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description= Explore the architectural history of the UK s country houses and stately homes;
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Text of the page (random words):
cataloguing is ensuring that there is consistency and clarity so below are the definitions i have used private station a place on a railway line with one or more buildings restricted to a specific group of people to enable them to get on or off a train private halt or platform an unstaffed location on a railway line with either no buildings or only temporary structures but with a platform restricted to a specific group of people to enable them to get on or off a train private waiting room a purpose built waiting facility restricted to a specific group of people within a station which otherwise remains open to use by the general public station of convenience an otherwise publicly accessible facility on the network but where the location is known or there is convincing circumstantial evidence to have been determined by a local landowner based on these definitions my research shows where there is evidence that the siting service or facilities of the stations were influenced by the proximity or power of the local landowner this research was just for my own interest so there are methodological challenges i have not checked every station though i did review all 16 000 entries in butt s the directory of railway stations 1995 for references to the names of country houses or locations where i know one exists or did exist and other related books i have also spend hours traversing the railway lines on the ordnance survey 1888 1913 maps via the brilliant national library of scotland website my knowledge of welsh and irish geography and houses is not as extensive as for england and scotland so other examples have almost certainly been overlooked i am also definitely not a railway historian but i do love railways map showing position of eynsford station kent which is positioned a significant distance from the village of that name note also the route skirts the eastern edge of the lullingstone estate map os six inch 1842 1952 kent sheet xvii sw revised 1895 published 1897 from the national library of scotland also there are the possibles this is where although there s no evidence of privilege a station just appears to be closer to an estate than its urban namesake for example eynsford station which is noticeably south of the village it s named after but close to the lodge entrance for the lullingstone estate there is almost a gravitational distortion where the power of a local estate has pulled the station towards or pushed it away from it by varying degrees these types have been added to a separate list as too circumstantial but if someone has the gis skills they may be able to identify other anomalies also i have not examined primary documents such as railway company or landowner correspondence for the landscape historian it would also be interesting to compare maps of the estate drives before and after the arrival of the railways to determine if an owner took advantage of the new connections to change the introduction to the estate and house and the subsequent impact on the development of the parkland and the impact on landscape design approaches from stations hiding lines or making a feature of them an examination of appropriate sales particulars may also indicate the relative importance given to these facilities especially compared to other attributes if someone has a list of railway company directors cross referencing their country houses may highlight others as it seems to have been a relatively common perk also it s hard to show where there was a negative influence the landowner who did not want the railway near them and so forced the line away from what perhaps might have been the optimum route anyway if someone did want to take it further these are all good branch lines to explore making tracks the earliest history of railways can be traced to landowners though not for the carriage of themselves the first wagonways were created to assist with the extraction of mineral resources from their estates and transportation to shipping hubs there is some dispute as to the earliest but one of the best developed was the wollaton wagonway constructed in 1603 04 by huntington beaumont in partnership with sir percival willoughby it hauled coal from the strelley mines on the latter s wollaton hall estate first class carriages second class carriages northumberland engine planet engine science museum group collection online 1943 343 engraving the very first fare paying passenger service in the uk though using horses rather than steam power was the oystermouth railway at mumbles south wales in 1807 the first railways in the modern incarnation to carry passengers and freight were the stockton darlington which opened in 1825 and the liverpool manchester which opened in 1830 the stockton darlington was proposed as a challenge to the earl of strathmore s proposal in 1818 for a canal from his evenwood colliery to the river near stockton using the statutory powers of compulsory purchase to acquire the necessary land commercial interests in the places bypassed by the earl s canal considered building their own canal but were persuaded to consider the then revolutionary idea of a public tramway or railway they hadn t decided which even when the stockton darlington railway bill was put before parliament in early 1819 in an early sign of the influence of landowners lord eldon opposed the bill due to the loss of substantial wayleaves income paid by canals to cross his land until they agreed substantial compensation the earl of darlington opposed the idea due to the potential negative impact on his foxhunting and so the route was duly altered to avoid his favoured coverts the bill finally received royal assent on 19 april 1821 duly authorising a line with a total distance of 36 75 miles which included a main line of 26 75 miles from the witton park colliery to stockton on tees from this foundation what s particularly remarkable about the development of the railway is the scale and pace by 1852 there were over 7 000 miles of rail track in england and scotland and by 1875 over 70 percent of the ultimate total route mileage had been laid to emphasise the value of the rail industry the gross revenue in the period 1870 75 was 254 1m just slightly ahead of the equivalent revenue for the coal industry at 248 7m from the start of the idea of transportation using fixed routes whether roads canal or rail the power of the owner or occupier of the land has been paramount this has had a profound impact on the pattern of land use across the country initiating or accelerating urban growth or stifling it the routes ultimately took the path of least resistance be it geographic political legal or financial it s hard to underestimate the profound effects that these decisions have had in the shaping of the country as it is today the towns which became cities those which missed out and the patterns of land usage which affects every aspect of our lives railways friend or foe with any revolution the outcome is often simultaneously reviled and glorified the sinuous spread of the railways across britain and ireland from the 1820s was both of these and more at first it was a dirty noisy dangerous contraption loathed by the poet william wordsworth he lamented in an 1845 sonnet its rash assault on thou beautiful romance of nature three decades later john ruskin s contemptuous descriptions of his fellow travellers in letter 69 of fors clavigera did little to add any glamour describing how the rest of the crowd was a mere dismal fermentation of the ignominious by contrast no lesser figure than the artist j m w turner looked at these same engines and painted a projection of power and grace joseph mallord william turner rain steam and speed the great western railway 1844 oil on canvas turner bequest 1856 ng538 the national gallery as the prestige of the railway grew anyway not least through the patronage of queen victoria so too did the opportunities especially for well connected landowners certainly there was the chance for investment and profit beyond that perhaps one of the most attractive was to bring convenience and pre eminence to those who could bend the tracks to their will it was the opportunity to appropriate a public good for private benefit through their influence on the infrastructure of the burgeoning rail network the manipulation of the power of the network took various forms from the heights of entirely private stations endowed with powerful legal rights to halt trains to the creation of exclusive facilities at otherwise public stations the power also manifested in the overt influence of siting stations to create new approaches to their country estates obstruction and opportunity in the early days the main concern for the landowner was how to avoid the dreaded statutory powers of compulsory purchase which had forced the canals through their lands this meant that the railway surveying parties were often met with outright hostility and occasional violence see the battle of saxby aka lord harborough s curve where physical methods were unsatisfactory landowners often deployed their greatest weapons their wealth and the law stapleford park leicestershire image stapleford park george stephenson and his son robert were two of the most successful and prolific railway engineers of the era they stated that the ideal railway should follow the most level route which could be constructed the most economically but which should avoid the park and gardens of country estates in reality it was rarely possible to satisfy the first two requirements given the resources employed in the protection of the third each proposed railway required two key components an act of parliament to authorise the development and operation and substantial capital of which a portion had to be deposited when the draft act was laid before parliament these acts were a hostage to the demands of the often hostile landowners who sought to either include their every demand or very generous financial terms which if the bill passed would satisfy them win or increase the build costs for the railway to point where it became uneconomic to continue win for example the duke of cleveland opposed the northern counties union railway but agreed to sell his land for 35 000 above its market value knowing that it would likely bankrupt them it did and delayed the railway reaching barnard castle for over ten years if they objected to the railway for aesthetic reasons they might demand an expensive features which benefited them such as a tunnel to hide the line marley tunnel on the south devon railway for sir walter carew at marley house the haddon tunnel on the midland railway for the duke of rutland at haddon hall or the gisburn tunnel on the blackburn hellifield line for lord ribblesdale at gisburne park alternatively an elaborate ornamental bridge such as the two on the coventry leamington line one for the gregorys of styvichall manor and the second for lord leigh at stoneleigh abbey or the particularly fine example on the shugborough estate for lord lichfield ornamental bridge which carries the trent valley railway line over lichfield drive the figures on the plinths are of lions and seahorses supporters of the earl of lichfield s coat of arms photo taken c 1860 70 by edward king tenison 1805 1878 staffordshire arts museum service however as the railways became more powerful and wealthy and socially acceptable smarter landowners saw an opportunity to influence the development of the railway bolster their local prestige and also make substantial amounts of money others were more amenable when george stephenson proposed a route for the london birmingham railway through uxbridge amersham aylesbury every affected landowner rejected it however the countess of bridgewater at ashridge park summoned stephenson and suggested that the line followed the grand junction canal through her land at berkhamsted and tring scottish landowners often supported the railways as a means to more easily transport their coal and provide quicker and easier access to their remote houses the duke of devonshire provided land for free to the cromford high peak railway and in actual devon sir thomas acland gave his land in the north of the county as it increased the value of what he retained and sir john st aubyn was as generous in the south in essex lord taunton actually returned 15 000 of the 35 000 he had received when he realised that the effect of the railway on his estate was less than anticipated this train will be calling at your house wealth is power and power is best demonstrated through its use being able to have a train line or station built to serve your country house and securing rights to demand that the public service be altered to your whims is a very piquant demonstration of both private railway lines many ducal estates appeared to have been somewhat allergic to the railways with them neither running through their land or even that close this can be seen in nottinghamshire where the thoresby welbeck and clumber estates cover an area of almost almost 100 square miles without a line running through it the duke of atholl objected to almost all railways and specifically the perth dunkeld bill of 1837 primarily to protect his income from the tolls on the dunkeld bridge the duke of buccleuch s vast scottish estates blocked almost every route from carlisle to edinburgh and glasgow eventually a line was created but he forced it to be over 1 5 miles from drumlanrig castle and via a undoubtedly expensive 0 75 mile tunnel by contrast the duke of marlborough took after the duke of sutherland and privately financed his own line the 4 mile branch line the blenheim and woodstock which connected his seat at blenheim palace to the great western railway at shipton on cherwell the blenheim and woodstock ran privately from 1890 1897 before being absorbed into the great western though it eventually closed in 1954 the duke of sutherland s railway was longer both in distance at 17 miles and operating privately from 1870 until 1884 when it became part of the highland railway and which is still part of the far north line today map indicating the route of the blenheim and woodstock branch line map ordnance survey oxfordshire xxvii nw revised 1898 published 1900 private stations private lines were clearly a very expensive indulgence and the creators seemed happy to eventually pass responsibility for them to existing larger operators although they lost some of the prestige of having their own exclusive line they also would have no longer been liable for the undoubtedly substantial running costs after all a wealthy person doesn t remain one by spending money other perhaps wiser landowners took the have your cake and eat it approach by requiring stations to be sited for their convenience and their exclusive use they occasionally also enjoyed legally enforceable powers to stop trains on the lines provided by the public operators who wished to take their routes across...
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