Wood Siding railway station

Wood Siding
Wood Siding Location of Wood Siding in Buckinghamshire
Location	Brill, Buckinghamshire
Local authority	Buckinghamshire
Owner	Wotton Tramway
Number of platforms	1
Key dates
1871	Opened for freight
1872	Opened for passengers
1894	Rebuilt
1899	Leased (Metropolitan Railway)
1935	Closed (London Transport)
Other information
Coordinates	51°49′59″N 1°01′28″W / 51.833°N 1.0244°W / 51.833; -1.0244
London transport portal

Wood Siding railway station was a

On 23 September 1868 the small Aylesbury and Buckingham Railway (A&BR) opened, linking the Great Western Railway's station at Aylesbury to the London and North Western Railway's Oxford to Bletchley line at Verney Junction.^[1] On 1 September 1894 London's Metropolitan Railway (MR) reached Aylesbury, and shortly afterwards connected to the A&BR line, with local MR services running to Verney Junction from 1 April 1894.^[1] Through trains from the MR's London terminus at Baker Street commenced on 1 January 1897.^[1]

Lobbying from residents and businesses in Brill for the introduction of passenger services on the line led to a 1,840-yard (1,680 m) further extension from Wood Siding to Brill railway station, at the foot of Brill Hill 3⁄4 of a mile (1.2 km) from the hilltop town of Brill itself,^[5] in mid-1872.^[6][8] Two mixed trains ran each day in each direction, and the line was renamed the Brill Tramway.^[6][8] The Duke bought two Aveling and Porter traction engines modified to work as locomotives for the line, each with a top speed of 8 miles per hour (13 km/h),^[8][9] although a speed limit of 5 miles per hour (8 km/h) was enforced.^[3]

The Duke died in 1889, and in 1894 the

The station was positioned on the southern edge of Rushbeds Wood, a surviving part of the Bernwood Forest. It was on the western side of the level crossing over Kingswood Lane.^[12] Intended primarily for goods use, Wood Siding initially had no facilities for passengers, and the platform was simply a raised earth bank.^[13][14]

Despite the lack of passenger facilities, Wood Siding was the starting point for the first passenger service to operate on the line. On 26 August 1871 an excursion service ran from Wood Siding to London hauled by the Great Western Railway (GWR).^[9] It carried around 150 people,^[9] for a total of 1051⁄2 passenger fares (with each child counted as half an adult), and was drawn by horses between Wood Siding and Quainton Road and by locomotive from Quainton Road to Aylesbury where the carriages were attached to the 7.30 am GWR service via Princes Risborough to London, arriving at 10.00 am.^[15] The experiment was not a success. Sharp overhanging branches along the route posed a danger to passengers and had to be cut back in the week before the excursion. The day itself was extremely rainy, and ticket sales were lower than expected. The return train from London to Quainton Road was delayed in Slough,^[15] and the excursion eventually arrived back at Wood Siding at 2.00 am.^[16]

In 1894 the crude stations on the Brill Tramway were rebuilt in anticipation of the extension to Oxford. The other stations on the line were provided with buildings containing a booking office, waiting rooms and toilets, but Wood Siding station was equipped with a small

After the 1899 transfer of services to the Metropolitan Railway, the MR introduced a single Brown Marshall passenger carriage on the line;^[21] unlike other stations on the line, the platform height at Wood Siding was not raised at this time to accommodate the new carriage.^[19] From 1872 to 1894 the station was served by two passenger trains per day in each direction, and from 1895 to 1899 the number was increased to three per day.^[22] Following the 1899 transfer of services to the Metropolitan Railway, the station was served by four trains per day until closure in 1935.^[22]

ungraded, cheaply laid track which followed the contours of the hills, and stopping at four intermediate stations between Wood Siding and Quainton Road to pick up and set down goods, passengers and livestock, trains ran very slowly. In 1887 trains took between 15 and 20 minutes to travel approximately one mile from Wood Siding to Brill, and a little over 1 hour 20 minutes from Wood Siding to the junction station with the main line at Quainton Road.^[23] Improvements to the line carried out at the time of the transfer to the Oxford & Aylesbury Tramroad, and the use of the MR's better quality rolling stock, reduced the journey time from Wood Siding to Quainton Road to about 30 minutes.^[23]

In 1910 the new

Bicester cut-off line of the Great Western Railway Chiltern Main Line was routed directly through Wood Siding, but no interchange station was built. The GWR was to run in a cutting beneath the existing station; Wood Siding station and its siding were rebuilt at the GWR's expense between 1908 and 1910 to stand on a wide bridge above the GWR's line.^[19]

With trains travelling only marginally quicker than walking pace, and serving a lightly populated area, the stations at Wood Siding and Brill saw relatively little passenger use, and Wood Siding was removed from the passenger timetable by 1931; trains continued to stop on request.[24] In 1932, the last year of private operation, Brill and Wood Siding stations saw only 3,272 passenger journeys and raised only £191 (about £14,100 in 2024) in passenger receipts.^[25][26]

Withdrawal of services

On 1 July 1933 the Metropolitan Railway, along with London's other underground railways aside from the small

garden shed; from then on, the train crew would work the crossing gate.^[19] It was now officially a part of the London Underground network, but Wood Siding—in common with all Metropolitan line stations north of Aylesbury—was never shown on the tube map.^[28]

Frank Pick, Managing Director of the Underground Group from 1928 and the Chief Executive of the LPTB, aimed to move the network away from freight services and saw the lines beyond Aylesbury via Quainton Road to Brill and Verney Junction as having little future as financially viable passenger routes,^[29] concluding that over £2000 (about £150,000 in 2024) would be saved by closing the Brill Tramway.^[26][30] As a consequence, the LPTB decided to abandon all passenger services beyond Aylesbury.^[1][29] The Brill Tramway was closed on 1 December 1935,^[1][31] with the last trains running on 30 November.^[10][32] Services on the Brill Tramway were withdrawn completely following the transfer to public ownership; the LPTB considered the Verney Junction branch as having a use as a freight line and as a diversionary route, and they continued to maintain the line and operate freight services until 6 September 1947.^[33]

Closure

Upon the withdrawal of London Transport services, the lease expired and the railway and stations reverted to the control of the Oxford & Aylesbury Tramroad Company.^[34] With no funds and no rolling stock of its own, the O&ATC was unable to operate the line.^[34] On 2 April 1936 the entire infrastructure of the line was sold piecemeal at auction;^[34] excluding track, the buildings and structures at Wood Siding fetched a total of £9 2s 6d (about £660 in 2024).^[26][35] Aside from the station houses at Westcott and Brill, which were sold separately, the auction raised £112 10s (about £8,130 in 2024) in total.^[26][34] Wood Siding station was demolished shortly after closure; the abutments of the bridge which carried the station and sidings remain intact.^[36]

With the stations at Wood Siding and Brill closed, and the Great Western Railway's Brill and Ludgershall railway station inconveniently sited, the GWR opened a new station on the Chiltern Main Line nearby at Dorton Halt on 21 June 1937. Both Dorton Halt and Brill and Ludgersall stations were closed on 7 January 1963; the line remains in use by trains between Princes Risborough and Bicester North.^[19] There are no longer any open railway stations in the vicinity of Brill and Wood Siding.^[19]

See also

• Infrastructure of the Brill Tramway

References

1. ^ ^{a b c d e f} Connor 2000, p. 47.
2. ^ ^{a b c} Oppitz 2000, p. 73.
3. ^ ^{a b} Simpson 2005, p. 69.
4. ^ ^{a b} Mitchell & Smith 2006, §iii.
5. ^ ^{a b c d} Horne 2003, p. 18.
6. ^ ^{a b c} Demuth 2003, p. 6.
7. ^ Oppitz 2000, p. 74.
8. ^ ^{a b c} Oppitz 2000, p. 75.
9. ^ ^{a b c} Simpson 2005, p. 70.
10. ^ ^{a b c d} Demuth 2003, p. 18.
11. ^ Oppitz 2000, p. 77.
12. ^ Simpson 1985, p. 29.
13. ^ Mitchell & Smith 2006, §43.
14. ^ Oppitz 2000, p. 76.
15. ^ ^{a b} Simpson 1985, p. 19.
16. ^ Melton 1984, p. 16.
17. ^ Melton 1984, p. 55.
18. ^ Jones 1974, pp.38,40,43.
19. ^ ^{a b c d e f g h i} Simpson 2005, p. 103.
20. ^ Simpson 1985, p. 56.
21. ^ Simpson 2005, p. 72.
22. ^ ^{a b} Mitchell & Smith 2006, §iv.
23. ^ ^{a b} Mitchell & Smith 2006, §v.
24. ^ Melton 1984, p. 71.
25. ^ Jackson 2006, p. 134.
26. ^ ^{a b c d} UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 11 June 2022.
27. ^ Foxell 2010, p. 66.
28. ^ Horne 2003, p. 53.
29. ^ ^{a b} Foxell 2010, p. 72.
30. ^ Horne 2003, p. 55.
31. ^ Foxell 2010, p. 73.
32. ^ "Bucks railway to be scrapped". News. The Times. No. 47236. London. 2 December 1935. col E, p. 8.
33. ^ Foxell 2010, p. 155.
34. ^ ^{a b c d} Horne 2003, p. 56.
35. ^ Jones 1974, p. 57.
36. ^ Oppitz 2000, p. 82.

Bibliography

• Connor, J. E. (2000). Abandoned Stations on London's Underground. Colchester: Connor & Butler.
  OCLC 59577006
  .
• Demuth, Tim (2003). The Spread of London's Underground. Harrow Weald: Capital Transport.
  ISBN 1-85414-266-6
  .
• Foxell, Clive (2010). The Metropolitan Line: London's first underground railway. Stroud: The History Press.
  OCLC 501397186
  .
• Horne, Mike (2003). The Metropolitan Line: An illustrated history. Harrow Weald: Capital Transport.
  ISBN 1-85414-275-5
  .
• Jackson, Alan (2006). London's Metro-Land. Harrow: Capital History.
  OCLC 144595813
  .
• Jones, Ken (1974). The Wotton Tramway (Brill Branch). Locomotion Papers. Blandford: The Oakwood Press.
• Melton, Ian (1984). R. J., Greenaway (ed.). "From Quainton to Brill: A history of the Wotton Tramway". Underground (13). Hemel Hempstead: The London Underground Railway Society.
  ISSN 0306-8609
  .
• Mitchell, Vic; Smith, Keith (2006). Aylesbury to Rugby. Midhurst: Middleton Press.
  ISBN 1-904474-91-8
  .
• Oppitz, Leslie (2000). Lost Railways of the Chilterns. Newbury: Countryside Books.
  OCLC 45682620
  .
• Simpson, Bill (1985). The Brill Tramway. Poole, Dorset: Oxford Publishing Co.
  ISBN 0-86093-218-4
  .
• Simpson, Bill (2005). A History of the Metropolitan Railway. Vol. 3. Witney: Lamplight Publications.
  ISBN 1-899246-13-4
  .

Further reading

• Connor, J. E. (2003). London's Disused Underground Stations. Harrow Weald: Capital Transport.
  ISBN 1-85414-250-X
  .
• Hornby, Frank (1999). London Commuter Lines: Main lines north of the Thames. A history of the capital's suburban railways in the BR era, 1948–95. Vol. 1. Kettering: Silver Link.
  OCLC 43541211
  .
• Leboff, David; Demuth, Tim (1999). No Need to Ask!. Harrow Weald: Capital Transport.
  ISBN 1-85414-215-1
  .
• Mitchell, Vic; Smith, Keith (2006). Baker Street to Uxbridge & Stanmore. Midhurst: Middleton Press.
  OCLC 171110119
  .
• Mitchell, Vic; Smith, Keith (2005). Marylebone to Rickmansworth. Midhurst: Middleton Press.
  OCLC 64118587
  .
• Mitchell, Vic; Smith, Keith (2005). Rickmansworth to Aylesbury. Midhurst: Middleton Press.
  ISBN 1-904474-61-6
  .
• Simpson, Bill (2003). A History of the Metropolitan Railway. Vol. 1. Witney: Lamplight Publications.
  ISBN 1-899246-07-X
  .
• Simpson, Bill (2004). A History of the Metropolitan Railway. Vol. 2. Witney: Lamplight Publications.
  ISBN 1-899246-08-8
  .
• Wolmar, Christian (2004). The Subterranean Railway. London: Atlantic.
  ISBN 1-84354-023-1
  .

Preceding station		Disused railways		Following station
Brill Line and station closed		Metropolitan Railway Brill Tramway		Wotton Line and station closed