A Hucknall History
Transport Back to the Future
Mansfield & District Light Railway
Electricity sparked major progression before towns acquired brighter lighting and cleaner powers during latter years an industrious 19th century. Reports of tramline promoters visiting Mansfield 25th March 1898 coincide amid months when proposals made to build a giant power station near Warsop colliery were opposed by gas suppliers. Inevitable progression towards generating a new miraculous power was taken up by the Mansfield Corporation with a Mansfield Electric Lighting Order of 1899. Opening their 1903 Electricity and Refuse Destructor Works afforded purposeful supplies, likewise chosen to drive most other urban passenger trams.
Application eventually submitted November 1899 to Light Railway Commissioners had sought permission laying tramlines radiating from Mansfield. Company representatives proposed electricity powered routes running upon a 3ft 6inch gauge, all offered without burden upon rates. They pushed this commercial venture by worrying how delays would increase future costs, as had previously happened commencing water and gas suppliers. Chairman of a June 1900 inquiry at the Town Hall stated they would be happy to recommend the Board of Trade to grant the application
, subject to certain clauses. Agreements actually proposed extending some routes. The Mansfield and District Light Railway Company Limited thus formed 1901, joining a general rush for public trams.
The M&DLR ended up laying 12¼ miles of 4ft 8½ inch guage tracks along five lines radiating from the principle market place. Rails heading northwesterly reached Pleasley. Northward connected the Urban District of Mansfield Woodhouse. Southward led to a Mansfield District boundary terminus at Berry Hill. Laying a tramroad westerly to Sutton from 1st September 1904 starts longest route towards Huthwaite. Additionally proposing to link coal pits in areas such as Stanton Hill, Skegby, Forest Town, New Clipstone and Rainworth never did materialise. One exception was to Crown Farm for easterly commuting 1911 Mansfield Colliery miners.
Mansfield crowds eagerly came to witness the first tramcar ceremoniously leave the Market Place 11th July 1905. The Mayor drove it away under supervision of the company engineer and general manager Mr Charles Robert Walker. A short ride into Westgate handed over controls for the driver to complete the Pleasley circuit. Safely returning Board of Trade passengers declared line open.
Public services then regularly commenced next morning on that Pleasley line, from 4:45am on Wednesday 12th July 1905. A Berry Hill terminus swiftly followed, whereas narrower street concerns delayed the Mansfield Woodhouse route. Nevertheless, a view of the 1906 Sutton Road tram depot focuses subject interest here beyond the Sutton line being further extended into Huthwaite.
Trams to Sutton
Board of Trade officials inspected the Sutton light railway route approving that days 18th December 1905 opening. 
A 1925 scene of Stockwell Gate shows where Mansfield trams began their journeys through Sutton-in-Ashfield towards the February 1906 Huthwaite terminus. 
Effects of the Great War takes blame never opening other proposed routes, although subjective researchers expose an underfunded M&DLR company is in serious distress before 1906 year end.
Referencing 2002 publication by Tony Hurst covers many given specifications, plus strike action between drivers and conductors seeking a living wage above their hourly rates of 6d and 5d respectively.
OrthoChromic coloured postcard of a Berry Hill terminus managed to expose original red and cream livery kept under a renamed Mansfield & District Tramways Limited. The 1909 formation of Balfour Beatty and Company Limited thereafter favoured an introduced green and cream livery, to become more familiarly seen on all its district public transport vehicles.
Looking towards New Cross and following path along Outram Street reveals how a single tram track laid along middle of all roadways was common practise. The Board of Trade ensured these vehicles plus their overhead power lines kept safe distance from existing buildings. Leaving sufficient room either side to accommodate still mainly horse drawn road traffic did raise issues when greater numbers of automobile owners claimed priority.
Two way traffic on a single line obviously required passing points. Strategic placement ideally within sight of the next termed loop
also determined stage stops along routes. Clearer 1909 view of No 19 approaching the Great Northern Railway bridge gives good example how this urban transport system gave direct access to existing train station platforms. Huthwaite had favoured that one.
A New Inn long retained historical prominence facing Swine Green before renaming Portland Square. This 1909 scene may have presented the main Sutton central stopping stage for shoppers. Doubled tracks to enable passing had by then extended westerly.
That's likely where Urban District Councillors boarded to next experience opening a 17th February 1906 Huthwaite line. Journeys continued along quietest stretch past Lammas Grounds, beyond an Alfreton Road junction main stage fronting Sutton Cemetery.
Earlier siting a Sutton Woodhouse tollgate would have charged passage for all horse and cart traffic coming from directions of both Hucknall Lane and Alfreton Road. A proposed tramway entering the latter branched road is just one of many marked as never begun on the mapped network, which does show this staged stop was nearest for Simpson Wright and Lowe's factory employees.
Gentle climb along a classified B6026 Huthwaite Road section crosses shifted village border entering Sutton Road. Highest stage just beyond Huthwaite cemetery named Portland Arms. Coverage towards a final steeper drop ends at the Huthwaite Terminus.
01 Aug 04 by Gary Elliott Updated 14 Mar 23