In 1957 passenger services ceased but the line remained open for goods traffic until 30 December 1960, after which track on the southern part of the branch was lifted.

However, a large cement works kept a 2.8 mi (4.5 km) stretch of the northern end of the line between Chinnor and Risborough junction open until 1989.

Watlington suffered in the early part of the nineteenth century from poor road communications, at a time when transport and trade were becoming important, and other settlements were flourishing.

In addition to the remoteness of water-conveyance, the badness of the neighbouring roads, which are perhaps the worst in the county, acts prejudicially on commercial speculation.

As the 19th century progressed, it became increasingly obvious that good communications were essential for economic and commercial prosperity, and a railway was a key part of that.

However, the complete plan was not adopted, instead the more modest proposal to build a line from Cholsey to Wallingford was put to Parliament in 1863; but it was withdrawn by its promoters.

Following the opening the board met to consider the next step of extending the line to Benson (at the time frequently referred to as Bensington), but it was obvious that money could not be raised to carry out any such work.

Events moved swiftly and the Watlington and Princes Risborough Railway received the Royal Assent on 26 July 1869.

[4] It was to be a 4 ft 8+1⁄2 in (1,435 mm) standard gauge line 8+1⁄2 miles (13.7 km) in length, and the authorised capital was £36,000; the estimated cost of construction was £33,889.

The prime mover in getting the scheme implemented was the Earl of Macclesfield, whose seat was near Watlington, and the chairman of the company was Thomas Taylor, an exceedingly wealthy Lancashire cotton manufacturer now living locally.

When the Watlington Company considered that their railway construction was complete, they arranged for Colonel Rich of the Board of Trade to visit to make an inspection, in order to obtain the necessary approval for opening for passenger traffic.

[5] Apparently not comprehending the objection to the blank end of their line approaching Princes Risborough, the directors arranged for a second visit from Col Rich, and this took place on 11 July 1872.

The undertaking regarding the method of working had still not been submitted, and also the GWR had not connected the Princes Risborough section of its own line, so Rich again refused permission to open.

At a Shareholders' Meeting on 5 December 1874, it was stated that there had been circulated a "report that the line would probably soon be closed, whereas we are glad to say that those present, who represented nearly nine-tenths of the capital subscribed, agreed unanimously to assist in removing the present supposed difficulties, and in working the line on a more advantageous plan, so as to prevent any embarrassments that may arise.

It was readily apparent that the railway was unable to pay the historic debt and any negotiation over future terms was futile, so the GWR took advantage of things and an arrangement for takeover was settled.

In a tense and heated debate, others criticised the proposal, suggesting that the financial situation might improve, and that debts due to the rolling stock company might be deferred.

[6] For reasons of his own, Taylor was obstructive over handing over the company's minute and accounting books to the GWR, and a lengthy and unhelpful correspondence on the matter followed.

[4] The GWR inspected the assets of its new railway and found that the rolling stock was extremely dilapidated; the assessment also considered the track.

The Regulation of Railways Act 1889 required the installation of the block telegraph for lines worked by train staff and ticket.

With a heavily loss-making branch on their hands with access to London, it was evident that a line only connecting two small towns would fare badly, and the GWR declined.

As well as building northwards, a contract for doubling the Wycombe line and rebuilding Princes Risborough station was awarded to a contractor on 24 July 1902.

The joint line was fully opened on 20 November 1905, bringing considerably more passenger trains to Princes Risborough station, which was much enlarged as part of the work.

Attention was given by the GWR throughout its system to the need for more frequent local passenger trains, calling at an increased number of stopping places, while reducing operating costs.

This was because a fireman, A V Benham, was granted 12 days leave to get married, and no cover was available; the service resumed running on 8 March when a driver volunteered as a substitute.

In fact the process of authorising withdrawal had become politicised and several years passed before the intention was carried into effect; however, the passenger service was closed down from 1 July 1957, the last train having run on 29 June.