When we walked the stretch of the Great Northern Railway Trail from Thornton to Queensbury, my mate Richard and I were puzzled by the undulations in the former trackbed. There were steep sections that couldn’t possibly have carried a railway train.
It became apparent that whole stretches of the line had been infilled. Indeed, at the site of the triangular Queensbury Station it’s impossible to work out where the railway went without recourse to the old maps on the very useful interpretation boards.
We walked a couple of hundred yards along the trackbed towards Halifax to look at the north portal of Queensbury Tunnel, where repair work is underway in preparation for filling it in (if the Historical Railways Estate has its way) or restoring it as a cycle path (if the Queensbury Tunnel Society succeeds in making its case – http://www.queensburytunnel.org.uk).
Outside the portal stands a new wooden cross commemorating the ten navvies who died during the construction of the tunnel.
Landfill in the Strines Cutting at the southern end of the tunnel has flooded it to half its length: https://en.wikipedia.org/wiki/Queensbury_Tunnel#/media/File:Queensbury_Tunnel_flooded_south_entrance.jpg.
We could only guess the location of the nearby Clayton Tunnel on the line to Bradford, because its approach has been completely obliterated by landfill.
In fact, the west portal is visible and accessible if you know where to look – http://www.lostrailwayswestyorkshire.co.uk/images/donations/Grahame%20H%20Beacher/!cid_.jpg – and almost all of the tunnel’s 1,057-yard length is intact though dangerous, but the east portal is filled in – http://www.lostrailwayswestyorkshire.co.uk/images/donations/Graeme%20Bickerdike/Clayton%20Tunnel/clayton-1.jpg – and the approach cutting has completely disappeared beneath a housing estate.
In the 1960s, when these railways lost their traffic to road transport, hardly anyone envisaged their alignments might have a future purpose. Campaigners argued to retain the train services, and routinely lost. The conservation argument that planning policy could safeguard miles-long continuous corridors of land by making them available only for reversible purposes simply wasn’t made in time.
Opening up abandoned railways in the Derbyshire Peak from the 1970s onwards has given millions of tourists healthy pleasure on the Tissington, High Peak and Monsal Trails.
Indeed, in Sussex the Bluebell Railway cleared a huge filled cutting as part of a successful scheme to restore services from Sheffield Park to East Grinstead, removing much of the spoil by rail.
The Great Northern Railway Trail is a laudable attempt to bring people into the West Yorkshire countryside, but the short-sighted disposal of solid Victorian infrastructure a generation ago has compromised the vision for the future.
That’s why it’s so important that the practical, economic case for the reopening of Queensbury Tunnel is sustained.
There is a well-written and well-illustrated account of the railways that met at Queensbury – Martin Bairstow, The Queensbury Lines (Amadeus 2015): https://www.amazon.co.uk/Queensbury-Lines-Northern-Railway-Riding/dp/1871944449/ref=sr_1_fkmr0_1?ie=UTF8&qid=1551044322&sr=8-1-fkmr0&keywords=Martin+Bairstow%2C+The+Queensbury+Lines+%28Amadeus+2015%29.
There is also an oddly spooky evocation in the virtual world of railway simulations: https://www.youtube.com/watch?v=msL3L5t1uAs.