The Mid-Hants Railway (MHR) originated when local people promoted a railway line between Alton and a junction near Winchester, connected to the larger London and South Western Railway at each end. It was authorised as the Alton, Alresford and Winchester Railway in 1861, and changed its name to the Mid-Hants Railway in 1865. It was opened for traffic in 1865. It was a single track 18 miles long, and had some very steep gradients. It had been unable to raise much share capital and it was heavily indebted from the outset, incurring heavy interest outlays.
The MHR was dependent on the LSWR to operate its line, but there was constant antagonism between the two companies, as the MHR felt that the LSWR ought to do more to bring traffic to the line; this included the wish that the LSWR would divert main line expresses over the MHR. The MHR talked of operating the line itself, but its massive indebtedness, and its operational dependency on the LSWR at Alton and Winchester, made this impractical. A long lease to the LSWR was agreed in 1880 and the business was sold to the LSWR in 1884.
Electric trains from London were able to reach Alton in 1937, and passenger trains were only shuttle services from Alton, but the introduction of diesel trains on a frequent timetable in 1957 improved the meagre passenger business. Nevertheless, the passenger and goods use of the line was unsustainable and the line closed in 1973. A heritage operator, the Watercress Line, works trains on the line between Alton and Alresford.
thumb|300px|Mid-Hants Railway on opening
History
Promotion of the Alton, Alresford and Winchester Railway
In 1852 Alton was connected to the emerging railway network when it became the terminus of an LSWR branch line from Guildford.
In the following years it became evident that communities that were not connected to a railway experienced a major disadvantage compared to those that were: the transport costs of heavy commodities being brought in were very high, and locally manufactured goods and agricultural products suffered corresponding costs. People living in the villages between Alton and Winchester now sought a railway connection to Winchester. However the area was thinly populated and lacked industry; moreover the terrain was challenging and any line would necessitate a daunting climb to Medstead, to get out of the valley of the River Wey and cross the watershed into the valley of the River Itchen. The LSWR made it clear that it was not interested in co-operating with a local scheme.
When the bill was under consideration in Parliament, the LSWR opposed it, and declined to negotiate an arrangement to operate the line when it was built. However, there was reason to be concerned that rejection of the AAWR would encourage it to align with the Petersfield Railway, which was then seeking an extension to Southampton. The LSWR did not want to encourage an incursion into its established territory, so it made a concession to the promoters over the working agreement, and indicated the possibility that it would take shares in the line. The LSWR also conceded clauses stipulating the arrangements at junctions with the LSWR and use of its stations at Alton and Winchester stations.
At a board meeting immediately after getting the act, held on 6 July 1861, the directors expressed concern about the severe 1 in 60 gradients on the authorised line, and they asked Errington to survey an alternative route. He did so, and suggested an alternative route that limited the gradients to 1 in 75, but at the expense of an 800-yard tunnel. It was noted that an altered line of route would require a fresh authorising act of Parliament, at a cost of about £25,000, and the board decided to leave matters as they were. obviously construction could not start in earnest.
Some limited construction work probably started in late December 1861 or soon after, by Smith & Knight, contractors, under the engineer, J. H. Tolme. Some landowners agreed to take payment for their land in shares rather than cash. The original intention to build a line as cheaply as possible had to be modified when the LSWR's requirements (as prospective operator) were taken into account. Bridges had to be built sufficient for widening to a double line later, and the track had to be made to the LSWR's main line standards. These stipulations generated bad feeling against the LSWR.
Proposed extension, and name change to the Mid-Hants Railway
Notwithstanding the poor take-up of shares, the AAWR published plans early in 1864 for another line, from Ropley to Fareham. The original main line, now under construction, was directed to Winchester and Southampton, but this new proposal pointed towards Portsmouth. As a direct railway from Woking through Aldershot to Farnham (not Fareham) was planned, the directors expected greatly to increase their traffic and to become part of the shortest main route from London to the Isle of Wight, via Stokes Bay. Reflecting the wider scope of its planned network, the AAWR changed its name to become the Mid-Hants Railway Company (MHR) When the matter was considered in Parliament, however the new line was cut back to run only from Ropley to Meonstoke. The name change and permission to build this stub were passed in the (27 & 28 Vict. c. ccxcviii) of 29 July, effective from 1 January 1865, with extra capital powers of £25,000. The Meonstoke line was never built and no capital was ever raised for it; it was formally abandoned by Board of Trade warrant of 29 October 1869.
Opening; and difficult relations with the LSWR
Expecting soon to open its original line between Alton and Winchester, the company made a ten-year working agreement with the LSWR on 17 February 1865. The line had to be "at least as substantial and complete in all respects as the Portsmouth Railway (Godalming to Havant)" of the LSWR, and if traffic justified it, the MHR was to double the line. The LSWR was to stock, staff and work the line, but the MHR would appoint the secretary and office staff except booking clerks. The LSWR would receive 42.5% of gross receipts until the MHR was able to pay dividends of 4%, when the LSWR could take 45%. On 31 January 1867 a bill in Chancery was filed against the company, in respect of unpaid interest owed, and on 4 July 1867 a receiver was appointed. While the situation lasted the MHR share of receipts had to be handed direct to the receiver. The MHR was released from receivership when it filed a scheme of arrangement-with its creditors, confirmed in April 1869, making a rearrangement of its stock.
Revised working agreement, and sale of the business
The original working agreement had been for ten years and MHR dissatisfaction was such that the directors decided not to renew it. They were going to seek running powers between Guildford and Winchester, and were preparing to work their line with their own rolling stock. The LSWR promised another agreement on improved terms, and negotiations began: the LSWR continued to work the line meanwhile, and matters dragged on 15 August 1878, when a new agreement was reached. This was for seven years. from 1 January 1878, giving the MHR the same proportions of gross receipts, but including a mileage proportion of all goods. and mineral traffic passing between stations in the Guildford and Alton areas and the LSWR system west of Winchester.
Another agreement of 3 August 1880 cancelled that of 1878 as from 31 December 1879, and gave the LSWR a 999-year lease from 1 January 1880 for £9,200 yearly. The MHR could within two years require the LSWR to purchase it, or the LSWR could give three months' notice of doing so for £130,000 in cash and £100,000 in 4 per cent LSWR preference stock. The South Western Railway Act 1881 (44 & 45 Vict. c. ccix) of 22 August confirmed this, and the LSWR acquired the MHR on those terms on 30 June 1884.
The fortunes of rural railway lines were not good, as road transport for agricultural produce became more efficient, and the low level of passenger and goods business declined. In July 1930 the passing loops at Ropley and Itchen Abbas were removed as an economy measure.
The line was temporarily closed in 1916 to release materials for the war effort, resuming in 1924. It finally closed to passengers in 1932 and when goods traffic ceased in 1936 the line closed completely.
Meon Valley Line
Undeterred by the poor outcome of the Mid-Hants line, the LSWR promoted the Meon Valley Railway, which was to run between Alton and a junction at Fareham, giving access to Gosport and Stokes Bay, a pier for steamers to the Isle of Wight. It was opened in 1903. It too joined the Mid-Hants line at Butts Junction. Passenger train operation ended in 1955, and the goods train connection to a residual stub of the line at Alton was closed down in 1968.
Butts Junction simplification
The closure of the Basingstoke line meant that there were only two routes converging on Alton, and in 1935 Butts Junction signal box was abolished. The former double track from there to Alton became two single tracks: the Mid-Hants line and the Meon Valley line continued into Alton independently.
thumb|A Hampshire diesel electric multiple unit
After nationalisation of the railways in 1948, a programme of introduction of diesel traction was implemented, and local trains on the Hampshire group of services began to be operated by diesel-electric multiple units that came to be known as Hampshire units. After 3 November 1957 steam passenger operation ceased on the MHR route, and the Hampshire units took over. An hourly regular interval service operated seven days a week, and the journey time between Alton and Southampton Terminus was reduced from 75 minutes to 55. Good connections were made at Alton with London trains. Passenger numbers increased markedly: carryings were 50% up (from a very low base). At the same time goods business declined steeply.
The decline in ordinary use of the line continued, and moves were made to close it. After a considerable series of hearings and appeals, it was announced that last day of operation would be 4 February 1973.