Mansfield & District Light Railway

Electricity sparked major progression as towns acquired better lighting and cleaner powers during latter years of an industrious 19th century.   Reports of tramline promoters visiting Mansfield dated 25th March 1898 coincide amid months when proposals were made building a giant power station near Warsop colliery.   Gas suppliers tried opposing introduction of what they considered was a competitive fuel.   A miraculous and clean supply of power inevitably progressed, quickly gaining favour for lighting streets and driving most urban passenger tram services recognised again in modern city use.

Application eventually submitted November 1899 to the Light Railway Commissioners sought official permission for laying tramlines radiating from Mansfield.   The private company proposed electricity powered routes running upon a gauge of 3ft 6inch.   Offered without burden upon Rates they pushed this commercial venture worrying that delays would increase future costs as previously happened with water and gas suppliers.   Chairman of an inquiry held June 1900 at the Town Hall stated they would be happy to recommend the Board of Trade to grant the application, subject to certain clauses.     Agreed results actually entailed extending proposed routes before work began laying four town lines from Mansfield Market place by the Mansfield & District Light Railway.

Rails northward extend into Pleasley, north easterly connecting the Urban District of Mansfield Woodhouse, and south reaching Mansfields District boundaries at Berry Hill.   Fourth tramroad running westerly through Sutton commenced 1st September 1904. Opened by a civic party ride before agreed extension later connect Huthwaite, unlike other routes such as Crown Farm, Skegby and Teversal that never got started.

Above photo care of Mansfield Museum is of the Mansfield Tram sheds circa 1910, todays bus depot.

Following trams coming from Mansfield into Sutton, they progressed between main shop fronts shown above along Outram Street. Previously named Tenter Lane before business premises lined length. The renaming had been claimed linked with the tramway or even a noted rail flange designer.   The local Outram family actually got recognition for once owning lands, leaving after 1797 forest enclosures.   The middle Lewis postcard scene circa 1909 reveals tramcar No.15 approaching the Great Northern railway bridge.   Crossing that station platform gave an excellent direct connection from tram to train later also becoming shared from Huthwaite.

Trams Ride into Huthwaite

Showing a rather empty Portland Square circa 1910, is from where foreground tracks continued west bringing Mansfield tramways into Huthwaite.   At that central Sutton stop Urban District Councillors boarded an electric tram to officially experience opening the first Huthwaite run.   Tickets issued 17th February 1906 claims dating when frequent villager services began through connections into Mansfield.

Continuing the journey proves it was sufficient laying a single tramroad, flush and along middle each roadway.   The tram below demonstrates this passing the Lammas grounds towards Church Street.

Two way traffic obviously required passing points, like here where trams front the Sutton cemetery. A tollgate formerly stood there addressed at Sutton Forest Side, charging passage for all horse and carts upon road junction joining Alfreton Road.

Other mapped passing points can find strategic positions along the full route, also adding safety in case of mechanical breakdowns where journey continues into Huthwaite length of Hucknall Lane. That Sutton section of the modern B6026 refers to Huthwaite Road, forming a gentle climb for one mile or so before crossing village border.

Entry along Sutton Road reaches highest stage just passing Huthwaite cemetery, where another passing point stood high overlooking the steeper drop heading down into Huthwaite Terminus.

Produced 01 Aug 04 - Revised 10 Feb 2008