5/21/2023 0 Comments Poyle redhandThuey agreed to construct the line for £89,000, and in March 1882, 7,500 shares of £10 each were made available to prospective investors. A new Bill was immediately put before Parliament to authorise this new station and a link with the LSWR north of the terminus. Not wanting to antagonise the LSWR further by pursuing the original proposal of a joint station, the GWR insisted on an independent terminus to handle both passenger and freight traffic. An agreement was at last signed on 13 November 1882, which confirmed that the GWR would work and maintain it after the first six months in return for half the gross receipts. This move did nothing to improve relationships with the LSWR, driving the S&WDR deeper into the clutches of the still This would bring LNWR trains from Watford via the proposed Uxbridge & Rickmansworth Railway, the GWR branch to Uxbridge and on to the new line south to Staines, and on to the SER and LBSCR via Leatherhead and Dorking. This took the new line under the GWR to join the Uxbridge line before running in to the north side of West Drayton station.ĭuring this period, the local company even approached the LNWR suggesting that the line could form part of a new route around the west side of London. These delays required time extensions in 18 when an alteration to the GWR junction was approved. The Staines & West Drayton Railway Company formed by the 1873 Act suffered a long period of negotiations and frustrations before the line was built. These objections produced a clause in the Act which required that the line be built only to standard gauge, which would restrict any expansionist tendencies on the part of a still largely broad gauge GWR. This time the LSWR reacted with some vigour to the invasion of its territory, opposing the Bill byĪlleging that the proposed junction at Staines would be dangerous and the extra traffic impossible to accommodate at the existing Staines station, which had not been built as a terminus. A second Act of 7 July 1873, authorised the 5m 2f 9♲ch Staines & West Drayton Railway over the same route, joining the LSWR 43ch north-west of the bridge over Staines High Street, but omitting the through link to the Uxbridge branch at West Drayton. On 13 July 1866 the GWR agreed to work the line for half the gross receipts, but the powers to build it expired before the £60,000 capital could be raised. The proposals included a line passing below the GWR at West Drayton to allow through running between Uxbridge and Staines. After the failure of a Bill deposited in 1863 for a West Drayton & Staines Railway, one of two similar schemes deposited in November 1865 became the Colnbrook Railway Act of 1866, comprising a single standard gauge line running south from the south side of the GWR station at West Drayton to the LSWR Windsor branch at Staines Moor. With the GWR main line only six miles to the north across ‘easy railway country’, the business interests in the town, hoping to lower freight rates and open up new outlets, were turning their attention to a route first used by three unsuccessful Uxbridge & Staines Bills of the 1840s. By the mid 1860s these included a large brewery, mustard mills, a papier-mâché factory and the world’s first linoleum works, producing the floor covering invented in the town in 1860-63 by Frederick Walton. The town had lost status with the arrival of the railway age, but the opening of the Windsor, Staines & South Western Railway on 22 August 1848, linking it with London, had encouraged the growth of local industries. Staines is a small market town on the London to Exeter Road at an important crossing of the River Thames. The early history of the Staines & West Drayton Railway is complicated and is a familiar story involving a campaign from local interests to improve railway connections by trading on the rivalry between two main line companies. The halt remain intact for a few years after closure but had been demolished by 1973. All trains were scheduled to stop at the halt which was renamed Poyle for Stanwell Moor on 26 September 1927. Access was by a footpath running down the embankment from Horton Road. A timber open-fronted waiting shelter with a short awning was provided at the back of the platform but there was no booking office, with passengers buying their tickets from the guard. The halt was sited in a cutting on the down side of the line south of Horton Road and was built of timber and cinders, edged with old sleepers. It was hoped it would attract workers for a nearby explosive works, but it also served Stanwell Moor village and isolated farm houses west of the line whose inhabitants had asked for a station in 1883. Notes: In an attempt to attract more passengers to the line the GWR opened Stanwell Moor & Poyle Halt on 11 July 1927.
0 Comments
Leave a Reply. |