It had been unable to raise much share capital and it was heavily indebted from the outset, incurring heavy interest outlays.

In March 1861 the promoters issued a prospectus acknowledging that villages on the intended route were held back by lack of railway access, and that the cost of their necessities of life had greatly increased.

A single line would be constructed as economically as possible, and with gradients suitable to the improvements in the present powers of traction.

In addition, it was claimed, the line would connect the major Army depot at Aldershot with military establishments at Winchester, Dorchester, Netley Hospital and the coast.

[1][2] 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.

[1][2][3][4][5] 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.

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.

[2] Indecisive management by the board was also exhibited at the first shareholders' general meeting, when the chairman stated that “the line was being staked out by the engineer, or at least he would commence doing so this week.” It was also announced that there had been a disappointing take-up of shares, only £20,000 having been subscribed:[note 1] obviously construction could not start in earnest.

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.

[7] Notwithstanding the poor take-up of shares, the AAWR published plans early in 1864 for another line, from Ropley to Fareham.

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)[note 3] When the matter was considered in Parliament, however the new line was cut back to run only from Ropley to Meonstoke.

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.

[1][8][9] 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.

While earthworks settled, trains covered the 19 miles between Alton and Winchester in one hour, but from 1 August 1866 the fastest journey was 47min.

[note 4] 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.

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.

and mineral traffic passing between stations in the Guildford and Alton areas and the LSWR system west of Winchester.

[18] 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.

[21] 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.

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.

It opened from Alresford to Ropley on 30 April 1977, reached Medstead & Four Marks on 28 May 1983 and finally ran through to Alton, enabling cross-platform passenger interchange from British Rail trains there, on 25 May 1985.