 1960, a new junction was established at Fenny Compton to facilitate a more direct route for iron ore trains traveling from Banbury to South Wales, supported by a newly constructed staging yard at Honeybourne West Junction. A south-facing curve at Stratford became operational on 13 June 1960, accompanied by upgrades to track and signalling systems. Nevertheless, the Oxfordshire Ironstone Company ceased its operations in Banbury by 2 October 1967.

By the mid-1960s, local traffic had largely disappeared and through freight movements were rerouted. The sole remaining section was the branch linking Fenny Compton to the Ministry of Defence facility at Kineton. This branch was transferred to the Ministry of Defence on 19 July 1971 and has since been operated using their own locomotives.

Locomotives

The Northampton and Banbury Junction Railway (N&BJR) initially placed an order for four locomotives from Neilson of Glasgow but lacked sufficient funds to complete payment. Facing financial challenges, N&BJR leased two locomotives from I W Boulton, including an ex-LNWR 2-2-2 No. 1125 in poor repair and The Owl. Between 1866 and 1872, operations were managed by LNWR. In 1872, N&BJR acquired three second-hand LNWR engines—a Vulcan Foundry 0-6-0 No. 1827, a Sharp, Stewart 0-4-2T No.1831, and a Hawthorn 0-6-0 No.1849—and ran its own services until financial difficulties forced LNWR to resume control in 1876.

The East and West Junction Railway (E&WJR) commenced operations with a Manning Wardle 0-6-0ST built in 1866 used during construction. In 1873, six locomotives were procured through hire purchase from Beyer, Peacock and Company with financing arranged by Birmingham Railway Carriage and Wagon Company. However, after one year E&WJR defaulted on payments leading to repossession of these engines. Subsequently, two second-hand French locomotives in poor condition were acquired via contractor Crampton, supplemented by two hired I.W. Boulton 0-6-0STs in 1875.

In 1876, E&WJR obtained two Fairlie locomotives originally built for a Mexican railway—a double Fairlie 0-6-6-0 (No.1) and an 0-4-4T (No.2)—both disposed of by 1878; thereafter additional locomotives were hired from Boulton. A Beyer Peacock 0-6-0ST (No.1) arrived in 1879 but was sold due to inadequate water capacity. Beyer Peacock supplied Nos.2–4 (double-framed 0-6-0s) between 1880 and 1885; Nos.5 and 6 were passenger-configured 2-4-0Ts equipped with Westinghouse brakes.

In August 1888, a second-hand 2-4-0T named Hope was acquired from the Potteries, Shrewsbury and North Wales Railway for use on the Broom route. Three additional second-hand LNWR DX class 0-6-0 goods locomotives arrived in December 1891 for duties between Olney and Broom.

Later purchases included three Beyer Peacock dual-brake-fitted 0-6-0s (Nos.10–12), a Beyer Peacock express locomotive (No.13) of type 2-4-0 in 1903, plus five more Beyer Peacock-built 0-6-0s (Nos.14–18), financed through the creation of the Stratford-upon-Avon and Midland Junction Railway (SMJR). The SMJR also acquired a second-hand William Stroudley "Large C" class 0-6-0 locomotive from LBSCR dating back to 1884, delivered in November 1920.

The Edge Hill Light Railway operated two LBSCR Terrier class 0-6-0Ts; one occasionally served passenger trains along the Broom line.

Following absorption by the London, Midland and Scottish Railway (LMS), most SMJR engines were considered worn out; Midland Railway pattern-type 0-6-0 locomotives became dominant. After discontinuation of the Ro-railer service on the Welcombe Hotel route, three ex-Lancashire and Yorkshire Railway 0-4-4T engines operated there.

Track enhancements by LMS permitted deployment of heavier locomotives; post-war operations frequently utilized War Department Austerity class 2-8-0 engines alongside other powerful types.

Account of a journey along the route

In August 1955, an author experienced a footplate ride aboard a freight train traversing the line from Towcester to Stratford. The trip lasted approximately five hours and spanned around thirty miles. Despite the cessation of passenger operations, the line remained active, though limited passing loops caused delays.

The train left Towcester at 10:12 a.m., powered by a class "4F" 0-6-0 locomotive pulling 19 wagons plus a brake van. An eastbound service crossed paths at Towcester station.

"After about ten minutes traveling at roughly 20 mph (30 km/h), the train reached Blakesley, where it paused for five minutes to allow another eastbound train to pass... The following stretch is extensive, leading to Woodford Halse... A consistent ascent, occasionally at a gradient of 1 in 100, brings the train near Woodford, running adjacent to the Marylebone main line before crossing it just south of Woodford Halse Station. Exchange sidings connect here to the former Great Central line, and passenger trains formerly operated through this main line station."

At Woodford, one wagon was detached and another added.

"The train awaited the arrival of the Stratford crew. Most daytime shifts change at this location, with Northampton crews handling eastbound trains and Stratford crews managing westbound returns. The Stratford freight arrived significantly late, resulting in a one-hour hold-up. Meanwhile, a 20-empty-wagon train passed through without stopping, followed shortly by another locomotive and 12 wagons operated by the Stratford crew. After a swift locomotive exchange, both crews continued on their routes."

A wagon was collected at Byfield.

"Occasional special trains still depart from this station to London via Blisworth... At Byfield Ironstone Sidings, 15 empty wagons were shunted onto a siding for ore loading, leaving six wagons to proceed onward."

At Fenny Compton, there was a thirty-minute wait until an engine with two brake vans arrived from ahead. Afterwards, the train advanced one or two miles toward Burton Dassett.

"The substantial War Department depot here generates considerable traffic. After an extended stop outside the yard and instructions to reverse into sidings, three small W.D. tank engines were observed. Once local freight cleared the track, a heavy W.D. special with 35 wagons departed westbound toward Stratford and beyond. The shunting operation to collect eight wagons and detach one was intricate but eventually completed. The train then waited again until the 1:15 p.m. service from Stratford arrived—this delayed train of 21 wagons reached Burton Dassett behind schedule. Following an hour in sidings, our train departed at 2:30 p.m."

At Kineton, another wagon was scheduled for collection. Five hours after departing Towcester, the train reached Stratford Old Town Station.

Route details

Northampton and Banbury Junction Railway

• ; commenced operations 1 May 1866; ceased services 7 April 1952; main line station remained in use until 4 January 1960;
• ; operational from October 1869; closed after February 1871;
• ; opened on 1 May 1866; shut down on 7 April 1952;
• Green's Norton Junction; divergence point for line from 1873 until junction relocated to Towcester station in 1919;
• ; began service on 1 June 1872; closed on 2 July 1951;
• Helmdon; opened on 1 June 1872; renamed in 1950; closed on 2 July 1951;
• Cockley Brake Junction; connection point for line to Banbury.

'East and West Junction Railway, including Evesham, Redditch and Stratford-upon-Avon Junction Railway

• Green's Norton Junction; as above;
• ; opened on 1 July 1873; closed on 1 August 1877; reopened on 2 March 1885; finally closed on 7 April 1952;
• ; commenced operations on 1 July 1873; closed on 1 August 1877; reopened on 2 March 1885; closed permanently on 7 April 1952;
• Woodford West Junction; trailing junction serving GCR main line spurs between 1899 and 1965;
• ; started service on 1 July 1873; ceased operations on 1 August 1877; reopened on 2 March 1885; closed on 7 April 1952;
• Fenny Compton; line opened June 1871 utilizing GWR station; own station opened July 1873, closed August 1877, reopened March 1885, closed April 1952;
• ; opened August 1872; shut down August 1877;
• Burton Dassett Junction; divergence point for Edge Hill Light Railway (1920–1925);
• Warwick Road/Burton Dassett stations served Army camp intermittently from December 1909 to 1946 but were not publicly timetabled;
• ; opened June 1871; closed August 1877; reopened March 1885; closed April 1952;
• ; began service July 1873; ceased August 1877; reopened March 1885; closed April 1952;
• ; functioned as junction for E&WJR spur to GWR (1873–1965) and BR spur (1960–1965); opened July 1873, closed August 1877, reopened June 1879 as terminus from Broom Junction, original service restored March 1885, closed April 1952;
• ; opened June 1879; closed June 1947;
• Bidford-on-Avon: commenced May 1881, renamed July 1909, temporarily suspended February 1917, resumed January 1919, permanently shut June 1947 due to fuel shortage;
• Broom East Junction; divergence of LMS spur (1942–1962);
• ; convergence point with Evesham and Redditch Railway northwards.

Stratford-upon-Avon, Towcester and Midland Junction Railway

• Towcester: see above;
• (village spelled Stoke Bruerne); opened December 1892, closed after last train March 1893 due to Easter intervention;
• Roade Junction; spur connecting to Roade (LNWR);
• ; began service December 1892, ceased after last train March 1893 due to Easter intervention;
• Ravenstone Wood Junction; meeting point with Northampton-Bedford line.

The routes featured rolling terrain with maximum gradients near one in eighty and sustained climbs averaging approximately one in one hundred. Prominent summits included Tiffield (situated between Blisworth and Towcester), Morton Pinkney close to Byfield, Fenny Compton, and Ettington Lime Works. The Ravenstone Wood Junction route involved gradients up to about one mile at roughly one in eighty-two, while the Midland Railway segment approaching Olney descended with slopes reaching about one in seventy over four miles. The Cockley Brake branch ascended continuously toward a summit east of Cockley Brake featuring a final climb exceeding one mile at nearly one in sixty-five before descending over about one mile at close to one in seventy.

Current status of the Stratford-upon-Avon and Midland Junction Railway

Today, the sole remaining operational portion of the former Stratford-upon-Avon and Midland Junction Railway (SMJR) is the line running between and the Ministry of Defence depot at Kineton.

References

• History of the SMJ

Further reading

• Railway Magazine, 1910, page 265
• Railway Magazine, 1912, page 169
• Railway Magazine, April 1933

External links

• The SMJ Society official website
• SMJR information on WarwickshireRailways.com
• British Film Institute video showing personnel maintained at Kineton and Clifford Sidings signal boxes around the clock following cessation of train services.