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The route was single track, but passing places were provided at four to the mile, or more frequently. It appears that more passing places were added later, no doubt in response to higher traffic densities. A steam locomotive was tried out on the line in or It was an tender engine.
It caused traumatic breakages of the tramplates and for a time the Company thought seriously about converting the line to an edge railway, something which would not have had the approval of traders who used the line at the time. Very little of the tramroad remains visible today. The urban areas of Cheltenham and Gloucester have grown closer together over the years and the roads linking them have been widened and realigned.
What does remain in the 21st Century? We will discover this as we follow the route of the tramroad below and in a second article! The extent of the network was, by this time, drastically curtailed from that which existed in the heyday of the tramroad in the early to mids. The map extract below shows the tramroad terminating at the Stables and Depot close to the Sanatorium on Leckhampton Road. The southern terminus of the line was high above the main Leckhampton Quarries at Brownstine Quarry just at the southern edge of the map extract above.
The black line on the satellite image below shows the approximate line of the tramroad. We will return to that length of the line once we have a better idea of the various tramways and workings around Leckhampton Hill.
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Key locations on the modern satellite image are marked by flags. The focal point of the network of tramways on the hills was close to the Limekiln remains flagged above. The sketch map below illustrates this. It shows what remained in around The majority of these tramways were narrow gauge 3ft 6in [ p38]. As was the mainline of the tramway from Cheltenham to Gloucester with its branch up to Leckhampton Hill.
The sketch map also sows a newer standard-gauge line it was planned would link to exchange sidings and to the line from Cheltenham to Banbury. Only around a mile and a quarter of the work on this line was completed. That did, however, include a significant incline with a bridge under Daisybank Road. The locations marked with numbers are: 1.
Bottom Incline; 3. Middle Incline; 4.
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Top Incline; 5. No name; 6. No name. This map was published in The tramway routes shown in yellow and are quite hard to make out on the map. This sketch map was carried in the February edition of The Railway Magazine and shows the tramway running from the quarries in the bottom right of the map. Most quarrying took place on the North and West faces of the hill and the visible areas of rock face which remain in the 21st Century are there as a result of the quarrying work. One quarry, Brownstone, was on the top of the hill remote from the escarpment.
Middle Incline is shown at the right-rear of this photograph of the demolished Tramway Cottage in The railway was a standard gauge railway, constructed in to connect the works on the hill with the depot at Southfield Manor Farm and then the main railway line to the northeast.
The railway was subsequently disused by The standard-gauge line postdated the Cheltenham to Gloucester Tramroad and its branch to the quarries. Today, the concrete foundations of four large steel limekilns are the main visible reminders of this project, which only lasted five years.
The scheme was funded by a government loan to ease unemployment after the First World War. Construction of the limekilns was completed by September However, this level was never attained and the resulting lime was not of sufficiently good quality to make the enterprise worthwhile. The standard-gauge railway, connecting the kilns to a depot at Southfield Farm in Charlton Kings and thence to join the railway line at Charlton Kings, employed a three-rail system with a halfway passing point below an overbridge … [at] Daisybank Road.
Jock Leonard published a short piece about the standard-gauge line and its locomotives in a blog in Some of those photographs are included below along with others from different sources on the internet and in literature. All are fully referenced at the bottom of this article. The bottom of Bottom Incline. Interetsingly, Bick gives the date of this photograph as being around Google Streetview.
The top of Bottom Incline showing the winding gear most clearly. The Tramroad and road crossing location in the 21st century Google Streetviw.
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At the bottom of the Middle Incline. The tramway curved round to Daisy Bank Road which is behind the camera, c B. If this is the case, then the chimney is just out of the picture to the right. Before we look at the pictures of the limekilns below, there is an interesting aside which is worth noting, that is that there was a 2 ft Narrow Gauge Railway which conveyed the limestone needed by the kilns. At the far end the trucks were pushed across a bridge which connected the cliff face to the kilns and the stone was then tipped from the trucks into the kilns.
The change in level along the route may have required a small incline to have been built but it is not clear where this was. The Limekilns built between and — I believe that his is the same location as the image of quarrying above from Gordon Braithwaite [7]. This is another image sourced by Albert Hands. The focal point of the tramway system with Top Incline heading away to the upper right of the picture c T.
Household [9: p32c][23].
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They appeared late and lasted nothing but a few years! This first photo shows a Great North of Scotland Railway wagon half-way up the rope incline. It seems unlikely that it was just visiting. Had it been bought or leased by the quarry company — we will never know!
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The standard gauge incline and Daisy Bank Bridge under construction. The OS map extract below shows that by the time of the publication of the OS , series very little of the old tramway remained, just a short length behind the old Tramway Depot. The quarry tramway lines were served by a Depot alongside Leckhampton Road.
The Depot was built in about In the depot was transferred to Southfield Farm. North of the Depot, the old tramroad ran along the west verge of Leckhampton Road towards Cheltenham. When we see images, particularly in the next article in this series, of a tramway in the centre of Leckhampton Road, we need to remember that the tramway in those images is a later tramway which operated in the early 20th Century and which was primarily a passenger tramway.
The image below comes from the year , the trees in the verge have just been planted, there is no evidence of a tramway in the centre of the road and the old tramway rails are still evident to the west of the road, on the right of this picture.
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Leckhampton Road under reconstruction. The old tramroad rails appear still to be available at this time as the tramroad wagon on the right of the image testifies. Although some sources do suggest that the rails were lifted when the old tramway closed in , [27][9: p50][23] Bick is clear that the length at this location survived into the s. This bit of line, the last of the Gloucester and Cheltenham Tramroad, was not taken up until the late s.
How did you feel? It can be a quite lonely or confusing experience. However, there is one United memory that sticks in the mind. An episode which I was reminded of recently on facebook when someone posted a clip about times not to leave the room to put the kettle on. The match took place in the Nou Camp Stadium.
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I had to go out to do a Baptism visit, there was perhaps only a minute or two to go and United were losing , they were on the rack and going nowhere. The result was a foregone conclusion — Bayern Munich had obviously won the cup.
Whether we wake after having dozed off in a crowded room, or we were just not there when a key event happened — we easily feel ostracized and left out. No matter what anyone says, it still feels that way. Suffice to say, he missed the key event, the turning point, the moment that changed defeat into victory. And how did he respond? In exactly the same way as most of us would have done. I doubt any of us would have done under those same circumstances.
And as we read the story we can see that Jesus thought so too. Jesus gently reminded Thomas of his outburst — no indignant rebuke, just words which drew Thomas back to faith. Blessed are those who have not seen and yet have come to believe. Now Jesus did many other signs in the presence of his disciples, which are not written in this book. But these are written so that you may come to believe that Jesus is the Messiah, the Son of God, and that through believing you may have life in his name. John has led his readers through a story — a story which allows those readers to meet Jesus and begin to understand who he is.
Rather, blessed are those who read the stories and encounter Christ through the work of his Spirit in their lives and the lives of those around them. We too can own the risen Jesus as our Lord. The story of Thomas is important because it embraces doubt. The story is also important because it embraces change. Everything is different, Jesus was dead and is now alive. This changes everything — nothing can now be the same. Thomas struggles to accept the new situation. For so many of us change is difficult to handle, yet it is happening all the time.
We need to continue to engage with the communities around our churches, looking for new ways to serve, new ways to make Christ known and to bring hope where there is despair. We need to accept that the future for the Church of England is one with significantly less stipendiary clergy — perhaps one third less in numbers in ten years time — and we need to imagine new forms of ministry both lay and ordained, new ways of being church.
We can express our fears and we can express our doubts. In fact expressing our fear and our doubt is often, like it was for Thomas, the first step to faith.