GREAT CENTRAL RAIL WAY

JOINT LINE OPERATIONS AROUND MANCHESTER AND IN SOUTH YORKSHIRE

Joint lines galore! Before 1923. Standing adjacent to the locomotive servicing area just beyond the MSJ&AR (Manchester South Junction & Altrincham Railway) platform, the photographer is looking towards the elevated GC (Great Central) signal box at London Road. What a range of engines from different companies! On the left is ‘A’ class engine 2-4-0T No. 28 of the North Stafford Railway. In the centre, trying to hide behind the tall wooden signal post, is L&NWR (London & North Western Railway) ‘Coal Tank’ 0-6-2T No. 1199 while on the right is GC B9 class 4-6-0 No. 1107. (BPC)

Macclesfield, no date. Recently arrived from Manchester is D10 class 4-4-0 No. 687 with a train of six-wheel stock. Its journey The engine, along with many of its class, spent its entire life out of New Holland or Immingham sheds (after it opened in 1912). It is probably performing a ‘running in’ trip after one of its periodic overhauls at Gorton. It was re-numbered 5687 at the end of its 1924 examination. (A. G. Ellis)

Cover pictures.

Front, top: Tickhill, 1908. Surely the ultimate joint railway – the South Yorkshire Joint line. This was a venture by no fewer than five different railway companies to tap into the rich coal seams to the south and east of Doncaster. Passenger service was sparse and short lived. Here, posing at the soon to open Tickhill station is GC 4-4-2T No. 1062. The line opened for freight traffic the next year and for passengers another year later. (BPC)

Rear, top: Altrincham, 1969. Beyond the station here was the site of the former Bowden terminus. When it closed, and the Altrincham & Bowden station opened, the site was used for storing units between peak periods and on Sundays. (S. V. Blencowe)

Rear, lower: Oldham Glodwick Road, 1955. The line from Guide Bridge to here was a joint L&NWR/MS&LR construction, the former company extending its metals from the main cross-Pennine link via Glodwick Road station to here. Thus their engine, the left hand engine, Ivatt 2-6-2T No. 41282, has arrived from Delph. On the right is C13 class 4-4-2T No. 67417 with a stopping train from Guide Bridge. (The Stephenson Locomotive Society Photographic Collection)

GREAT CENTRAL RAIL WAY

JOINT LINE OPERATIONS AROUND MANCHESTER AND IN SOUTH YORKSHIRE

BOB PIXTON

First published in Great Britain in 2021 by

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Copyright © Bob Pixton, 2021

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INTRODUCTION

Map of joint lines around Manchester.

This volume originates from there being so much material under the ‘M’ for Manchester and ‘S’ for Sheffield volumes it was deemed best to put the joint lines in those areas that the MS&LR (Manchester, Sheffield and Lincolnshire Railway), later GCR (Great Central Railway), had an interest in. Those joint lines around Manchester were chiefly movers of passengers, as typified by the to Altrincham, which was electrified from 1931 to cope with the numbers. Those in the White Rose county were completely different. Most were concerned with moving vast quantities of coal. This they transferred to cities and factories as well as to the east coast docks for export. As anyone who has tried to capture the spirit of a line knows, pictorial evidence is plentiful for those lines with plenty of passenger trains, but sparse, sometimes non-existent, for goods only lines. Hence some lines have many more illustrations than others, and those with few, tend to be of fixed objects, e.g. infrastructure rather than trains. Maps can play a part in helping the reader follow a journey along a line as well as provide a narrative of the line’s history. I have, apart from the electric line above, tried to have only pictures from the days of steam and so the sad liturgy of commenting on line closures has been largely avoided.

Map of joint lines in South Yorkshire. Even with many of the lines removed the map resembles a tangled web. I have highlighted those lines featured in the book in an attempt to clarify matters. Sheffield would be in the lower left corner. Such was the desire to connect collieries with as many railways as possible, lines were built when it appeared there was no room and alliances developed in an attempt to reduce costs. The picture following illustrated how there was always room for one more line.

Hexthorpe Junction, early 1910s. The contractors, Logan & Hemingway, started work here in 1911 building a GC and H&B Joint line line from Braithwell, to the south, to Aire Junction in the north. Although most of its almost 26 miles went through Yorkshire countryside, here it had to cross the existing GC main line from Mexborough to Doncaster and the recently completed (by the same contractor!) Doncaster avoiding line. To achieve this the builders excavated a deep trench either side of the existing lines. A framework was constructed and in a flourish the main lines were removed, the framework lowered into position and the lines replaced-sounds simple! I suspect a large workforce was used. The whole line opened in 1916. (J Law)

MANCHESTER SOUTH JUNCTION & ALTRINCHAM RAILWAY

London Road, 1849. The origins of this line stems from the reluctance of those early railway companies to see a bigger picture other than the immediate dividend for their shareholders. So, proposals for a station central to Manchester were rejected by the Liverpool & Manchester and the Manchester & Leeds Railways, who instead built their connection down Miles Platting incline to a new station at Hunt’s Bank, later Victoria. This left the Manchester & Birmingham (M&B) and especially the Sheffield, Ashton & Manchester (SAM) Railway, without any opportunity to access Liverpool and its docks, marooned in London Road station.

Consequently, these two companies decided to build a line, 1¾ miles long, from just before their station that they shared as landlord (M&B) and tenant (SAM), at South Junction, to meet the Liverpool & Manchester Railway at Liverpool Road Junction, just short of the level crossing for Ordsall Lane. A branch to the town of Altrincham from Castlefield Junction was also added to the proposals almost as an afterthought, close to and paralleling the Bridgewater Canal for much of the way.

The line from London Road to Ordsall Lane, as well as the first part of the Altrincham section, is entirely on viaducts, averaging fifty feet high, crossing many streets, canals and rivers and consuming around 300,000 cubic feet of stone and around 50 million bricks. Having had the line passed fit for use on 7 July 1849 (apart from, amongst other things, a turntable at Ordsall Lane), passenger trains ran from Altrincham to Oxford Road – the passenger terminus for the next thirty years – on the 20th of that month. The two sections from Oxford to London Road and from Castlefield Junction to Ordsall Lane had to wait until the first of the next month, with goods trains flowing from the east to Liverpool’s docks and a shuttle service connecting London Road with Liverpool bound trains at Ordsall Lane. (Ordnance Survey Crown Copyright: Godfrey Edition)

London Road, 1915. A comparison of the two maps shows the southern expansion of London Road main station almost obliterating parts of Birmingham Street (now Fairfield Street) and Travis Street as well as the smaller streets and courts in between. The South Junction line now has platforms. A double track extension of this line, again to the south, enabled terminal facilities to be offered to the trains from Altrincham, at the expense of the more closely packed together houses arranged around courts. Note the locomotive servicing area well above Fairfield Street. (Ordnance Survey Crown Copyright: Godfrey Edition)

Joint line entrance, 1958. The MSJ&A platforms had their own entrance from Fairfield Street, dating from the 1882 enlargements to this side of the station. This doorway under the nice arch led to a glass roofed, white tiled passageway using one of the arches the station is built upon. This side of London Road was almost like a separate station with only infrequent passenger trains using them as a through route – most unlike today’s affair. The addition of a viaduct crossing both line and road is a rather large and sturdy bridge from Platforms 5/6 in London Road to Mayfield station, on the other side of the road. Handling passenger and train numbers, in what was effectively three stations, must have been a nightmare for managers. (RCTS no. CUL1393)

South Junction, early 1950s. It needs to be remembered that the rationale for this line was as a freight connection. Consequently, there were no platforms on the joint line at London Road for seventeen years, until 1866. Originally, the facilities for the few MSJ&AR passenger trains consisted of a single face on the other side of the L&NWR departure platform. The two lines here operated as two bi-directional lines. Sounds chaotic? However, there were only a few passenger trains using the platform at that time so there was only congestion along the two-line section (same as today really!). To free up the line for freight trains a pair of lines were built south of the main lines for terminating passenger trains. Looking east from No. 2 signal box shows a passenger train entering the MSJ&A platform hauled by an unidentified ‘Crab’ 2-6-0. On the left is the terminal face of the platform with the turntable just making a showing. In the background are the train sheds for the L&NWR side of the station. Of great interest are the throngs of schoolchildren at the ends of the platforms, some undoubtedly in their school uniform. The ‘ABC’ of locomotives where enthusiasts marked off the engines they had seen only appeared in 1942 – a surprising action given the paper shortages and the secrecy surrounding train movements during the war. While most of the children chatted and engaged in harmless activities, a number fooled around with platform trolleys. This led to the limiting of numbers at Leeds City in 1953, then later that year a complete banning at Crewe and the next year at Willesden and from here at the end of the year. (Raymond McCarthy)

London Road, no date. Held at the signals, waiting to proceed, probably onto the former L&NWR shed at Longsight along the main line, south, is 0-8-0 No. 9387. Notice the GC signal box on the left, with a cylinder for operating the electro-pneumatic points. Intensive as the passenger service was along the line, it was heavily used by freight trains, all day long. Indeed, their continuous stream outnumbered the passenger trains. The 1914 Appendix to the timetable states, ‘Eight coupled engines must not be sent on to the M S Jc. and A line. This instruction does not apply between London Road and Ordsall Lane and Deansgate Junction and Altrincham.’

This engine was built in 1902 as a G1 class, No. 1047, then the LMS (London, Midland and Scottish) re-numbered it 9387 in 1927. The next year it was allocated to Farnley shed. It was transferred to Huddersfield in 1945, by that time converted to G2A class (1940). It kept its BR number, 49387, until demise in 1959. (BPC)

London Road, around 1914. Heading south, probably with a transfer freight from Ordsall Lane to Longsight, is L&NWR 18in ‘Cauliflower’ class 0-6-0 No. 1010. The wagons are interesting in that their contents are sheltered from the weather by tarpaulin sheeting. Unless properly tied down, when the train was going at speed these sheets could be lethal to workers. (R. Carpenter)

London Road, no date, probably around 1910. B class 0-8-0 No. 1091 is held by the signals at South Junction. This 1902 engine underwent a conversion to G1 class 0-8-0 in 1928 followed by another to G2A class in 1939, lasting until 1949.

London Road, no date. Waiting at South Junction is MS&LR J58 0-6-0ST No. 276. It may appear odd for the train to have cattle wagons in the middle of a busy city; however, there were facilities for handling livestock at the GC’s Ardwick depot. Some companies used such wagons, after suitable lime wash cleaning, for moving crowds of people to, for example, race meetings; hence the modern term, ‘cattle class’. In 1991 there were 188 freight trains in the working timetable using some part of the joint railway each week, many using the connections from Trafford Park to Piccadilly and others using the furthest section from Deansgate Junction to Altrincham and beyond. (W. A. Camwell, The Stephenson Photographic Collection)

An AT tank, no date. Initially, MS&LR 2-2-2 engines were used to haul passenger trains along the joint line. However, they couldn’t keep to the demands and were soon replaced by engines with driving wheels of 5ft 6in, being 6in larger. Examples were Sharp engines, Flora (No. 78), Venus (No. 73) and June (No. 72). They were replaced by similar No. 1 class tanks, a 2-4-0WT arrangement designed by Sacre, from 1860. A subsequent design, specifically for the line, was built at Gorton in 1880/1. This example, No. 24 , although probably not on home territory, is one of the eight class 12AT 2-4-0T (Altrincham Tank) engines. These were built by one of the partners in the line, the MS&LR, in 1881, and were leased to the line at the rate of ten pence per mile. (BPC)

London Road, no date. Waiting at South Junction is N4 class 0-6-2ST No. 633; note the company name, ‘Great Central’, written on the side tank. It may well have been performing the twice a day ‘Ardwick Goods’ which plied the joint line to Altrincham and back, picking up and dropping off wagons at stations along the line. (W. A. Camwell, The Stephenson Photographic Collection)

London Road, no date. Although the line was originally intended for freight, some passenger trains used it from Ordsall Lane to London Road. Heading east from the joint line towards the South Junction is L&NWR compound Jubilee class 4-4-0 No. 1911 Centurion with empty coaches in the company colours: ‘plum and spilt milk’. In the 1920s the loco was renumbered 5112 and rebuilt as a simple engine of the Renown class. (Real Photographs)

1910 timetable – Ordsall Lane branch only. Probably also starting from here around that time was an L&NWR service via Altrincham, Northwich and Crewe to London, lasting until 1933. By the 1920s the service boasts: ‘Through carriages between Manchester (Oxford Road) to London (Euston) Luncheon car, Crewe to London’ in the up direction. Down trains also had through carriages and: ‘Teas served between London and Crewe’.

London Road, 1938. In the 1880s station enlargements, a pair of lines were built south of the main lines so that Altrincham trains, previously terminating tantalisingly close at Oxford Road, could end here. An island platform was created with a down platform on its northern face, and a bay. It was practice to end the Altrincham trains in the bay, and there was a facility for releasing the engine that had brought the train in, with a small turntable beyond. After electrification there were times when the OHW (Overhead Wires) needed maintenance and so steam engines deputised, using this run-round set up. On the right is the 450ft island platform which stuck out almost to the ex-L&NWR engine servicing area. At 20ft wide the island platform was thought generous, although today it is probably the most congested and busiest part of the station.

The line was electrified in 1931 at 1,500v DC, but there was no electrical connection between this and the Sheffield systems despite both of them both having the same OHW voltage and being separated by less than 100 yards.

So successful was the electrification that in 1939, eight extra trailer cars were added. A variety of sources provided them. Two were new from Wolverton works, five were displaced from the Liverpool to Southport line (ex-650volts third rail) and one from the Watford line. The extra coaches were used to counteract the comment, ‘Why don’t they put an extra coach on?’ Lengthened trains were underpowered and increased the journey times by three minutes and so the trains couldn’t keep to the tight timetable. Consequently, the seven-coach trains were reduced to their original six-car formation and only two cars, as spares, were retained. (E.R. Morten)

Manchester Exchange, Platform 1, 1940. Enemy action on 22 December left this result: the remains of Platform 1 and the refreshment rooms. Many trains from the North Wales coast were supposed to terminate here. As a consequence, they were diverted at Cross Lane, just under two miles to the west, to pass via Ordsall Lane and Castlefield Junction to terminate at London Road’s MSJ&AR terminal facilities. A shuttle also ran from Exchange to Cross Lane for passengers. (BPC)

London Road, no date. Prior to electrification the L&NWR’s small tank engines were that company’s contribution to the motive power for the joint line. A Webb-designed engine, No. 6831, previously No. 80, waits at the island platform for a trip to Altrincham. The rather large construction across the background is a footbridge to the station’s extension at Mayfield. We are stood practically under another footbridge that connects the island and main platforms. To most of the travelling public such engines would be very similar to those of the L&NER F1 class tank engines, with just a different set of initials and, as long as it kept to time, most probably didn’t care! (J. W. Neve J. Suter Collection.)

Oxford Road, 1848. Heading west, the joint line passes over the important shop-lined thoroughfare of Oxford Street, a prime site for a station. The station is sited between the Rochdale Canal to the north and the twisting River Medlock to the south. In one such bend of the river was the area known as ‘Little Ireland’. To me this sums up all that is bad about the industrial revolution: very poor quality housing; grossly overcrowded, insanitary conditions; mundane, oppressively lengthy hours in dangerous workplaces; and with exploitation rife by factory owners and landlords. The writer F. Engels described these at length. Originally the station here had flagged platforms on either side of the line, and two sidings; buildings were temporary and of wood. Most passenger trains from Altrincham terminated here for the first thirty years of its life. To bridge the gap, the company initiated a service from Oxford Road to London Road from November 1857. Despite it connecting with trains from Bowden, the small number of passengers, and so receipts, meant that after a month the Board withdrew the service. The viaduct, just beyond the western limits of the station, adjacent to a bend in the river, was the site of progressive failure of the arches during construction in 1849. The builders of the several arches here had left their work for the mortar to set for almost a month, before removing the scaffolding. Upon doing so the arch next to Gloucester Street collapsed, killing three workmen. On the day of the inquest the next arch gave way followed by the next; fortunately no one was injured. The inquest decided that, although the contractor had given ample time for the mortar to set, that in future, longer could be given, especially in wet weather. (Crown Copyright: Godfrey Edition)

Oxford Road, 1957. The rebuilding in 1874 produced a new station but no respite for the through passenger trains wanting to stop here as there was still a single platform for both up and down trains. Following the 1880 enlargements at London Road, Altrincham trains tended to terminate there, so relieving some of the pressure on this station. Improvements started in 1903, at a cost of £21,000, and at last provided two platforms for up/down through trains. Looking back towards London Road shows one of the terminal platforms, on the left, minus its roof that was destroyed in an air-raid in 1940. (H. C. Casserley)

Bay platforms, 1950s. From the early 1860s, the Cheshire Midland Railway started to run trains from here to stations south of Altrincham. Consequently, the station became congested and £12,500 was spent in 1864 enlarging it. In 1904, £21,000 was similarly spent. Part of these enlargements involved the construction of two bay platforms, facing west, complete with train shed. A new 40-lever frame signal box on the other side of the line controlled events. When London Road became the terminus for most services along the line, following the 1880s improvements there, cricket and special trains started from the bay platforms here. The L&NWR capitalised on being a partner in this joint line by running some of its Liverpool Lime Street, Warrington services to terminate here.

Ivatt 2-6-2T No. 41211 will have joined the joint line at Timperley Junction and may have stopped at one of the stations, which also hosted electric trains, to terminate here. Prior to the rebuilding of London Road station, most such trains continued to the MSJ platforms there. Note West signal box in the distance. (J. Suter)

Oxford Road, 1969. Rolling stock. From the Autumn of 1930 the new rolling stock for the electrified line was delivered, stored and tested. Built by Metropolitan-Cammell C&W the basic three-car formation consisted of a motor coach, trailer and a driving trailer. Current was collected by a pantograph on the motor coach, and the second type is shown here (these replaced the original from 1958–60), and there were driving compartments in the motor coach and the driving trailer. Originally there were 228 seats and 40 for first class, but later altered to only 24 for first-class seats and 252 for third-class passengers. Power was provided by a 328hp motor on each axle on the motor coach. The extra seats, rapid acceleration and new stations proved a great success, such that a pre-war census showed that around 10% of Manchester’s commuters into the city used the line. The extension of the 25kv AC from the new Piccadilly (was London Road) meant that only these line(s) retained the original voltage before they too succumbed to the new voltage. Note the new canopy over the platform, part of the iconic remodelling of the station. (Bygone Transport)

Knott Mill, 1970. Just where the line crosses Deansgate this small two platform station was opened on 20 July 1849. The name of the road was added as a suffix from 1882. Two years later and Manchester Corporation approached the railway company about the, ‘eyesore and nuisance’ that was Knott Mill station. Plans were rapidly drawn up but the unwillingness of the partners to spend money on the project meant that it was only in 1895 that a contract for £20,000 to rebuild the station was let.

It was custom and practice for some passengers to have a season ticket, a ‘Contract’, which once purchased, was not shown like today’s tickets. However, the companies felt that there was sufficient fraud and evasion for them to take drastic steps about this, and in 1904 they demanded that alighting passengers show their Contracts. They also devised the system of stopping trains here to check tickets, and found that many were travelling on a third class ticket in a first class compartment. To avoid capture, some passengers alighted here and crossed the lines. (Courtesy of Manchester Libraries, Information & Archives, Manchester City Council m62884)

Knott Mill, no date. This platform is for London Road bound trains, and is, apart from an extensive canopy and seats, practically devoid of facilities. A subway connects the two platforms with the street level entrance. Looking west at the platform for Altrincham trains shows a range of amenities, including a gents toilet with a rarely modelled louvre ventilation structure on the roof. At the far end, trying to hide behind the steelwork for the overhead wires, is a bracket signal for down trains for Castlefield Junction. Interestingly, the smaller post, and so the least used line, is to the right, towards Ordsall Lane, the original intention of the line. (BPC)

The Main Line to Ordsall Lane

Manchester South Junction & Altrincham Railway, 1914. This extract shows the northern end of the line and its connections. (BPC)

Ordsall Lane, 1848. It was to here that the ‘main line’ was intended with only a branch to Altrincham. When the original Liverpool to Manchester Railway opened on 15 September 1830 it terminated at Liverpool Road station. When the MSJ&AR arrived in 1849, its lines made a connection with those serving the L&M goods area, at Liverpool Road Junction, just north of the bridge over the River Irwell. However, before this, in 1844, the L&M had extended their lines from here, east, across the rooftops of Salford, to Victoria station. (Crown Copyright: Godfrey Edition)

Ordsall Lane, 1966. We are looking at the L&M extension of their lines from here to Victoria station. The express train, its origin most likely to have been Exchange station, hauled by class 5 4-6-0 No. 45033, will pass behind the signal box on its way west, probably to Liverpool Lime Street. The point the engine is passing over passes to a turntable associated with the adjacent goods area. (C. M. & J. M. Bentley)

Ordsall Lane, 1966. With its rear wagons rumbling across the River Irwell, Standard class 2-10-0 No. 92132 is about to emerge into Ordsall Lane station area. To the right is one of the warehouses in the Liverpool Road goods complex while on the left the lines will be curving in from Exchange station. As illustrated by this locomotive, by this time many artefacts on the railways were being stolen. This resulted in, for example, numbers being written in white paint on the smoke box door, or simply missing, as on this. One problem that powerful locomotives such as these posed was that of space. An engine such as this is capable of pulling a train longer than the distance between the junctions and so limitations on train length had to be introduced, thereby negating the use of such engines. The headlamps indicate that the wagons’ brakes are connected to those of the engine. (C. M. & J. M. Bentley)

Castlefield Junction, no date. The presence of this 1849 joint line meant that the Cheshire Lines Railway access to Central station, dating from 1877, had to pass over them, resulting in a stiff 1 in 100 gradient for approaching trains for at least a mile. Nestling almost under the lines to Central station is this small, 22-lever signal box. The tracks in front are those towards Ordsall Lane with the line to Altrincham to our left and from Knott Mill station behind us. This is the second box at this site; in 1940 a derailed Cross Lane bound freight train demolished the first box. Its inaccessible site has meant although it closed on 20 April 1969 it has suffered little vandalism over the intervening years. This view is probably in the late 1970s. (M. A. King)

Castlefield, 1848. With the L&NWR lines at Ordsall Lane and London Road tantalisingly close it is easy to see why the company was keen to enter into this joint line. Missing from this map, compared to today, is the approach to Central station. The subsequent construction of the viaducts completely altered the area as they strode high above roads, canals and other railway lines. One has to marvel at the audacity of the builders of the approach and its following extension, in this busy area. (Crown Copyright: Godfrey edition)

Hulme, 1849. The Bridgewater Canal has kept us company to our south side since leaving the city, leaping over roads, houses and factories for the ¾ of a mile or so to Cornbrook. There the railway leaps over it and remains south of the canal for much of our journey towards Altrincham. There, adjacent to crossing the Cornbrook Road, a station was established in 1856. It was thought that the nearby Pomona Gardens would attract much traffic. However, with only four trains each way per day this ideal wasn’t realised, so the station was short lived, closing nine years later. (BPC)

Cornbrook Junction East, 1961. When the Cheshire Lines Railway (CLR) built their Liverpool to Manchester line, they engineered it so that not only was it next to the Altrincham branch here but that it was at the same level. Prior to 1873 this was an ordinary piece of line. However, from that date, the Cheshire Lines operated its Liverpool services to Manchester Oxford Road. This was because Central station was not built at that time. The junction so created with the Midland Railway, around ¾ of a mile east of Castlefield, was under the control of this small 25-lever box, just after the line had passed over Cornbrook Road. Passenger trains from Liverpool started to use Central station from 1877. The bracket signal in the background shows that our train, as the arm on the right hand post has been raised, is for the electrified line towards Altrincham; the lone arm, on the left, is for the crossover for the line towards Liverpool. (G. Whitehead)

Hulme, 1849. Much of the route west was over land that the Earl of Ellesmere, Lord Egerton, owned. He also had an interest in the ‘swift packets’, boats that used the Bridgewater Canal, and so although most of the capital to build the line (£400,000) was provided by the two main railway companies, shares to the value of £50,000 were allotted to the Earl. As can be seen on a previous map, adjacent to Castlefield Junction, the Rochdale Canal connects to the River Medlock. East and the Bridgewater Canal links to a mass of wharves, while the Medlock empties into the much larger River Irwell, the railway occupying the land between the river and canal. (Castle field map extract)

Hulme, 1950/60s. This view east was taken from Egerton Street bridge. The Bridgewater Canal is on the left while ahead are the Hulme Junction locks. The buildings in between belonged to St Georges, textile finishers. Beyond the locks is a basin from which a sharp turn north connects the waterway with the River Medlock, flowing westwards since passing under the city centre. A lock and short distance after their meeting and they empty into the larger River Irwell, the boundary between Manchester and Salford. Up on the viaduct is the joint line from Oxford Road, behind us, to Altrincham, ahead. This is the site where enemy bombs fell on 21–23 December 1940. All the viaduct from the brick curved arch in the background, to the Egerton Road bridge behind us, was damaged and needed repair. Brick piers were built, girders slung between them and swathed in concrete. Originally there were a dozen such arches at Hulme Junction locks, but over time, some have had their entrances bricked over as commercial units took over. The other side of the viaduct are the approaches to Central Station, also on a very large viaduct. Fortunately, the bombs missed that. The damage meant that trains from Altrincham couldn’t proceed towards Oxford Road. However, steam hauled joint line trains from Central station could pass by way of Cornbrook West and Old Trafford Junctions to arrive at Warwick Road. There they terminated, with passengers changing to an electric train for the rest of the journey to Altrincham. This situation persisted for nine months, with normal, full distance, electric service being reinstated in September 1941. (Manchester Libraries & Archive)

Cornbrook West Junction track diagram around 1960. This is a composite diagram of the complex signalling arrangements in the area. Across the bottom is our line from Oxford Road on the right, to Altrincham on the left. Across the top are the quadruple lines from Central station on the right, to Liverpool on the left. Note how trains from Liverpool/Oxford Road can easily change lines. However, those from Central/Altrincham have a more complex pathway, via Old Trafford Junction. (BPC)

Link line, 1960s. This express train is probably bound for Chester. It will have departed from Central station a few minutes ago and set off west, along the quadruple main line on the viaduct high above the Hulme rooftops. Its progress will not have been too rapid due to the low speed restriction and the 1 in 344, stiffening to 1 in 182, gradients against it. Having crossed over the MSJ&AR link to Ordsall Lane it will have descended, at 1 in 100, until it reaches Cornbrook West Junction. Now obeying the 30mph speed limit it will have transferred onto the down slow and further passed onto the link line. Here we see Jubilee class 4-6-0 No. 45583 Assam, now that its track is parallel and at the same level as the line to Altrincham, preparing to head under the electrified lines as it heads south at Old Trafford Junction. (BPC)

Old Trafford Junction, 1951. This is the meeting place of the link line from the CLR with the MSJ&AR that allowed trains from Central station to proceed to Altrincham, and beyond. The abutment is for Trafford Bank road bridge over the line. I wonder how often this 18-lever box had received such attention; an accident in 1956 meant that this was its last refurbishment. A freight train, using the link line, had just released its brakes, allowing the train to slowly descend the 600 yards or so along the 1 in 132 gradient towards Old Trafford Junction, in reverse, with the signals against it. However, the 10.45pm from London Road to Warrington, having stopped at Oxford Road, was looking forward to an uninterrupted journey to its next stop, Timperley, and was probably travelling at 40–45mph. The alert signalman at East Junction Box saw that the freight train hadn’t stopped before the junction, so he quickly reset his signals to danger and the passenger train managed to slow to around 15mph. It ploughed into the leading wagons of the freight train, leading to the engine becoming derailed and toppling into the signal box. The inspector concluded that the siting of a pole rendered the link signal out of view momentarily and that for the main line in view, leading to the misunderstanding by the freight train driver. Although the structural damage was swiftly cleared in time for the following Monday rush-hour, not so the signal box. Its replacement took several weeks to arrive and, in the meantime, men with flags and hand signals controlled events. (T. Lewis, Courtesy J. Dixon)

Cornbrook Junction West, 1960s. Views of sidings and junctions are often hard to discover: this area is no exception so one has to look to ancillary subjects. This one is of the Bridgewater Canal. However, it has a lot of railway interest in the background to make it worthy of inclusion. On the left can be seen the overhead structures for the MSJ&AR line, with Oxford Road to the left. In front is the large, 90-lever wooden Cornbrook West Junction signal box. There had been three other boxes on this site, their sizes becoming progressively larger as the complexity of the area increased. While this box’s main function is to control movements in and out of Central station, the bracket signal to its left is the reason for its inclusion in this account. The taller, right-hand post indicates a route along the slow lines west, towards Liverpool, which becomes the down route ‘A’ next. The lower, left-hand post indicates that a train from Central station would take the link line towards Altrincham and Chester. The smallest post, in the middle, is for the sidings. To the right of the box, is a three-post bracket signal, operated by Cornbrook Sidings signal box, hidden behind the carriages in the sidings above the canal. To the extreme right of the stored carriages are two bracket signals. These are at Throstle Nest Junction and allow trains from the ‘A’ and ‘B’ routes to be exchanged before the first swings south and heads for Derby and the latter heads west for Liverpool. INSET: Cornbrook carriage sidings, no date. This picture is included as it has two features rarely modelled. In the background are the remains of the carriage shed as it is being dismantled. Most modellers build complete buildings where as a partially built/demolished structure shows more skill and commands more attention at exhibitions! In the lower right-hand corner can just be made out the wooden walkways that cleaning staff, with buckets of water and brushes, wash the windows. Again, a rarely featured construction. Ex-L&Y Bury electric units were stored here prior to disposal. (Manchester Libraries & Archive)

Cornbrook Sidings, no date. A complex of carriage sidings were developed for the storage of vehicles between usage, from Central station, as the main lines from the terminus sweep west. Accessed from the link line between Central station and the MSJ&AR lines was a set of sidings to serve Cornbrook goods depot. Typical of the engines that would shunt such sidings is this Parker 0-6-2T. While based at Trafford Park (1945–58) it changed numbers three times, settling in 1949 with 69370. Amongst the sidings was a small 50ft turntable and a wooded structure used for coaling such engines. This avoided a trip along and across the busy lines to Trafford Park shed. (R .K. Blencowe Negative Archive)

Goods wagon, no date. The 1881 line from Cornbrook West Junction to the sidings was built by the Cheshire Lines, a joint railway between the MR (Midland Railway), MS&LR (Manchester, Sheffield and Lincolnshire Railway) and GNR (Great Northern Railway). This company never owned engines, only carriages, and as seen here, goods wagons. This three-plank wagon was one of over 4,500 goods wagons at the 1923 Grouping, the company only really being extinguished at Nationalisation. (HMRS)

Overhead equipment, 1931. After first being considered in 1910 and again in 1924, it wasn’t until 1928 that the LMS/LNE Joint Committee decided to fight competition from trams and buses by electrifying the line at 1,500volts DC. Expenditure of £½M was budgeted for, and in 1929 work started on some of the structures for the wires, new stations and electrical sub-stations. This work was carried out by Callender’s Cable & Construction Ltd, and they sub-contracted the steel structures to the local firm of Edward Wood & Co. Ltd. One of the major disadvantages of a DC system is that the overhead wires need to be thick, doubly relevant here due to the density of traffic being the heaviest in Europe. The Pringle Committee, in 1927, ruled that the contact wire should normally be at 16ft above rail level. At level crossings it was permitted to be at 18ft and two more feet higher in sidings. In the tunnel at Old Trafford, the wires were held by bow-string suspenders. (Courtesy, The Railway Engineer)

Old Trafford tunnel, 1908. Old Trafford had a lot to interest those curious about railways. The line from Cornbrook junction arrives at the top right before plunging into a tunnel, actually bridge No. 59. With trains from Central station joining those from London Road the line becomes suddenly busy until after Old Trafford station and quadruple lines, bottom left. Nothing to do with this account is the line on the left. Express trains from Central to the Capital would disappear under the Chester Road, only to emerge some 300yd south, directly under the now quadruple, MSJ&AR line. This tunnel was drastically shortened when the Throstle Nest curve was built, enabling south to west, and so access to the Ship Canal and Trafford Park lines. (Crown Copyright: Godfrey Edition)

Old Trafford, exterior, around 1910. At the confluence of Stretford/Talbot/ Chester Roads and Seymour Grove was an obvious place to have a station. The booking office’s unique shape and the iron rails on the roof have ensured that it still stands today. A coach driver languishes, probably having a smoke, while waiting his next fare. (BPC)

Old Trafford, 1957. The line passes under the large road junctions and the booking office in a short covered way (142yd). Covered steps lead down to the platforms; on the right is the down one for Altrincham. Against the booking office wall are two white patches. These are to make the signals in front of them show up; those for Oxford Road are ‘wrong’ side due to the curvature of the line. Just behind us, on the up side, is a signal box, its small number of levers controlling the expansion of the lines and this crossover in front of us. In 1891 an Act was passed that authorised the quadrupling of the joint line from here to Timperley Junction, where the L&NWR line heads west to Warrington. However, only the section of line south of Old Trafford station to just before Sale station was enlarged. The Act also authorised a connection from here, via a second tunnel, to connect with the Cheshire Lines Railway in Chorlton: it was never pursued. To the left, behind the station buildings, is a small coal yard with a steel bodied mineral wagon in it. (H. C. Casserley)

Old Trafford, no date. Pictures of freight activity along the line are quite scarce, hence the inclusion of this picture. Looking as if it has been recently built in Gorton in 1903, C13 class 4-4-2T No. 179 would end its days over fifty years later as 67414. Whilst carrying its present number it called Trafford Park its home shed. Basically, there were two ‘Ardwick Goods’ trains along the line, twice per day, to Altrincham and back, dropping off wagons at stations en route. Looking at some of the wagons, this train may be the returning milk train from Central station to rural Cheshire. Old Trafford was a major distribution centre for milk in those days, with unloading facilities accessed from Elsinore Road. According to the 1918 working timetable, up milk trains from Chester would arrive at Old Trafford after travelling north along the slow line from Sale. Wagons would be detached, then the train would resume its journey. Seventeen minutes were allowed for this manoeuvre. Hard on the heels of the milk train was the 6.30pm passenger train, also from Chester, arriving at Central station a mere six minutes after the milk train. The 10.45pm return train (‘For conveyance of horse boxes, carriages and milk trucks only’) had preference over other goods trains. Many goods trains over this section of the CLR were mixed company affairs. (A. Vaughan Collection)

Name-board, no date. White City, presumably named after its twin in London, was a track for greyhound racing, to the north of the line. It has proved difficult to find a date for this very poor quality, but rare, picture. Greyhound racing started in 1928 (May) and speedway the next month, although the latter was very short lived. Overhead wires were used from 1931. Athletics and stock-car racing used the stadium before it was closed in 1982; the white pillared entrance on the Chester Road is all that remains. Note the milk churns. (BPC)

Warwick Road, 1959. Temporary stations here for the Art Treasures Exhibition (1857), at the request from the cricket club from 1862, and later for the Royal Jubilee (1887) were precursors to a permanent station here from 1931. In a feat that we would be hard pressed to emulate today, for the 1857 Exhibition the company increased its trains from 60 per day to around 100, with only a few minor delays. The line here was quadruple since 1891, and this was put into good use after air raids on Manchester in 1940. These severed the joint line west of Knott Mill station, thus isolating this section. A shuttle of steam trains ran from here into Central station and a shuttle of electric trains ran to Altrincham. Although not the first station along the joint line beyond the breach, it was at the start of the four track layout, which gave opportunities for storing stock and running around coaches. With no turntable, unlike Central, engines had to perform half their duties running in reverse. This shuttle service lasted for nine months. This would be the station a cricket enthusiast would alight at, from the city, for matches at the nearby Old Trafford ground. (Manchester Library & Archive Service m06866)

Warwick Road, 1949. The person standing by the shelter on Platform 4 will have good reason to hang onto their hat. Passing through on the slow line is the 4.15pm from Chester. After stopping at all stations (apart from Mickle Trafford) to Altrincham it will only pause at Sale, soon to be followed by Old Trafford before arriving at Central at 5.02pm. The bracket signals at the end of the island platform in this view south are for opportunities for transfers between the slow and fast pair of lines after stopping at the station. (H. C. Casserley)

Down trains. Two different approaches are used to overcome obstruction of down home signals. Behind us is the signal box which operated the top arms, Warwick Road. The lower arms are operated from Stretford box, ¾ of a mile ahead. On the left is a tall wooden post to elevate the lower quadrant arms above the obstruction. On the right is a newer, looking remarkably like a section of rail, shorter post with upper quadrant arms. Note the white sighting board behind the top arm. (Unknown)

Up trains, junction. We are standing on a track next to the lines, looking north towards the station. On the right is the signal box, faintly visible. On the left, across the four lines is a siding with a handful of wagons in it. Fast trains for Altrincham would tear past us on the nearest line. Due to the curvature of the line, the up (Manchester) fast line’s signal is displaced to the right. To the driver of such a train there are two routes he could take. He could obey the left-hand arms and take the left crossover and onto the up slow line just before the station, subject to a 15mph speed limit. Most likely, as the signal is on a taller post, he could continue along the up fast line. The lower arm is controlled by the next box in front, Old Trafford, less than half a mile ahead. The tall post and the cute lower repeater arms are necessary due to the bridge behind us. (Unknown)

Up trains, starter. The four tracks have become separated as they pass through the station. The two slow lines are on the left with the fast on the right. In each pair the right hand track is for Altrincham. Standing at the end of the island platform, looking towards Manchester, it is possible to faintly see the pair of signals controlling Altrincham bound trains. Directly in front of us the starter signal for a fast train has been lowered. The wooden post is slightly smaller than usual to make the arms visible under the OHW. (Unknown)

Stretford, exterior, around 1910. Looking north across Edge Lane – the name of the station at opening on 20 July 1849 and for the first few months of its existence – shows the substantial buildings over the original pair of lines, below. Interestingly, just over a mile further along this road, and its successor, Wilbraham Road, crosses the Cheshire Lines Railway at Chorlton station. This station is almost a mile south of Warwick Road station; note the coal merchants next to the building: Wigan Coal & Iron Co. and Hancock. A horse and cart from one is on the opposite side of the road. A two wheeler is hoping to pick up a passenger. (Lens of Sutton)

Stretford, 1950. The owners took it in three-yearly turns to be responsible for the line until the Grouping. Then the period was extended to five years, alternating. When the line first started, it was agreed that the MS&LR would provide the engines and drivers. They built some 2-4-0ATs specially for the line in the 1880s. From 1900 the MS&LR found it hadn’t sufficient engines to keep to the agreement so both companies provided half of the engines needed. Early in BR days ‘foreign’ engines were used on some turns. Here, an ex-L&Y (Lancashire & Yorkshire) 2-4-2T No. 50705 races through on the down fast with a train for Warrington. At Timperley Junction it will depart from the joint line taking the L&NWR line to Broadheath and beyond. Some trains ran onto to Ditton Junction, where connections could be made to Liverpool. The ‘6’ on the upright refers to a message to the driver of a six-car (two three-car units coupled together) where to stop. (R. Carpenter)

Stretford signal box, 1962. Sandwiched between the quadruple running lines and the Bridgewater Canal is an extensive goods yard. This consisted of two sheds, one seen here to the rear, as well as three loops and several sidings. These are accessed from the slow lines, in front of the 42-lever brick based box. (J. Suter Collection)

Mersey Bridge box, no date. For reasons of safety, only one train can occupy a section of track at a time. Therefore, to increase the number of trains along a line, other than increasing the number of lines, is to increase the number of sections. The 1½ miles, four-track section between Stretford and Dane Road was split into two by the construction of this 12-lever box, ¾ of a mile between stations. Passing the box is D11 class 4-4-0 No. 62669 Ypres with a train for Chester, on the down fast line. Usually such trains were non-stop from Manchester to Altrincham and then all stations to Chester along the former CLR. This quadruple section was a convenient place for such trains to ‘leapfrog’ the all-stations electric trains that they shared the line with. A situation did exist whereby all four lines were occupied at the same time giving the appearance of four trains neck and neck on the lines. When the line was being electrified, new rolling stock started to arrive early in 1931. They were stored on the up/down fast lines here until wanted, in early May. (W. A. Brown)

Dane Road, 1934. The quadruple section was about three miles long, between Old Trafford and Sale. With electric trains being ‘all stations’ they were sharing the line with Manchester Central to Chester steam trains. The two gentlemen seem oblivious to C13 class 4-4-2T No. 5055 of Chester shed, heading south under the covered footbridge and adjacent road bridge. (C.M. & J.M. Bentley)

Dane Road, exterior, no date. As well as electrifying the line, the LMS and LNER decided to open Warwick Road station all the time, to build two new stations (here and Navigation Road). White’s bridge on Dane Road crosses over the line as well as the ever present Bridgewater Canal, to the right. Apart from a small booking office, waiting space and covered ways to the platforms, little adornment was lavished on the station’s entrance. (BPC)

Sale, exterior around 1904. While the station has always had Sale in its title it has had other names as well. At opening (20 July 1849) it had ‘Moor’, and from 1882, ‘& Ashton-on-Mersey’. At opening it was a mile and a half south of Stretford, and most importantly, across the low lying land that accompanied the River Mersey. Sale was a prosperous settlement, and the station buildings reflected this, being altogether of a larger size with a bigger canopy for passengers. The driver of the growler on the right has developed an ingenious method of stopping the vehicle going back down the slope. Pitches such as these were jealously guarded, as are today’s taxi ranks. Manchester Corporation ran trams to here (No. 49). These would be subsidised from the rates. Also taking passengers to Sale would be the railway, who also paid rates to the Corporation. This perverse situation occurred up and down the country, whereby the railways were in competition with road traffic they helped to subsidise. (Lens of Sutton)

Sale, no date. Looking north shows an Altrincham bound train approaching. The station buildings, complete with clock, span the lines. At this time the signal box is just behind us judging by the wires from the down home signal across the lines. As part of the electrification programme, at the southern end of the station the pair of lines separate to accommodate a siding accessible from both up/down lines. This allowed trains to terminate here from Manchester and return later without blocking the running lines. (Lens of Sutton)

Sale, late 1920s. A train for Altrincham, hauled by an unidentified L&NWR ‘Coal Tank’, prepares to depart; they were used in equal number to their MS&LR 2-4-2T, Parker designed, counterparts. After 1927, with a tighter timetable and heavier load, such L&NWR engines were found unable to perform as wanted and so were replaced by NSR (North Staffordshire Railway) tank engines. Just peeking out from under the bridge, on the left, is the 33-lever signal box. North of the station and the quadruple lines from Old Trafford coalesce into two, a magnificent signal gantry governing north bound trains as they moved to the fast or slow line. (BPC)

Brooklands, exterior, 1978. The station buildings are where Marshland Road crosses the line. There wasn’t a station here at the opening of the line, and in fact, residents signed a petition in 1855 requesting one be opened. However, a property developer built expensive properties as a speculation in Brooklands Road nearby. To facilitate a new station, he let the joint company have an acre of land cheaply. He also guaranteed the railway an income if traffic receipts weren’t at a certain level after five years. A station and siding were duly built, opening on 1 December 1859. (BPC)

Brooklands, 1927. Above the train, to the right of the overbridge, are the station’s booking office, etc. with a large covered footbridge enabling passengers to get to/from the platforms. Due to the obstruction to signals, both up and down posts are very long to aid sighting. The post for the up line also has lower repeater arms too. (Lens of Sutton)

Brooklands, 1948. Oh for such a service to relieve the road congestion today! With the time about a quarter past five the 4.55pm from London Road would race through the station. With only a stop at Timperley it left the joint line there to pass by way of Broadheath and the L&NWR line to arrive at Warrington Bank Quay’s low level platform at 5.49pm.

The rear cab window of LMS Stanier 2-6-2T No. 77 enables the footplate crew to sit and receive protection from the elements as it is driven bunker first. On the extreme left can be seen a set of steps leading from the road to the tow path of the canal. (Anonymous)

Timperley, 1931. Having built an electrified line, the companies wanted to see if it worked before opening it to the public. The day picked for the dress rehearsal was that with the least service: Sunday 10 May. A normal service for that day was operated by steam trains – a typical one here being 4-4-2T No. 5020 – and the proposed service by electric trains, complete with ballast to simulate passengers, interleaved. Despite it being a successful day, steam trains were kept on standby at each end of the line as well as at Warwick Road and Sale, just in case of breakdowns. Inevitably there were teething problems, but eventually, with three extra stops, trains took three minutes less than in steam days. The service was also increased from 67–68 trains per day to 92. (E. R. Morten)

Timperley, no date. Where Park Road crosses the canal, it also crosses the line. This is the cute brick booking office with steps leading down to the two platforms. Illuminated station name boards used to be roof mounted, readable as one walked along the road. (M. Broadhurst)

1927 Timetable. Although the train service along the line to Altrincham was intense, the two companies were always on the lookout for ways to improve. This they did by adding eleven more trains and ran them quicker so that in the evening peak periods there were twelve trains between the two ends. Notwithstanding the steam services to Chester and Warrington, this must have been a feat of considerable ingenuity. As always, competition from other transport methods were the spur to these alterations. In 1929, Manchester Corporation allowed express buses to start up between the city and Altrincham. When the two railway companies agreed to spend £½ M on electrifying the line, the Traffic Commissioners, set up under the 1930 Road Traffic Act, assisted them. They argued that due to the capital spent on improving the line then the express buses should stop and become an all stop service, such that the railway gained the upper hand again. (Courtesy Railway Magazine 1927)

Timperley, 1947. On the left is the Bridgewater Canal which we have paralleled since Stretford station and has never been far away since Cornbrook. Passengers were well provided for, having wooden shelters on both platforms. The left was for Manchester, being the largest as more passengers were expected. Slightly obscured by the overhead mast are signals for the junction which is behind us. Their height is necessary due to the sighting problems this bridge poses. (Stations UK)

Timperley Junction, 1956. Controlling the divergence from the Joint line is this small signal box. Across the background is a line on a set of bridges that make up a viaduct. This is the Cheshire Lines Railway from Skelton Junction, on the left, to Glazebrook. While the Joint line continues straight on to Altrincham, the branch curves to the right and having passed under it, rises up at a gradient of 1 in 114 to meet another line heading west from Skelton Junction, that to Warrington. On the left is a generating station for the electrified line. (Signalling Record Society Scrimgeour Collection)

Broadheath, 1960s. With a line from Skelton Junction, behind us, to Garston docks and Liverpool, the connection from Timperley Junction up to meet it was a valuable link for the L&NWR. Waiting to descend from Broadheath down onto the MSJ&AR at Timperley Junction is LMS 2-6-2T No. 106. (Stephenson Locomotive Society Photographic Collection)

Deansgate Junction, 1956. Controlling the level crossings here was the function of a small, 17-lever signal box, in front of the white house – Wyvern Cottage. It had a commanding view of not only along the joint line but also the CLR curve as it descends from Skelton Junction, opposite. Beyond the house and Deansgate Lane crossed over the L&NWR line as it starts to rise up from the joint line at Timperley Junction to Broadheath. Almost in the cottage’s back garden is the CLR link between Skelton Junction and the aforementioned L&NWR line at Broadheath Junction. (Unknown)

Deansgate Junction, 1996. Controlling the level crossings here since 1957 is the 20-lever signal box, now on the down side. (M. Broadhurst)

Deansgate Junction, no date. Although filled with an engine, J39 class 0-6-0 No. 2997, there is sufficient background to be of interest. At this time, the signal box was to the west of the line and the man is walking on some of the boards that make it safe to do so, with the box well off to the left, adjacent to the white cottage. The signalman will have pulled lever No. 5 to lower the top lower quadrant arm on the tall post in the background, and its repeater, lower down. Almost hidden under that arm is an MSJ&AR warning sign. (C. M. & J. M. Bentley)

Notice, 1947. On the right of the J39 locomotive seen earlier is the Skelton Loop Line, down from Skelton Junction. Across the coaches is a girder bridge carrying the CLR link from Broadheath (on the L&NWR line to Warrington) to the left, and to Skelton Junction on the right. In the background is a stone viaduct across our line. This accesses the CLR line from Glazebrook, to the left, to Skelton Junction too. A similar notice is at the southern end of the down platform near South box. (Unknown)

Deansgate Junction, 1949. About 200 yards south of Timperley Junction and the joint line is met by a curve from the east, the Skelton Loop Line. This is part of the original Stockport, Timperley and Altrincham Railway dating from 1865. Resisting the pull of gravity on its wagons is O4 class 2-8-0 No. 63661. The rear wagons will probably be rumbling past Skelton Junction signal box while the engine is about to join the joint line. Such loaded trains from the Peak District will, in the main, have the gradients in their favour. However, at Halebank, between Altrincham and Hale, there is a short section at 1 in 132, compounded by a nasty ‘S’ bend in the middle. Thus it was essential that the train had a head of momentum when it arrived at the bank, hence the necessity for a clear road from Skelton Junction, through Deansgate Junction (despite a 20mph speed restriction down this curve) and on through the station at Altrincham. In a few moments time the train will pass under two bridges, as evidenced by the tall lattice signals through the concrete footbridge. The nearest of the two is the Cheshire Lines route to Glazebrook while the furthest (built by the CLR) meets the L&NWR curve up from Timperley at Broadheath. To the east these two lines merge with the Loop Line at Skelton Junction and proceed towards Stockport and Godley Junction. By these lines coal trains from Yorkshire can pass to Liverpool’s docks, bypassing Manchester. This train, having attained the joint line, will head south through Altrincham with the salt mining district centred around Northwich its most likely destination. (A. Appleton)

Altrincham district, 1949/50. This section shows the southern end of the line and its connections. By this time, the north to east chord enabling trains along the joint line to proceed along the Cheshire Lines route to Stockport had been lifted. So a Central to London Road service ceased. (BPC)

Navigation Road, 1957. Looking north to Timperley shows the simple two open platform construction that opened in 1931 with the electrification programme. As more passengers were expected to travel to Manchester than to Altrincham, a brick building with a canopy was built for them. Deansgate level crossing gates and protective signals are beyond the rear of the train. Preparing to stop half a mile ahead at Altrincham is the 1.41pm from Manchester Central. The only other stop along the joint line would have been Sale, a few minutes ago. Chester Northgate is the destination for 2-6-0 Standard class 2 No. 78059, arriving at 3.12pm after stopping at all the stations in between. A serious traveller between the two cities would have gone to Exchange and caught either the 4.30pm or 5.07pm, both of which would have reduced the journey time to around a hour. (N. D. Mundy)

Navigation Road, 1976. Looking south shows the way the lines, south of the station and level crossing, are quadruple for the last half a mile to Altrincham North. Controlling not only these events but also the adjacent road crossing is this 20-lever signal box, complete with protective grill on the windows facing the OHW. (N. D. Mundy)

Navigation Road, no date. The brick building for the up, to Manchester, line, as well as providing the usual facilities, tries to encourage people to ‘Switch to Inter-City fastest through crowded Britain’. The level crossing gates are across the railway line allowing road traffic to pass between Navigation and Wellington Roads. In the just over 600 yards south to the next level crossing, the lines were quadruple and contained loops, goods facilities, and previously, an engine shed. (BPC)

Altrincham level crossing, around 1930. The electrification of the line was assisted by the Government of the day making loans available for certain projects to alleviate unemployment. So, while the wires are up, they aren’t operational and steam engines still ply the line. Here, an F1 class 2-4-2T heads across the road on its way to Manchester; Nos. 5581, 5590–93, 5597–99 and 5600 were common performers along the line around this time. With low road traffic densities, the railway line was not a real inconvenience. However, it was for pedestrians, and so to the right was a footbridge. It is not quite certain when it was built, although it was operational by 1893, as the Minister in a response to a question in Parliament alluded to its presence. (Greater Manchester Police Museum & Archive)

Altrincham, 1947. The photographer is facing south, towards the station. On the left is the large, 72-lever, L&NWR style signal box. Not long after its construction in 1908 the part of the cabin to the right of the steps was ordered to be made into a window so that the signalman had a better view of the level crossing. The level crossing closed to cars in 1972. Ahead shows the pair of lines diverging to the left. These continue towards Chester while the Joint line continues straight ahead into the station. (LGRP)

Altrincham, 1953. With the time around 12.55pm, we see the train that had left Central station twenty minutes ago. It had stopped at Stretford and Sale and will soon depart, stopping at all stations, to Northwich. There a connection can be made for Crewe. D10 class 4-4-0 No. 62659 Worsley-Taylor is heading along the down line for its home shed; this would be its last summer. In the background can be made out the footbridge over the line and North signal box. On the right, actually on the other side of and adjacent to, Stockport Road, the large brick building is an ex-L&NWR goods shed. Behind it was a two road engine shed, which, by the end of that century, had become enlarged into a through shed capable of holding ten engines. A turntable was built here, but with one beyond the South Junction platforms at London Road and beyond the platforms at the Bowden end, it was dispensed with. The 1899 agreement between the two partners of the line meant that the rosters were worked a week about and equal numbers of staff from Gorton and Longsight worked here. The arrangement was that the L&NWR engines used the road nearest to the running lines and the GCR used the eastern track. As a sub-shed of Longsight, the L&NWR had around twenty-five of its men working here, coding it 16S. With little need for the shed after electrification, it was soon demolished after electric trains started operating in May 1931. (H. C. Casserley)

Altrincham & Bowden, around 1910. Altrincham’s original station was just south of the Stockport Road level crossing with a terminus further south at Bowden. In April 1881 both stations were closed and a larger facility built between them, called Altrincham & Bowden. Looking north shows the extent of the station after the enlargement by the joint companies, but prior to electrification in 1931. On the left are the up/down lines from the north for the joint railway. On the right are the pair of platforms provided for the Cheshire Lines Railway. (BPC)

Altrincham & Bowden, exterior, 1921. It was quite a large station with four platforms being described by The Victorian Society as being, ‘… pleasant and spacious. …The extensive platform awnings are glazed and are supported on cast columns and arched brackets. The effect is elegant and pleasing ….’ There was a clock tower by the entrance. While the joint railways provided the stopping service between here and Manchester Oxford Road, later extended to London Road, the CLR provided a fast service from Central station to here, and then stopping at all stations to Chester. (BPC)

Beyond Altrincham, no date. Looking south towards Moss Lane bridge shows South signal box at the end of this platform. This pair of lines continue up the bank to Hale and to Knutsford as part of the ex-Cheshire Midland Railway (which became absorbed into the Cheshire Lines in 1865) and on to Chester (Northgate). Through the right hand opening of the bridge can be seen the original Bowden terminus, now a carriage shed and locomotive servicing area. (S. Kinsey)

SHEFFIELD & MIDLAND JOINT LINES

From Hyde to Romiley

Joint, Midland & MS&LR, passenger lines spread to the south of Manchester. An Act of 1858 empowered the MS&LR to build a line from a junction with the main line at Hyde to Marple, and another Act, of 1864, enabled the construction of a line from Marple to New Mills and Hayfield. The complete lines didn’t open all at the same time. Towns were reached over a ten-year period: Hyde (1858), Woodley and Romiley (1862), Marple and New Mills (1865) and Hayfield (1868).

Hyde North, exterior, 1974. Almost 2¼ miles east of Guide Bridge is the MS&LR station at Newton, advertised as the station for Hyde. Consequently, when the joint line was built, a station in the north of Hyde was opened in February 1863. To differentiate it from the already opened station in the town this was named Hyde Junction, even though it only had platforms on the Woodley line and none on the main Manchester to Sheffield route. The company reasoned that the patronage would be of a local nature and stopping trains on the main line may conflict with fast express trains. The stone buildings appear almost unchanged since opening in February 1863; perhaps the only change is the alteration from ‘Junction’ to ‘North’ from 17 September 1951. (J. A. Summerfield)

Hyde North, interior, 1969. This view was taken from a passing train on the main line from Manchester to Sheffield. The complete station and its facilities are on display, although it never had a goods yard. A wooden shelter suffices for the up platform, with St Stephen’s church making up the background. The view is towards Woodley. (M. A. King)

Hyde North, early 1950s. As viewed from the footbridge, bringing probably a Hayfield bound train to a gentle halt, is a stopping service from Manchester into the up platform; note the relatively new station name-board. C14 class 4-4-2T No. 67445 had a re-conditioned boiler in September 1951, along with an anti-vacuum valve fitted, and it is making the briefest of appearances behind the base of the chimney. The coal rails around the bunker are upright too. To the right are the main lines to Newton and Godley. At the far end of the down platform, on the left, is a starter signal. Just hidden by the station buildings is a loop serving a cotton factory, accessed by a trailing slip from the up line and protected by the starter signal. The loop emerges onto the down line a short distance ahead, just before the junction of our joint line with the main line. The lamp on the right has ‘Hyde Junction’ on the glass. (The Stephenson Locomotive Society Photographic Collection)

Hyde North, no date. The driver of a stopping train to Macclesfield or Hayfield looks to see if he has the road ahead. Typical motive power of these suburban services is ex-GCR J11 class 0-6-0 No. 4322 and non-corridor stock. The engine only carried this number between June 1946 (previously No. 6045) and December 1949 (to become No. 64322). On the right is a bench with the station’s name carved in it; the gas light also has the name, etched into the top of the glass. Beyond the grassy mound is the main line to Godley, on the right, and Hyde Junction, on the left. The coaches are obscuring the waiting facilities that passengers boarding this up train may have used: a wooden building complete with fire. The iron footbridge in the background allows passengers, once they had bought a ticket from the booking office in the main buildings on the down platform, to cross onto the up platform to catch this train. (BPC)

Hyde Central, 1974. More than a mile south of the junction the Joint Committee opened a more central station for the town at the end of May 1858. Four years later, when the line was extended to Marple, the station was re-sited to here, where Great Norbury Street passes under the line. Although an important and distinct part of Eastern Manchester, Hyde is a relatively ‘new’ town. There was no town with such name when a survey in 1797 was carried out. The development of the town was based upon cotton, with numerous mills in the area, many belonging to the Ashton family, assisted by the proximity of the Peak Forest Canal and the railways. There developed a proud tradition of investment and participation in municipal affairs as exemplified by the opening of a public baths in 1889. Hyde Seals Water Polo team were three times (1904–6) world champions. In 1900 there was one licensed (to sell beer) house to every 300 inhabitants, which reflected what the residents did with their spare time. Fishing was, and still is, a popular pastime. Hyde Fishing Club ran special outings, on Sundays in the 1930s, for members to use waters at Poynton, Bollington and Macclesfield, the canals the MS&LR had bought in 1846. Newton, a mile to the east, was as close as the main MS&LR came, hence the porters at that station proclaiming, ‘Newton, for Hyde’. (M. A. King)

Hyde Central station, 1954. Interior views of the station are rare so even though there are blemishes on the negative this one is worth including. Whilst on a train in the station, this photograph looking south to Woodley was taken on 18 April. The point work under the coach was the single trailing slip into the goods yard obscured by the train. The extensive boiler works of Joseph Adamson, fed by the siding down the steep incline, is on the right. The name and date of construction are picked out in white bricks, as are the dates of extensions. Difficult to make out, but at a lower level on the right is the Peak Forest Canal. In 1846, the original railway company changed its name to the Manchester, Sheffield & Lincolnshire Railway and had obtained perpetual leases on the Peak Forest and the Macclesfield canals. They, especially the former, were important in carrying freight, and both canals were a source of substantial profit for the next fifty years for the MS&LR. However, these were lean years for railways; 1848 was the last year for six years that the company issued a dividend on its ordinary shares. Some half a mile north of this station was another railway-connected boiler works, at one time owned by Tinker-Shenton. Again, it was connected by a trailing point, this time from the up line where the line crossed the aptly named Furnace Street. (H. C. Casserley)

Hyde Central, 1909. Illustrating the undulating terrain, the station and its goods yard are sandwiched between an overbridge to the north and an underbridge to the south.

Beyond Hyde, no date. A mile and a quarter south of Hyde and this isolated junction at Apethorne is encountered. Attaching to the joint line, from the right, is a just over two miles long chord from Godley, built and opened in 1866 by the MS&LR. It is along this section that coal trains through the Woodhead tunnel would pass on their way west to the Cheshire Lines to Liverpool and its docks. The builders relinquished ownership on 10 August after six months, to the Cheshire Lines Railway that they were a part of. Woodley is behind us and Hyde Central ahead. (Signalling Record Society, Scrimgeour Collection)

Apethorne Junction, 1965. Having probably received a signal check here, the driver has been given the right of way onto the chord to Godley Junction with its 25mph restriction. With his wagons seemingly trailing much of the line to Woodley station, although 600 yards in the rear, the driver will only have to release the brakes as the train is on a short piece of line with a downward gradient of 1 in 117. This is a brief respite, as when the branch is encountered, a stiff 1 in 100 gradient has to be driven up, as can be seen. The train behind Ivatt 2-6-0 No. 43103 comprises empty mineral wagons for refilling in the collieries of Yorkshire. Note the small white boards behind the signals and their squat nature, all ideas to enhance their visibility. (J. Fairclough)

Leaving Woodley, no date. Struggling with a long mixed freight train is class J10 No. 5154, a number it only carried between 1946–49. Woodley station is just beyond the overbridge in the background. A tall bracket signal stands out well above the bridge, indicating either straight on towards Romiley or right towards Stockport Tiviot Dale. With the engine allocated to Heaton Mersey shed, it is most likely that it has originated from the sidings there and arrived around the curve to this point. With the gradient 1 in 117 in its favour, and a 10mph speed restriction at the junction, it is not surprising that it is working hard. (Eric Oldham Coltas Trust)

Woodley, 1947. We are standing on a footbridge looking along the joint line as it continues south from Hyde, behind us, towards Romiley, under Smithy Green bridge in the distance. Between the station and the bridge are both up and down loops. Judging by the exhaust, the engine bringing empty coal wagons up the Cheshire Lines route from Bredbury Junction is working hard, the 10mph limit and the curve hindering it. A large goods shed obscures most of its wagons: note the up signals, on a tall post. The main station buildings are on the right, the platform for Manchester, with a small brick shelter for passengers for Marple and beyond, on the left. The length of the posts on the bracket signal indicate the importance of the two routes, while the 50-lever box is tucked away on the left. Ahead of the train is a short descent until the next junction and restricting curve if it is bound for Godley. Until 1875, MR trains destined for Manchester and Liverpool would have entailed a division, and for the latter, a reversal here, after their arrival from Romiley. The ‘Marple Curve’ meant that this splitting such trains was performed at Marple. The loops accompanying both up and down lines are plain to see and this layout is mirrored on the line around the curve towards Stockport. (Stations UK)

Notice. Unusually, this notice does not specify a penalty, instead ‘As the law directs’ in an attempt to deter trespassers. (Statfold Barn)

Woodley, no date. This unfortunately damaged negative is included due to the detail it brings. The signal box is situated just beyond the ramp at the end of the up platform. A crossing of the lines made of sleepers can be seen, leading to the steps to the cabin from where the ‘bobby’ can survey events along the main line and branch. While the bench the staff are posing on has probably been carried from the up platform, the enclosure beneath the locking room windows, housing the signal wires and point rodding, is a permanent safety fixture. This is because beyond the box is a small hut, used as a mess room by the staff, who would need to walk by the trip hazards to access it. The gentleman on the right is probably the station master and the rest, all men, from the station and the goods yard. (C. M. & J. M. Bentley)

Woodley, May 1968. Dragging a long train of empty mineral wagons along the line from Stockport and onto the joint line is Stanier 8F 2-8-0 No. 48115. Godley Junction is its destination, where a change of motive power to electric will see the wagons going, most probably, to Wath yard. Trophy vandals have removed the number and shed plate. For many years after it ceased to be used as a goods yard, it was a coal concentration depot, which itself succumbed to North Sea gas. As with many such places, it became a scrap metal yard. (Railphotoprints)

Woodley, 1964. On a very tall post high up in the sky and on the ‘wrong’ side, for ease of sighting, are the down signals that protect the junction. The signalman will have pulled lever 27 to raise the top arm. Coming around the tight curve along the Cheshire Lines route from Bredbury Junction, having passed under the other Joint Sheffield & Midland line, is a train from Halewood in Liverpool with new cars. There may well be a banker at the end of the wagons as Jubilee 4-6-0 No. 45571 South Africa has not only struggled around the curve but up the gradient at 1 in 62 also. Such a banker would have been attached at Stockport Tiviot Dale, where the gradient is only 1 in 83! Ahead of the engine is Woodley station. (J. Lloyd)

Woodley, 1966. At the western end of the goods yard the lines join and access the Cheshire Lines by this single slip. An RCTS special train is heading down the gradient from the station, towards Bredbury Junction and Stockport. On the right is Woodley West ground frame; note the catch point to prevent nomadic wagons from the goods yard fouling the main lines. The signal would control exit from the goods yard. (G. H. Platt, Collection of R. Miller)

Approaching Romiley, no date. A stopping train from Hyde prepares to pass under a bridge carrying a lane across the many lines, while a member of the footplate crew watches the photographer. The quality of coal in the tender, and the new owner’s number, suggests the picture is late 1940s. ‘Pom-Pom’ J11 0-6-0 No. 64298 will be shutting off steam in readiness for the Romiley stop, less than half a mile ahead. Of interest is the down signal, on the left, with its ladder, platform and finial. (Sir Eric Oldham)

Approaching Romiley from Hyde, 1952. The footpath from Quarry Road to, amongst other places, High Lane, is a wonderful place to watch trains. Having paralleled the Peak Forest Canal from Hyde, the canal follows a lower contour route around to the south of Romiley with the pair being re-united in Oakwood where the canal passes into the famous Hyde Bank tunnel – it was a ‘legging tunnel’. Further east the railway crosses over the canal on Marple viaduct. The time being around 1.30pm, we see a train, slowing down, preparing to stop at Romiley station, a quarter of a mile ahead. Class C14 4-4-2T No. 67450 will have set off from London Road at 12.56pm and has already stopped at eight stations en route for Macclesfield and will continue in this manner, reaching Central station at 2.06pm. Just the other side of the bridge and it will be joined by the two other, younger, lines prior to entering Romiley station. With local trains such as these ones from Sheffield to Manchester Central and those accessing the Cheshire Lines, this was a strategic vantage point for train watchers. (B. K. B. Green)

From Ashburys to Romiley

The Manchester & Stockport Railway Act of 1866 envisaged a line from Ashburys, on the main line, to a junction at Brinnington on the (soon to be) Cheshire Lines Railway from Woodley to Stockport at Portwood, which opened in 1863. This would allow Midland Railway trains to run from Ancoats goods depot to Liverpool and its docks. A 2¾ mile branch would connect the line at Reddish to Romiley. Like the MSJ&AR, the branch became more important than the original line.

Belle Vue shed, 1954. In the ‘V’ created by the departure of the joint line from the main line the Midland Railway built their ‘Manchester’ engine shed. It was a standard MR square roundhouse enclosing a turntable and 20 radial stabling arms from it; the entrance is in the middle of this picture. On the right is the coaling stage. This double sided affair is an 1882 replacement in an attempt to speed up operations. A typical engine, an LMS 0-6-0, stands over an inspection pit. Under the LMS this loco shed became 19E. (H. C. Casserley)

Belle Vue shed, around 1920s. Coaled and ready for service is 4-4-0 No. 392. Note the company emblem on its rear splasher. Although built with a 42ft turntable inside the shed, this was later replaced by a 47ft one outside the shed in 1877, which in turn in 1899 was replaced by one of 55ft. The company built a fitting shop adjacent to the shed and assigned one of its breakdown cranes to the shed. The company made this shed No. 21 and allocated about 100 engines here in the late 1890s/1900s. Probably about half were outstationed at Heaton Mersey (21b) and Trafford Park (21a). The bracket signal in the background controls the main line, and there are chimneys for one of the many engineering works flanking the lines here. (BPC)

Belle Vue shed, 1952. After Nationalisation, engines of different companies strayed to ‘foreign’ places. This engine started life on the L&Y as a Barton Wright class 23 0-6-0 tender engine. It was later re-built by Aspinall to 0-6-0ST as seen here. Following a reorganisation in 1950, the shed became 26G under the ex-L&Y shed at Newton Heath, hence the engine’s appearance. The shed closed in 1956 after re-coding to 26F six months earlier. (B. K. B. Green)

Belle Vue. After the establishment of the Zoological Gardens in 1836 by John Jennison, football, athletics, speedway, greyhound racing (from 1926) as well as the zoo and gardens were some of the delights available. Excursion trains used not only Ashburys on the main line but also Belle Vue on the joint line and Hyde Road on the Central station, line, depending upon their origin and route home. Longsight station, on the rival L&NWR, would dispute which station was the closest. The many opportunities for passengers to get there reflected not only the competition between the companies but also something hard for us to realise today, the vast crowds that attended functions in places like this before the days of TV. (BPC)

Belle Vue, around 1947. As the station nearest to the Zoological Gardens, this expanded from its humble origins on 1 September 1875. On the left is the platform for passengers intending to travel to Manchester. While waiting at the other platform for Marple, Hayfield and a connection with one of its parents – the MR – at New Mills South Junction, is a stopping train hauled by C13 class 4-4-2T No. 7423. This was built nearby at Gorton (in 1904), called the shed there ‘home’ and was cut up there in 1957. A footbridge connects the platforms and on the left is a platform mounted signal box. There were actually four platform faces and two through lines with a bay flanking them, one facing each direction. (The Stephenson Locomotive Society Photographic Collection)

Belle Vue, Easter 1965. This was a Monday Bank Holiday and numerous holidaymakers descended on the park and gardens from many different places. It would be a regular occurrence for twelve coach trains to arrive here and for returning trains to wait in the bay facilities, illustrating how important excursion traffic was to the railways. Ken Tyler spent the day there and catalogued the following trains and pictures.

Arriving from Lightcliffe, just beyond Halifax, is this excursion 1X18. Motive power is provided by B1 class 4-6-0 No. 61259. To get the train ready for the return trip, some would travel to New Mills and use Gowhole yard to detach the engine and turn it. There it would languish until its allotted time for it to reappear here, facing the other way, ready to travel back. This would involve going via Ashburys and Miles Platting to access the former L&Y system, then via the Summit tunnel to Halifax and Lightcliffe. Platform 1 is a south facing bay, in the background. (Ken Tyler)

Bottom picture. With the footplate staff looking anxiously to see if all was well, Jubilee 4-6-0 No. 45565 Victoria is ready to depart. Taking a trip to Stalybridge and then using the Standedge tunnel, the train will pass through Huddersfield en route to its Mirfield destination. Platform 4 is a north facing bay. (Ken Tyler)

Reddish, 1965. The line is rising at the rate of 1 in 132 to here. Half a mile south of Belle Vue station and the joint line is crossed by the branch from Fairfield to Chorlton on the Manchester Central station line. An equal distance south and one of the two stations in this district is entered. Note the design of the station buildings which is very similar to that used on many Cheshire Lines stations; hardly surprising as the joint company was really the CLR without the Great Northern input. Opening slightly later than the others along the line, on 1 December 1875, there was also a small goods yard, on the left, that could accommodate twenty-five wagons. Heading south with a transfer freight to Gowhole is a freight hauled by class 5 4-6-0 No. 45307. The area south of Reddish is crossed by the L&NWR Guide Bridge branch from Heaton Norris, the suffix ‘North’ only being added on 24 July 1951. This distinguished it from its neighbour, which only received its suffix on 15 September, a year later. (G. Coltas Trust)

Reddish station staff, no date. This picture is significant for three reasons: the number, age and gender of employees. Reddish was a minor, wayside station and yet it still provided the wages for a dozen people. Several of them have pocket watches on chains suggesting that their job was to do with ensuring passenger trains kept to the timetable. On the right, status allowing him to have his pet included, is probably the station master, the elder statesman to his colleagues. The youngest person is likely to be a ‘booking lad’ at a larger signal box, and here he is most likely to be a junior clerk in the station or goods shed. The fact that there is a woman in the picture illustrates that the male bastion was being eroded by war. (Stockport Local Studies Libraries Archive)

Reddish viaduct, 1908. Getting a perspective to show the complete viaduct has proved very difficult. To pass over the valley carved by the River Tame, a viaduct of sixteen brick arches was constructed, with tapered supports and a full height buttress on the middle support. Nowadays the lake and surrounding land is part of Reddish Vale Country Park. Rumour has it that the cottages were built to house construction workers and when the area became popular with day trippers the inhabitants capitalised on this by setting up as tea rooms. The cottages have since been demolished. (Crown Copyright: Godfrey Edition)

Bredbury, 1966. Climbing steeply at 1 in 70 for about a mile, our line then passes over the Cheshire Lines route from Woodley to Bredbury Junction. A traveller glancing down and west as they crossed the line on a viaduct would catch a glimpse of these two tall signals, with lower repeater arms. These are home signals for Bredbury Junction, and the signal box is just behind us on the other side of the line. Inside the box, the signalman would have pulled lever 17 (it only had 18) to indicate to the driver of Stanier 8F 2-8-0 No. 48533 that his route is east up the stiff 1 in 63 gradient for the last mile and a bit to Woodley Junction. Branching off south from Bredbury Junction the ‘Marple Curve’ starts. Curving south, it climbs at 1 in 71, passing to the side of Bredbury station on its way to Romiley. (G. Coltas Trust)

Bredbury, 1959. Meanwhile… going the other way, down the gradient the driver will struggle to keep his train of loaded coal wagons under control. O4 class 2-8-0 No. 63743, judging by the amount of coal in its tender, has picked up its train in Mottram yard. A short trip to Godley is followed by a westerly turn onto the CLR metals, passing through Woodley and then another turn to arrive on this stretch. The joint line from Bredbury to Reddish is carried by the viaduct in the background. (W. A. Brown)

Bredbury station, 1966. Almost immediately our line passes over Stockport Road and enters Bredbury station. Opening on 1 September 1875 it has generous wooden platforms connected by a footbridge, from 1913, as this view south shows. On the left is the large goods yard (eighty wagons) with its trailing slip connection from the main lines. There are numerous passengers waiting for a train for Manchester; note the Midland influence on the fencing. In the middle distance is a typical MR wooden 20-lever signal box, elevated so that it can see trains beyond Redhouse Lane bridge in the background. The two different styles of bridges for the road are because the two pairs of lines, although both built in 1875, are over lines of different depths. On the right is the ‘Marple Curve’ from Bredbury junction to the left, and Romiley ahead. It is a tight curve rising up at a gradient and is much lower than our line hence the arch and girder differences. It enabled Manchester to Derby, and so London, trains of the MR to serve Stockport. (Stations UK)

Bredbury, 1957. Looking north from Redhouse Lane gives a good view of the station layout. Obstructing our view of the down, to Manchester, platform is the tall 20-lever signal box with the metal footbridge beyond. On the right hand platform is the booking office and waiting room, with the station house’s painted barge boards standing out well. On the left is the ‘Marple Curve’ passing from Bredbury Junction, under the Stockport Road bridge, complete with bus on top, to lie parallel to our lines. Both sets of lines meet at Romiley, a mile or so behind us. Note the tall post for Stockport bound trains made necessary by the road bridge. On the right is the modest goods yard illustrating well the sheer size needed if one was modelling this layout. Not only is the goods shed substantial but the adjacent engineering works are large. Shunting the yard is J11 class 0-6-0 No. 64389; a large proportion of the wagons are carrying coal, and the bagging, delivery of fuel was very big business before the discovery of North Sea gas. In view are two coal merchants’ lorries. (W. A. Brown)

Bredbury tunnels, 1951. A small outcrop of rock had to be penetrated by a 160-yard tunnel on the line’s route south. Looking north from Quarry Road bridge shows two tunnels as the two lines are at different depths, both climbing toward a junction at Romiley, behind us. The ‘Marple Curve’ is on the left, and our line has LMS ‘Crab’ 2-6-0 No. 42750 – with ill-fitting tender – on a fitted freight train. Just making an appearance on the extreme right is the original joint line, from Hyde Junction. These three lines represent the Midland Railway’s attempts to access Manchester, the stronghold of the L&NWR. The oldest is on the right and the youngest is in the middle. All these were superseded by the ‘Disley cut off’ which bypassed Stockport and led, ultimately, to Central station. (T. Lewis, N. Preedy Archive)

Arriving into Romiley from Belle Vue, 1950. Bringing its long freight train, probably from Ashburys, is WD 2-8-0 No. 90413 past the signal box, along the last few yards of a gradient, up at 1 in 93, and into the station. On the left is the ‘Marple Curve’ from Bredbury Junction. This Cheshire Lines route was another joint line between the MR/MS&LR/GNR. The train is hiding the other joint line through Hyde. On the left is the 36-lever signal box – it is still in use today. (H. C. Casserley)

Leaving Romiley, 1952. C14 class 4-4-2T No. 67451 of Gorton shed has just left the station and is heading north. Nearest to our position are the pair of lines that, as can be seen, are descending and will join the Cheshire Lines metals at Bredbury Junction. The train is heading for the viaduct over the vale and towards Reddish. (BPC)

Romiley station staff, no date. Although not of the best quality, this picture is included as a record of signalling in the area. As the signal gantry indicates, there is a choice of routes, all reflecting attempts of one of the partners – the Midland – to gain entry to the business of Manchester. On the right is the oldest route, through Hyde where it meets the original MS&LR main line. The middle post is for a joint line through Reddish and Belle Vue to meet the main line at Ashburys. The tallest post is for a chord, west, to meet the Cheshire Lines metals from Woodley on its way to Stockport, Tiviot Dale. Using South District lines, Manchester Central could be accessed. In the background can just be made out a signal bridge over the three sets of lines that converge here.

Stations, with their goods yards, were quite sizeable employers. Although wages and hours could be bettered, the railways offered security of employment. The main road to Stockport passes under the line at this point and the odd round glazed building on the left houses the stairs up to the Manchester platform. (Mrs Slack)

Romiley, 1962. A small group of people on the right are awaiting the arrival of a train from Manchester. In the distance is the Quarry Road bridge and just visible above it is a signal pegged ‘off’. This indicates that their train will have come via Bredbury. Meanwhile, on the down platform, opposite, a similar sized group of passengers look anxiously along the line to see if their train from Sheffield, Hayfield or Macclesfield, is on time. In the middle distance is the signal box with the three routes available boldly on display on the bracket signal. (Mowat Collection)

Romiley, 1954. Judging by the amount of coal in the tender, over fifty-year-old ex-GCR J11 0-6-0 No. 64437 has recently been refuelled at Gorton, its ‘home’ shed. The signalman will have pulled lever No. 7 to raise the top arm of these two upper quadrant signals allowing this Macclesfield bound train to leave the up platform. (H. C. Casserley)

Approaching Romiley, no date. The driver of C13 class 4-4-2T No. 67437 is keeping a watch, both on the photographer and his speed, as he nears the station, preparing to stop. Built at Gorton in 1905 and allocated to Gorton shed since 1956 this locomotive will only last a year more. Economical as ever, the three routes west of Romiley all shared the same home signal, the top one. Our train is signalled by the raised left-hand distant arm to take the Woodley line and then pass through Hyde and Guide Bridge on its way to London Road station. (E. Oldham Coltas Trust)

Marple viaduct, 1957. Until the 1865 viaduct was completed a temporary station on the western bank at Compstall was created in 1862. A mile south of Romiley and the line passes across the picturesque valley created by the River Mersey and the Peak Forest Canal, dating from 1808. The railway passes over the canal by a girder bridge on the extreme right of this 308yds long, 124ft high, 12-arch structure; note the bracket signal there too. Heading north along the viaduct is the 15.55 from Macclesfield heading for London Road; this all stations service takes just under the hour. A5 class 4-6-2T No. 69822 will take the train to Romiley and then take the long way around, via Hyde, also stopping at Ardwick. (B. K. B. Green)

Marple Wharf Junction, early 1950s. Having crossed the viaduct and then the girder bridge across the canal, this junction is reached. The signalmen here and at Marple, the next station along the line, have both pulled levers to move the signal arms as shown, to allow the train to progress. Ahead, the joint line continues to Marple, half a mile away and then onto Hayfield, New Mills, and Chinley. On the left is a branch, built jointly by the MS&LR & North Staffordshire Railway, which heads due south to Macclesfield and NSR territory. Stopping trains operated by the MR, from Manchester Central, would travel via Stockport Tiviot Dale, passing here, to Chinley and, ultimately, Sheffield. Meanwhile, fast trains for London and the south would have set off from Central and, after a Cheadle Heath stop and passage along the ‘Disley cut off’, would arrive at Chinley a few minutes later. What marvellous connections! Probably Hayfield bound, is a stopping train hauled by Gorton based C13 class 4-4-2T No. 67451. (BPC)

Beyond Romiley

Marple, 1953. The first station in the town was at a temporary affair, probably all wooden, at Compstall, west of the viaduct, opening on 5 August 1862. There was a three-year interval before the viaduct was ready and the 99yd No. 1 (North) tunnel was completed. Ready to depart from the up platform is ageing LNER J11 0-6-0 No. 64363. Its train, the 13.05 (SO) from London Road, will have travelled via Bredbury to here, and ahead its journey will be through New Mills Central to Hayfield, arriving at 13.55. Although the two platforms were connected by a covered footbridge at the far end, this platform had its own connection, on the right, to Brabyns Brow. Ahead of the train is No. 2 (South) tunnel at 224yds. (B. K. B. Green)

Marple, 1953. About twenty minutes after the above train and the station witnessed a train from its other partner – the MR. Setting off from the other side of Manchester Central Station at almost the same time,1.04pm, would be this train. Stations in south Manchester and Stockport, Tiviot Dale would be served, joining this joint line at Romiley. The ultimate destination would be Sheffield Midland, travelling through the Hope Valley. After opening in 1865 the station at Marple was enlarged by the addition of a down bay and an up loop in 1875. This was because the station became the dividing place for Liverpool and Manchester portions of Midland Railway trains from London. However, the ‘Disley Cut-off’ bypassed the area, which reverted to its previous situation. On the right is a goods shed, with the line on the extreme right once serving a turntable provided by the MR. Around 1913 it was removed and re-assembled at Buxton. (B. K. B. Green)

Strines, around 1910. This posed view is looking up, towards New Mills. As was practice at the time, the railway company has carved its name onto the seat on the left: ‘GC & M JT’, the station appearing in Bradshaw for the first time in August 1866, over a year after the line was opened. There was a small goods yard (32 wagons) behind the buildings on the right with control of their access coming from the 12-lever signal box at the end of the platform. One is struck by the number of lamps on the platforms; a small wooden shelter suffices for passengers for Hayfield. Marple is over two miles away. (J. Ryan Collection)

Notice. Trespassing on the railway, apart from schoolboy pranks, has a serious side. In the early days of railways there were numerous fatalities as lines often bisected footpaths, and so walkers on established routes could be in danger. (Statfold Barn)

Strines, 1955. Having picked up its coaches at London Road station this stopping train is Hayfield bound. This engine was built just across the line from Gorton at Beyer, Peacock, in 1907. Their greater coal capacity and water tanks meant that these C14 class 4-4-2T engines were 4½ tons heavier than the usual C13 class engines. Until this year this class was most likely to be found in other parts of the system, but now all but two are allocated to Gorton. (W. Camwell, The Stephenson Photographic Collection)

New Mills, around 1900. Almost two miles from Strines and the joint line seeks to squeeze through a gap in the hills made by the River Goyt, accompanied by roads, Peak Forest Canal and other railway lines. This is the platform for Manchester, with the main station buildings, to the right. As fewer journeys are likely to be made from the other platform, only a small shelter is provided there. Hiding under the footbridge is the 30-lever signal box. It controlled a set of sidings where up to 80 wagons could be exchanged, behind us on the up side. A junction is just beyond the box, and a bracket signal controlling this is against the rock wall, next to the tunnel mouth. After opening on 1 July 1865 it wasn’t until 25 August 1952, during the BR period, that the ‘Central’ was added. (BPC)

New Mills, 1952. The schoolboy, on the right, seems well pleased with himself, and so he should. As a departure from the ordinary movements at the station, he is witnessing a manoeuvre repeated only a small number of times each day. Upon arrival from London Road, C13 class 4-4-2T No. 67431 has waited on the up platform, being adjacent to the signal box, until all the passengers have disembarked, before giving a sign to the signalman. He, in turn, will have pulled lever 27 to operate the point, and 26 to move the ground signal. The guard, probably hanging out of the window of the last coach, will have indicated to the footplate crew that these procedures have been completed and will have waved to indicate it was safe for the driver to reverse his train into one of the three up sidings. At a suitable time, the train will emerged from the siding, and most likely, proceed along the single line to Hayfield where, after a run-around, the train will head back to Manchester. Note the two freshly painted joint line notices at the ends of the platforms, thirty years after their company ceased to exist! (Unknown)

New Mills Junction, 1951. Illustrating nicely the rugged terrain in the area is the route of the lines. They leave the station with a bridge over them and immediately pass over a deep valley before passing into tunnels. Witness the mill on the right in the valley bottom. Originally, the plan was for the MS&LR line to pass straight on through the left-hand tunnel to Hayfield, with services to start in 1868. However, it was through the right hand tunnel that the MR arrived here first, from New Mills South Junction with just under a mile link, in 1867. A train for Hayfield has just departed New Mills station and is about to enter the left hand tunnel. The magnificent up bracket signal stands out well. The signalman in the small 30-lever box almost under the road bridge at the end of the down platform will have pulled lever 18 to lower the top left hand arm. The signalman in the box in front of the train, New Mills Tunnel End, will have pulled his lever No. 10 (there were only 10) to lower the bottom arm on the left. The pair of arms on the right are for Midland Railway metals to New Mills Goods Junction, while the single, lower, central arm is to tell drivers that their route is into the up goods loop, ahead. Two signals protect the junction in the down direction; they are well camouflaged though. MR down trains emerging from the tunnel would find a signal arm on a short post on the ‘wrong’ side of the track, snuggled in to the retaining abutment behind us. Joint line trains from Hayfield would come out of the left hand portal and look up to see a signal arm against the skyline, bracketed out from the trackside. (BPC)

To Hayfield

Birch Vale, 1964. After leaving the short 197yd tunnel the line becomes single, controlled by the 10 levers in New Mills Tunnel End signal box. The line follows the valley made by the River Sett. The opportunity was taken, where the line passed over the main road to Hayfield, to open a small station, the access being by walking up the ramp, on the left, to the platform. The station served the large Birch Vale Print Works behind us, with Birchvale House, the home of owner John Bennett, a little further along the road. The MR influence can be seen in the fence. About ¾ of a mile along the branch is a short siding to serve the print works at Watford Bridge, with a foot crossing at Wyld’s crossing being protected by a signal on either side of the line. (BPC)

Birch Vale, no date. This is a view towards the terminus at Hayfield along the single platform at Birch Vale, which opened in May 1868. It is interesting to note the styles of construction. The booking office/waiting room has a brick base with a wooden top, the gents toilet is a later addition, being all brick. The building on the right is a goods shed; small as the station is, it provided employment for five people in around 1900. (Stations UK)

Hayfield, no date. Looking east along the single platform shows the engine release pointwork that enabled the same engine to return a train, usually, to Manchester London Road. The gateway at the far end of the platform opens out onto Station Road; we are actually looking at the rear of the George Hotel with its front on Church Street. It was from the sidings to the right that a line was laid across both Station Road and Church Street, to the right hand side of the hotel and up into the valleys of the Sett and Kinder rivers when Stockport Corporation were constructing the Kinder reservoir there in the early 1900s. The Sett Valley area around Hayfield and New Mills has a long history as an important centre for the ‘finishing’ trades associated with cotton and calico, namely bleaching, dying and printing, so it was no surprise that the MS&LR wanted to serve these industries. (J. Suter Collection)

Hayfield, no date. The single platform is behind this substantial blackened stone building which looks as if it has had an extension. In 1919 William Procter was the station master and so presumably lived in this house. Given the experience of the MR at Buxton, although deep in the Pennines, the area has always been popular with hikers and ramblers, especially at weekends. In 1903, up to 18 trains per day were provided from Manchester. Such outdoor pursuits were very popular between the wars, at weekends and for holidays. In an interesting piece of symmetry, Hayfield was a branch from a main line to Sheffield (as was first planned by the S&MR) and Glossop (only five miles north across the hills) on the, as built, MS&LR line to Sheffield. (BPC)

Hayfield, 1947. This view from adjacent to the small 20-lever signal box shows a train waiting at the single platform, destined for London Road. Having arrived here around half an hour ago, the engine will have run round its coaches and pushed them along the single platform, and now waits to leave, back to London Road via Reddish. Shunting vans in the goods shed is Robinson designed GC class 9J (LNER class J11) 0-6-0 No. 4326. It was by now forty-five years old, and testimony to the quality of its design is that some of the large class of 174 engines lasted until 1962. The railway brought coal for the many mills and print works as well as carrying stone away from several local quarries. There are extensive sidings, a goods yard complete with five ton crane, gas works and, a little along the line, a calico works. At the end of the Great War, Percy Hobson and James Shepley were coal merchants here. St Matthew’s church stands out next to the wooden goods shed. (W. A. Camwell Stephenson Photographic Collection)

Hayfield, 1957. Lines to the south of the station were commonly used for storing coaches, with an engine servicing area. This consisted of a place for the fireman to shovel ash, resulting in a pile ready to be shovelled into a wagon at some time later. A parachute water tank enabled engines’ tanks to be replenished, and beyond is a small, one road shed, complete with doors. The footplate crew of class C14 4-4-2T No. 67443 are probably in the small mess hut, waiting between duties. (BPC)

Hayfield, no date. While it was common practice for tank engines to be driven in either direction, not so tender engines, which were used on passenger trains. The small engine shed is behind this small turntable that the engine only just fits on. Built in 1862 this engine, No. 246, has the company’s initials, MS&LR, on its number plate too. (BPC)

To New Mills / South Junction

New Mills Tunnel and Torrs viaduct, 1952. Competition between the L&NWR and the MR around access to Manchester was the driving force for events in this area. The former was trying to keep the latter out. The former also supported, possibly as a spoiling action, a Disley & Hayfield Railway through the Sett valley gap, when in reality there wasn’t room for that and the already permitted MS&LR line to Hayfield. The L&NWR’s actions drove the MR towards the MS&LR. Therefore, it came as no surprise that, according to railway folklore, that when some of the MR Directors were surveying the land between their Buxton line and Manchester, they encountered officers of the MS&LR also surveying land in that region. The upshot of this was that the MR built their line from east of Buxton via Chinley, to meet the MS&LR at New Mills. By forming a joint company for the line to Hyde Junction, the MR were able to achieve their ambition of reaching Manchester. Although the line to New Mills was opened on 1 July 1865 the MR didn’t arrive until two years later, and the short joint line to Hayfield a year later still.

Having just passed an extensive goods yard (280 wagon capacity), this freight train is heading towards New Mills Central station, hauled by MR 4F 0-6-0 No. 43927 across the four arch viaduct. The challenges facing the builders are well illustrated; the train it is passing will go through rock in a 120yd tunnel to arrive at New Mills Junction and station. (E. R. Morten)

New Mills goods, no date. Doing a spell of shunting along the up goods line is veteran J10 class 0-6-0 No. 65135, on MR territory. Having received its BR number, as seen, in March 1949 while allocated to Liverpool shed, it was probably performing a running-in activity after its 1950 general overhaul at Gorton, before its demise three years later. Notice the signals, on the right, on the wrong side of the line due to the curves, for up trains. (R. K. Blencowe)

New Mills Goods Junction, no date. After emerging from New Mills tunnel the line, following the contours of the valley, heads south and then west as it heads towards Chinley. On the left are some coaches in the up goods loop while on the down main line is Jubilee class 4-6-0 No. 45602 British Honduras, heading towards Manchester. Before (1865) there was a junction here, and MR trains for ‘Cottonopolis’ would have followed the route of this train. While the line gave access to Manchester, its bendy nature was hardly conducive to fast running and in the competitive world during Queen Victoria’s reign, that was paramount. The rear of an up train can be seen on the right while some sidings are on the extreme right. (A. Haynes Collection)

New Mills South Junction, 1950. Capitalising on the Manchester South District line at Heaton Mersey the Midland built an almost straight line to here, in 1902. It had the advantage of being their own line and its directness would ensure fast running. Having emerged from the Disley tunnel, Jubilee 4-6-0 No. 45650 Blake makes a splendid sight as it heads towards Chinley. The signalman in the box visible above the coaches has pulled lever No. 13, on the bracket signal to the rear of the train, indicating that the train travels along the up fast line. Since leaving Manchester Central it will have bypassed Stockport, stopping at Cheadle Heath in its outskirts, and passed through the Disley tunnel to arrive here. At Chinley North Junction the quadruple lines split, north to Sheffield along the Hope Valley line, and south to Derby and London. On the right can be made out the pair of lines that leave here and strike off north towards New Mills tunnel. (E. R. Morten)

New Mills South Junction, early 1960s. Looking east from the signal box captures an express train having just cleared Gowhole sidings on the down fast line. So as not to be obscured by the steel plate bridge, signals for the down lines are on posts tall enough for them to be visible over it. On both brackets the right hand posts have single arms. This is because their next signal box is almost two miles ahead just before Disley tunnel on the ‘Direct Line’. The route our train is taking is the original route towards Marple. The signalman would have pulled lever No. 49 which will have raised the top arm, and its repeater lower down, and amongst others, No. 41. The latter would have moved the points to guide the train onto the down slow, which becomes the line to New Mills Goods Junction, less than half a mile away. It is that signal box’s distant signal arms that are the lower ones on the bracket signals. B1 class 4-6-0 No. 61158 is the engine in charge, with a likely destination being Belle Vue. (A. Haynes Collection)

Gowhole Goods Junction, 1961. Although a little beyond our remit, this picture is included as it illustrates the services the lines were involved in. Coaches on excursion trains have to be cleaned and the engine maintained ready for the return trip. However, these functions could only be performed where there was adequate space so as not to disrupt the normal timetable, and this was sometimes a considerable distance from where they dropped their passengers off. Just east of the junction of the original and the new lines was the marshalling yard at Gowhole. Threading its way between the up sidings, a mineral wagon is in them, and the down yard, off to the left, are the pair of slow lines with the controlling signal box above the coaches. The 3.48pm from Stockport Tiviot Dale has latterly passed along the joint line and is scheduled to reach Chinley in a few minutes’ time; Fairburn 2-6-4T No. 42082 will have no trouble with a train of this length. On the right is class B1 4-6-0 No. 61320. Having stored its coaches, it will soon use the 60ft turntable here. It will be reunited with its coaches then meander its way back along the joint line to Belle Vue, in time to pick up passengers for Bradford. (BPC)

BEYOND ROMILEY TO MACCLESFIELD

MS&LR and NSR Joint line

The Macclesfield, Bollington & Marple Railway was built as a single line and by the time it opened in 1869, had been taken over jointly by the MS&LR and the North Staffordshire Railway. The two companies formed the Macclesfield Committee to run the line, and at a cost of £16,000 they doubled the line in 1871. It probably never made any money and if the predicted construction costs had been as finally built, then probably neither company would have joined in the venture. However, the NSR wanted access to Manchester, other than along L&NWR lines, and the MS&LR wanted to get to the Potteries. This ‘holistic’ view was stated by Sir Ralph Wedgwood, Chief General Manager of the LNER, in evidence to the Railway Rates Tribunal of the House of Commons in 1924/5 when asked about what should be done when a line fails to contribute more than 4% profit. Pity politicians didn’t apply this to the report by Dr Beeching.

Marple Wharf Junction, around 1960. At Marple Wharf the North Staffordshire Railway negotiated with the Manchester Sheffield & Lincolnshire Railway and Midland Railway to build a joint venture from their line in Macclesfield to make a junction at the eastern end of Marple viaduct. Across the girder bridge is the junction, controlled by a wooden 21-lever signal box, a 1927 replacement. Ahead and the joint line continues to Marple, half a mile away, and then onto Chinley. On the right is a branch, built jointly by the MS&LR & North Staffordshire Railway, which heads due south to Macclesfield and NSR territory. The signalman has pulled lever No. 14 to raise the top arm while lever No. 32 in the next box ahead, Marple station, has also been pulled to raise the lower arm. (BPC)

Marple Wharf Junction, 1950s. Negotiating a curve, most likely to be seen on model layouts, past the signal box is a Macclesfield bound train. The check rails, especially on the left-hand track, will prevent derailments. C14 class 4-4-2T No. 67450 of Gorton shed heads towards Rose Hill. This was the last surviving engine (1907–60) of its class. (R. Foster)

Rose Hill, Marple, pre-Grouping. This line would enable the NSR to access London Road and the line would be a competitor to the L&NWR line between the two towns. Since opening on 2 August 1869, more passengers were expected on the platform on the right, for Macclesfield, hence the slightly larger building (a new waiting room in 1887 costing £236) and different style canopies. The building boasts the obligatory Board of Trade clock and a poster board with the two companies’ initials on it. Station staff would cross the line, for example to open the two booking offices, by the sleeper crossing between the two platforms. (BPC)

Rose Hill, Marple, 1949. Coasting into the down, for Macclesfield, platform is a service from Manchester London Road. Not that it would have been travelling quickly, as this view north shows there are two factors which combine to keep speeds low. With a tight curve to the junction, almost a mile away, and a steep gradient of 1 in 122, the imposition of a 10mph speed limit in 1889 (eased to 15mph almost thirty years later) wasn’t necessary. However, it probably was for down trains. Nowadays the trains squeal around the curve and check rails are necessary to ensure the stock stays on the track.

Having left Manchester at 1.20pm it would have taken Gorton based C13 class 4-4-2T No. 67425 about half an hour to arrive here, stopping at all stations, excluding Ardwick and Fairfield, with Macclesfield the ultimate destination. (The Stephenson Locomotive Society)

Rose Hill, Marple, 1963, as viewed from the Stockport Road overbridge looking south, towards Macclesfield. On the right is a small goods yard, with its access controlled by a small signal box at the end of the Manchester platform. In 1887, and later in 1890, the sidings were increased, the latter time costing £530. The siding from the down line led to the loading dock, while to its right were two sidings serving the Rose Hill Brick Works. On the right are the passenger facilities for Manchester bound travellers. At this end was a waiting room, and toilet, specifically for ladies, followed by a larger general waiting room and booking office, a window in which communicated with a small ticket office at the far end. Note the chimney: there were fireplaces in both of the main rooms in the building. After descending the ramp, Macclesfield bound passengers had a larger building housing a porter’s room, ticket office, booking office and general waiting room, the ladies waiting room and a gents toilet, exterior to the main building, at the far end. (Stations UK)

Disley tunnel MR, 1955. A mile or so beyond Rose Hill station and a line passes at right angles beneath us. This is the 1901 MR ‘Disley Cut-off’ from New Mills South Junction to the east, to Heaton Mersey in the west. This is the western portal of the 3,866yd tunnel, with the railway company proudly presenting its ownership. The flatness across the top is our MS&LR and NSR joint line with Rose Hill to the left and High Lane to the right. Looking for light at the end of the tunnel, the fireman of LMS ‘Crab’ 2-6-0 No. 42982 is on the MR line to Chinley. Note the two styles of huts for workmen. (E. R. Morten)

High Lane, 1957. With the time just after a quarter to four in the afternoon the 3.06pm from London Road arrives. A5 class 4-6-2T No. 69801 should have no difficulty in keeping to the rest of the timetable with a stopping train for Macclesfield, arriving in a little under twenty minutes’ time. The passenger only station is adjacent to the main road from Stockport to Buxton, with slopes down from it to both platforms. The small wooden building on the down platform doubled as booking office and waiting room. Note the bench with the station’s name carved into it. The small wooden building on the down (to Manchester) platform doubled as booking office and waiting room. (W. A. Brown, G. Alsop Collection)

High Lane, 1968. Like all routes near the Peak District, the line has to climb. The gradient for the last mile and a bit is 1 in 118. Characteristic of the stations along the line is the single-storey station building. Station staff and passengers are waiting for the 1.28pm from London Road to stop, hauled by C13 class 4-4-2T No. 67426. Apart from specific places, the general speed restriction along the line was 45mph. On the side wall of the station building are three fire buckets containing water, and two notice boards. Prior to BR days the right hand board was for advertising LMS services and excursions with the left hand one for similar notification of LNER trains. This passenger only station is adjacent to the main road from Stockport to Buxton with slopes down from it to both platforms. It opened on 2 August 1869. After collecting tickets, the staff would be able to spend some time on the station’s gardens as they look well-tended for. While the winter of 2008 will be remembered by many as ‘severe’, imagine one that stopped the trains. In 1947 snow was so deep that services were suspended, and a train was stuck between here and Rose Hill. Those through the Woodhead tunnel were suspended for several days too. (H. C. Casserley)

Middlewood, 1957. Here the joint line passes over the L&NWR line from Buxton to Stockport. Stations opened on both lines on the same day: 1 April 1879, some ten years after the joint line, to serve a scattered population of fewer than 800. Road access was absent but a number of footpaths led to the stations; the real purpose of these platforms was to provide interchange opportunities. While the name board on the left simply states the town, that on the right ignores the where, and offers advice: ‘Change for Disley, Whaley Bridge and Buxton.’ Bradshaw listed this station as ‘Junction’ until 1901/2; the suffix ‘Higher’ was a BR addition on 25 July 1951. The bridge in the background carries a line to a nearby colliery. This view north towards Rose Hill shows the method of construction of the platforms as well as the station’s facilities. On the left, complete with name carved seat, is a ‘Waiting & Booking Hall’. On our Macclesfield platform a larger wooden building housed a waiting room, toilets for both genders and a ticket office. The down home signal is adjacent to the steel girders indicating where the line passes over that at a lower level. (Stations UK)

Middlewood, 1955. Class C13 4-4-2T No. 67440 waits with a Manchester bound train. An unfortunate series of landslips in the mid-1950s rendered the Manchester platform dangerous. BR removed the building and reduced the platform length to three coaches. A survey in 1960 showed that around seventy adults used the trains each day, augmented by a similar number of school children on week days; with around thirty trains daily there must have been many trains with no passengers for the station. (W. A. Camwell The Stephenson Photographic Collection)

Middlewood, 1954. This picture shows the details of how platforms were kept flat even on sloping ground. The waiting room is supported on thick baulks, embedded into concrete blocks. A year later, due to a land slip, the waiting room was lost and not replaced. (Rail Photoprints)

Middlewood High Level Junction, 1952. Having just left the station, J11 class 0-6-0 No. 64382 passes the NSR tall home signal and heads south towards Macclesfield. There is a small collection of passengers at this end of the up platform. They have congregated there as at that point is a sleeper crossing to the other platform, from which a footpath leads to a nearby road. On the right is the L&NWR style signal box with the curve down to the Buxton line as well as exchange sidings more to the right. A 20mph speed restriction applied along both lines of the curve. (E. R. Morten)

Middlewood, 1957. The platforms of the L&NWR station were altogether more substantial, albeit they are still wooden buildings. This building on the down platform provided toilets and waiting facilities. The two platforms are linked by the footbridge at the far, Stockport, end. Ramps and steps linked the two stations. To the right is quite a large goods yard. Above, the home signal for the joint line stands out well as it passes over the L&NWR line from Buxton to Stockport. This station opened as ‘Norbury’ then ‘Norbury for High Lane’ from 1 July 1899, with BR inflicting ‘Lower’ from 1951. Since 1968 it has been known simply as Middlewood. (Stations UK)

Middlewood Curve, 1955. A short, almost half a mile, joint south to east curve was constructed by the L&NWR and the NSR in 1885, enabling express running from Macclesfield to Buxton, the flying junction encouraging such workings. Middlewood Curve connected the higher line with the lower line and had several exchange loops on it. A through passenger service wasn’t a success, lasting for only three years after opening.

This L&NWR 0-8-0 from Buxton is passing Middlewood Low Level signal box. It is tempting to think that due to our elevated position and to the retaining wall on the left, that we are stood on the high level line – not so. The actual connecting line splits into up and down single lines close to the High Level Junction signal box, behind and to the right. The up connecting line is indicated by the small arm on the bracket signal and can be seen, complete with trap point, passing off to the right. The down line passes over the L&NWR line by a bridge we are stood on, curves in the vegetation to the left, and descends to meet that line a little beyond the signal box at Aqueduct Junction, as the line passes under the Macclesfield Canal in a 53yd tunnel. (E. R. Morten)

Higher Poynton, 1954. Not quite a mile from Middlewood and this (2 August 1869) station is reached, the ‘Higher’ being an LNER addition from 13 April 1930. The L&NWR also had a station in the town dating from 1887, called ‘Midway’ from 1883, it having migrated ¾ of a mile north of the 1845 station. These are the facilities for passengers bound for Macclesfield: oil lamps and a brick shelter. Access is by a slope to the rear of the shelter. Notice how the once well-tended flower beds and extremities of the platform are being reclaimed by the natural world. Ironically, the Committee voted for £162 to be spent in 1890 to extend the platforms.

If the photographer had waited a few seconds more he would have captured the small signal box off to the left; the point rodding between the line and the platform belie its presence. One of the reasons for the increasing patronage was the station’s proximity to Lyme Park. I well remember being taken there as a youngster and seeing the herd of deer – magnificent for a lad brought up in Moss Side. (R. M. Casserley)

Higher Poynton, 1951. Not to be out done by their neighbours on the L&NWR line, the Committee built its larger, brick facilities on the platform, hoping to catch passengers for Manchester. A Macclesfield bound train is carrying out an unusual manoeuvre. At the up end of the platform is a water column and with its hose into the side tank, the fireman is turning the handle to ensure the tanks are full: C13 class 4-4-2T No. 67408 could hold 1,425 gallons. As owners of the adjacent Macclesfield Canal, since 1846, water taken here was free, where as if the engine had to fill up in Macclesfield station there would have been a charge. While the small amount of water taken by the engine is hardly likely to affect the level in the canal, it does serve to highlight a facet of canals. That is that they ran out of water unless there were sufficient reservoirs. In fact the Macclesfield Canal constructed such a device at Sutton in 1838 to enable it to assist the adjacent Peak Forest Canal as well. There would be little point in watching the latter canal stop transporting materials, much of which would move onto the Macclesfield Canal. (G. Alsop Collection)

Bollington, 1954. Rural Cheshire is traversed for four miles before the settlement here is reached, the station opening with the others along the line. Manchester passengers had this brick/wooden building for their use. Waiting at the up platform is A5 class 4-6-2T No. 69817 on its way to Macclesfield. (R. M. Casserley)

Bollington, no date. This, not the best of views, was taken from the embankment looking south. The nearest platform, with the least facilities, is for Manchester bound passengers. The larger building is for the benefit of Macclesfield passengers. As the line curves away into the distance there is an elevated signal box to aid sighting over the bridge in the distance. (BPC)

Bollington, no date. This view illustrates the lie of the land: up at 1 in 100. Looking north shows the typical, for the line, brick building housing passengers’ facilities. Macclesfield passengers benefited from having toilet facilities as well as a waiting space inside this brick building. To the south of the station, behind us, is the goods yard, the largest along the line, complete with a five ton crane. Growth in traffic resulted in new stables from 1900 to accommodate more horses to pull carts, and a gas works. (BPC)

Macclesfield Goods Junction, 1969. Two miles further south and a temporary terminus station in the north of the town was used from 2 August 1869; the ‘New station’ as it appeared in Bradshaw. With the L&NWR, having been in the town for over twenty years, to the west, the Committee reasoned that a three-way joint station may be in all their best interests, and the town’s. However, after a couple of years of negotiation the L&NWR were not prepared to proceed. Consequently, just short of the terminus station a half-mile curve was built which went on a detour around the east of the town to meet the North Staffordshire metals. The original station site became a joint goods yard. This rather tall brick signal box enabled the signalman to have a good view of approaching trains and activity in the yard too. It controlled the main line; witness the cantilevered down home signal on the right for our train, as well as the access to the former passenger station, now a goods yard, beyond. Just hidden away by the signal box is an abutment for a bridge over the River Bollin. Both the railway and the river pass under the Hurdsfield Road in about quarter of a mile south. They both occupy the same space, as the river had a set of brick retaining walls built on its banks with the railway line on a viaduct on top of it. There was a 15mph speed limit along the curve. (M. A. King, G. Alsop Collection)

Macclesfield goods yard, 1950. In 1900 a stage was provided at the warehouse in the goods yard for the storage of grain for the manufacture of Hovis bread. A crane capable of lifting eight tons was available in the yard. The original passenger station became a stable block. Shunting in the yard is N5 class 0-6-2T No. 69307 of Gorton Shed. It started life at Beyer, Peacock’s works in 1898 and survived until cut up across the main line in 1961. (L. R. Peters)

Macclesfield, 1954. With the time soon after 2pm the little boy, now of pensionable age, would probably have avidly watched as this train rounded the curve and glided into the station. C14 class 4-4-2T No. 67448 would have stopped at all fourteen stations since setting off from London Road, via Reddish. With a 400gallon larger water tank and well over half a ton larger bunker, these engines are almost identical to their more numerous sister C13 engines, most have sloping coal rails that give it away. The iron girders are for the bridge over the Buxton Road. Earlier in railway history there were structures called ‘ticket platforms’ prior to many large stations. This was necessary as most stations were ‘open’ so anyone could get on/off a train. To catch fare dodgers, trains were stopped at the special platform and tickets inspected. The train is in the approximate position of such a facility here. The magnificent signal bridge, an LMS addition in 1934 for the down lines, has taller posts for the most used route, to Hibel Road station. The shorter posts are for the joint line curve, off to the right. A shy signal box is trying not to appear too much in the picture, to the left of the signals it controls. (H. C. Casserley)

Macclesfield, 1910. Opening on 1 July 1873 this station was named Central, to distinguish it from the L&NWR/ NSR at Hibel Road. The spring of 1875 and the air in the town was thick with rumours about absorbing the North Staffordshire Railway. This involved firstly, the MR and L&NWR and latterly, the MS&LR and the GNR when they got wind of the activities of the first pair: talks petered out over details. In that Autumn the MS&LR came up with a scheme that they should join with the NSR; needless to say this unilateral action annoyed the other three companies. As some of the details were deemed to be not in either company’s best interests, by May 1876 the merger was off. However, to allow access to their respective lines, the NSR and the MS&LR agreed to have the line from Central to Marple Wharf Junction to be under the control of a joint organisation: the Macclesfield Committee. Having been given the road, F2 class 2-4-2T No. 784 prepares to run around its carriages. Behind the wooden fence are wagons belonging to a local coal merchant: John Potts. (BPC)

Macclesfield Central, 1957. A train from Manchester, with A5 class 4-6-2T No. 69828 in charge, has arrived at the up platform. After detachment from its coaches the engine has pulled forward, permission being given by the top signal on the right hand post, onto the up main line. The engine is being driven the ‘wrong’ way along the up main line through the station. At the junction, as indicated by the right hand signal on the gantry, the engine will make for the curve. Stopping a little way along it and a reversal will bring it to the far end of the coaches. Attachment, reversal back around the curve and another reversal will see the engine pushing its coaches into the down platform line. (E. R. Morten)

Macclesfield Central, 1954. Bringing its coaches to the proper place on the down platform is C13 class 4-4-2T No. 67447. Passengers waiting in the April sunshine will be able to board, and at 11am this train will set off for Manchester. Middlewood (Higher) and Ardwick will be the only stops omitted, with the train arriving at 11.53am. Overseeing all these events is the tall signal box at the far end of the down platform. (H. C. Casserley)

LMS train at Macclesfield Central, 1939. Most Stoke to Manchester London Road via Stockport trains used the middle two lines through the station, avoiding the platforms. Much to the delight of the two small boys is an up express. Jubilee class 4-6-0 No. 5668 Madden will have just left Hibel Road a few minutes ago and will be just getting into its stride as it heads towards Stoke. The notice makes interesting reading; the subway is called an ‘underground passage.’ The older boy seems to be dressed in his school uniform of cap, blazer, short trousers and long socks and is probably explaining the finer points of locomotive mechanics to his younger brother; there is more to train spotting than collecting numbers! (E. R. Morten)

Macclesfield’s other station, 1954. This 1849 station at Hibel Road was the front line of the boundary between the L&NWR (with its line from Stockport) and the NSR (with its line from Stoke). Fowler 2-6-4T No. 42356 heads a stopping train about to set off and pass into the 343yd Hibel Road tunnel, on its way to Manchester. Off to the left is the engine shed, turntable and carriage sidings. Although this line to Manchester became the preferred one, rationalisation of the town’s facilities resulted in Hibel Road closing in 1960. Electric trains for London now leave from ex-Central station. While the joint line trains only left from Central station, some NSR and L&NWR trains stopped at both stations. (R. K. Blencowe Negative Archive)

London Road, no date. While the MS&LR ran trains into one side of London Road station, it is not generally appreciated that the North Stafford Railway also ran trains to that terminus too. Here is 2-4-0 No. 19 on the L&NWR side of the station. One such service they hauled was the 12.05 to Euston, as far as Stoke, or sometimes, beyond. (Transport Nostalgia)

Parcel label, 1897. Paper ephemera from joint railways are usually hard to come by. This receipt was issued in Macclesfield for a parcel destined for Altrincham, via London Road station, along the MSJ&AR line. (BPC)

The constant uncoupling/coupling of coaches and engines posed real dangers for staff. This extract is from a safety booklet issued by ‘The Big Four’ during the 1920s. In their introduction they state, ‘Every year between 200 and 300 railwaymen are killed and in addition SEVERAL THOUSANDS meet with accidents which lay them up for days, weeks, months or for always. Other frequent causes of accidents are crossing the lines behind stationary wagons without looking and opening carriage doors before checking that no one is adjacent. The booklet also comments on practical jokes saying, ‘something done ‘just for fun’ may result in a man losing a limb, his sight or his life’.

THE OLDHAM, ASHTON & GUIDE BRIDGE JUNCTION RAILWAY

Letter heading. This is the heading of a letter sent in 1921, sixty years after the line had been absorbed by larger neighbours. Note the head office address: Oxford Road station, in MSJ&AR territory. At London Road the L&NWR and the GCR kept their administrative business separate, just like their railway operations with their separate platforms, A, B & C for the GCR and 1–6 for the L&NWR. (BPC)

Map of joint railway, 1912. A direct line from Oldham to Ashton-under-Lyne (3½ miles) and Guide Bridge (just over 5 miles) may not seem an unusual line in length, but perhaps in direction; it was across the land rather than radiating out from a centre of large population – in this case Manchester. In doing so, such a railway would be able to open out the Bardsley coal field, north of Ashton. A factor to be born in mind was the extent of the network at that time. Oldham, being in the foothills of the Pennines, is actually at quite an altitude (Central is at 577ft) compared to Manchester (Victoria is at 110ft). At that time, the late 1850s, Oldham was at the end of a short branch from the L&Y main line from Middleton Junction and had a section of almost a mile at the steepest in the country at 1 in 27. There was a branch from the L&NWR cross-Pennine line at Greenfield ending at a terminus at Glodwick Road. The town was a thriving cotton town with rich markets from the movement of goods and people. The development of a line from Guide Bridge and Ashton-under-Lyne (at 365ft) to Oldham was a way of both the MS&LR and the L&NWR accessing this market and linking it to their existing lines. Opening on 26 August 1861 was a line which was jointly operated by those two companies and absorbed by them on 30 June of the following year. The MS&LR ran competitive trains to the town compared to the L&Y, with a curve north from their main line just west of Guide Bridge station so obviating a reversal in the station. Two years after opening, on 1 February, the line was open to goods. (RCH)

Guide Bridge, Platform 3, 1945. It should be impossible to write about this once important railway crossroad without commenting on these unique signals. These signals are at the Manchester end of the down fast platform, Stockport Junction. Notice how those for the down fast, on the left, have four options: from the left are arms for the down branch; down main, pegged ‘off’ (note the workman in between the lines!); down slow; and lastly, on the right, down Oldham branch. Their central pivoting and eccentric spectacles make these signals distinctive. B7 class 4-6-0 No. 5481 is based at Gorton, a couple of miles to the west, and with the loaded tender it is heading east, light engine, probably for Dewsnap sidings, Godley or Mottram. Next year it will become No. 1394. (H. C. Casserley)

Guide Bridge, Platform 3, 1951. Meanwhile… at the Ashton Junction end of the island platform was the departure point for services to Stalybridge. Express trains from London and Sheffield stopped at Platform 4 and by using the footbridge, passengers could transfer to the island platform for services to Oldham or Stalybridge. At this time there were several instances when trains east and west departed within a few minutes of each other. Consequently, a last minute passenger descending the steps to the island platform around 6.28am, 7.17am, or 11.38am would be faced with similar style trains whichever way they looked. Waiting to depart here is C13 class 4-4-2 No. 67422. Having been built locally at Gorton, it was re-numbered the previous July; alas, it has only three more years working life left. (H. C. Casserley)

Stockport Junction, 1945. Waiting at the down end of Platform 2 is a local train. Ready to depart is a train of non-corridor stock hauled by LNER C13 4-4-2T No. 5009; the right hand post’s signal arm indicates that the route ahead will be to the right and towards Oldham. The line from here departed north to Ashton Moss, where it meets the L&Y, and was completed by the end of March 1860. In 1861 the line went beyond Ashton-under-Lyne to Oldham. The signals for the other routes would be towards Stockport, left hand post or Manchester along the down slow, middle post. Guide Bridge was a wonderful place for signalling contrasts. In the Manchester direction, numerous overbridges necessitate signals on tall posts, while here, space constraints result in these cute signals, capped by GC finials. White paint has been daubed on the water column with its flexible ‘trunk’ resting in a collecting duct connected to a drain. The wheel on the right is used to turn the water on. Just peeking out is the brazier – a dustbin with legs and a chimney – which prevented the column from freezing in cold weather. (H. C. Casserley)

Canal Junction, 1959. This train has just left Guide Bridge station, obeying the 15mph speed limit, has rounded the curve and is picking up speed as it heads north. The photographer is stood almost on the railway bridge over the Manchester and Ashton-under-Lyne Canal. The bridge to the right carries Hanover Street North over the Audenshaw Curve, a west to north chord from Audenshaw Junction on the main line, that allowed direct London Road to Oldham running, which joined our line where we are stood. This allowed competition for Manchester to Oldham trains, which the L&Y operated from Victoria station. The terrace of houses facing the line are appropriately named Junction View. Light engine movement from Gorton shed would use the curve to get to Ashton Moss sidings. By 1910 only one booked passenger train, the 9.23am from London Road, used it, shaving ten minutes from the normal times. Apart from the light engine movements, the curve wasn’t extensively used, one notable exception being the movement of some empty carriages from Oldham (Glodwick Road) to Ardwick carriage sidings on Saturdays only in 1933 at 11.40pm. They were booked to pass Canal Junction at 11.52pm and at Audenshaw Junction one minute later. Due to lack of use, the line was closed in 1938 and removed in the war. Subsequently, all movements from the west onto the joint line necessitated a reversal in Guide Bridge station.

The name board announces that this was the last day for the service, 2 May. Consequently, many people turned out to view C13 class 4-4-2T No. 67417 on its way to Oldham. (Keith Thompson)

Crowthorn Junction, 1947. A further quarter of a mile north and another line arrives from the west (right). This was built by the L&NWR as a means of bypassing Guide Bridge for their Oldham services from Stockport, the larger picture being the Leeds/Huddersfield to Stockport services. Guide Bridge is straight ahead with Ashton Moss behind us. On the right is the line to Denton Junction, passing Ashton Moss colliery and over the MS&LR main line as it goes. (Signalling Record Society, Scrimgeour Collection)

Prevention of accidents

Guide Bridge, 1918. The main line runs from top to bottom, with Fairfield being the next station down the line, at the bottom. Sweeping around from the left is the line from Oldham. Like the main line, it was electrified in 1954 as far as Ashton Moss exchange sidings. In the bottom left the line crosses the canal, and at this point the line went off the page, skirting the homes on the right, to join the main line at Audenshaw Junction. This connection was removed during the last war. As the Oldham branch divides before joining the main line, access to it is afforded from all four platforms. L&NWR and MS&LR trains using the curve were restricted to a 15mph speed limit. Just curving away to the bottom right is the line to Stockport which, like the Oldham branch, was accessible from all four running lines. (Crown Copyright: Godfrey Edition)

London & North Eastern Magazine.

Ashton Moss South Junction, 1974. The L&Y line passes from left to right across the top of the picture in front of the houses. Our ‘main line’ passes in front of us, from Crowthorne Junction off to the left to OA&GB (Oldham, Ashton & Guide Bridge) Junction to the right. To complete the triangle, in 1910 the GCR built an almost 600yd long curve from South Junction, curving away on the left, to North Junction, which allowed direct running onto the L&Y line towards Manchester. This signal box, built in 1911, has a brick base (now vandal proof) containing the locking mechanisms for the 70 levers in the wooden cabin above. Between South Junction and the OA&GB Junction a series of twelve sidings that could hold 312 wagons were laid in 1911, built by Herbert Ashley and costing £11,328. Changing usage patterns caused congestion here and shortly later, possibly in the very early 1920s, a further twelve sidings were laid parallel to the L&Y main line between OA&GB Junction and North Junction, capable of holding 347 wagons. All but two of these sidings were dead ends. The head-shunt for these was to the rear of North Junction signal box. Trains arriving from South Junction would access this line ready to shunt their wagons into the sidings. A glance at the 1933 working timetable shows that there were pathways for three trains of empty wagons that were sent from here to Wath at 2.05am, 8.55am and 1.30pm. Each would be preceded by a light engine movement from Gorton shed. For example, an engine would be booked off Gorton shed at 8.05am, passing Audenshaw Junction at 8.12 to arrive at the sidings by 8.15am. After another forty minutes it would depart south towards Guide Bridge on its way to Wath. An arrival at 4.08am was a goods train that had left Frodingham at 7.55pm the night before. (M. A. King)

Ashton Moss sidings, 1949. The sidings are in a slight dip. So, when leaving the sidings, heading south (up) goods and coal trains could obtain banking. The sectional appendix mentions, ‘Drivers of leading engine must work their engine light when approaching Crowthorn Junction so that the banking engine can buffer up the whole of the train. ’ Presumably, when the train had crested the rise to Guide Bridge, the ex-banker could drift back down to the sidings. Engines such as this ageing (circa 1896) J10 0-6-0 No. 65145 (although not at this location) would be the sort of engine performing such humble tasks. Note the tarpaulin sheet used as a cover from the elements. In war time they were encouraged to prevent enemy aircraft detecting the glow of their fireboxes. (BPC)

L&NWR goods yard at Ashton, 1958. With the L&Y having a main line through the town and the nearest L&NWR line being a distance to the east, it is interesting the size of the L&NWR provision at this end of the town. Their goods yard is across the tracks from South Junction signal box; they were joint owners of this line. Opening on 1 October 1878, the facilities consisted of several sidings for coal/general goods and a fine 200 foot by 60 foot double tracked two storey shed. Shunting would have been done by a Lees (Oldham) engine, often a 3F 0-6-0 in the morning and a 7F 0-8-0 in the afternoon.

These were the main goods offices at the eastern end of the large goods shed. The very tall windows gave the supervisors a commanding view of most of the yard; however, I’m sure many yard workers found ‘blind spots’ to rest for a chat and a smoke. Although originating in the horse and cart era, the yard adapted well to motorisation in the form of the ‘mechanical horses’ on the right. These consisted of a three-wheel motor unit and several different types of trailers. Some of these are parked up and on the left is some tarpaulin sheeting which was used to cover goods to protect them from the elements. (BPC)

Ashton ‘East Curve’, 1958. Almost a mile north of Crowthorn Junction and this line from Guide Bridge meets the L&Y main line in a south to east curve. Initially, the MS&LR, when contemplating a line to Oldham, sought a partner. Who better than the L&Y as they had had a branch to the town from 1842? However, they also discussed the idea with the L&NWR who had a branch from their cross-Pennine line at Greenfield to the town, which had opened in 1856. This annoyed the L&Y who pulled out of the discussions, leaving the MS&LR and the L&NWR to proceed; the L&Y did allow their trains to pass over their lines for a short, four chains, distance. Heading north from Ashton Moss South Junction and about to slide onto the former L&Y main line is a train from Guide Bridge. On 18 October, C13 class 4-4-2T No. 67417 is approaching the junction with a typical train of two non-corridor coaches. The gradient from Guide Bridge was only a modest one, the line here being only 38ft higher. On the left is a goods yard of the L&NWR. This junction with the L&Y has the long name ‘Oldham, Ashton & Guide Bridge Junction’ and was controlled from a signal cabin out of view on the left. On the right are the ends of the eastern loops that make up the exchange sidings. They appear well filled with steel bodied mineral wagons, and the limit of the overhead wires can be seen. (B. Hilton)

L&Y train, 1955. This view is west along the L&Y’s Ashton branch with their 6.55pm from Victoria to Stalybridge being given a clear road. Adjacent to it, sliding in from the south, are a pair of lines from Guide Bridge. On the left are the up signals protecting the junction. Oldham, Ashton & Guide Bridge Junction signal cabin controls events from its elevated position. On the right are the pair of lines that pass to Oldham. Trains from Guide Bridge for Oldham had to run the gauntlet of trains on the L&Y line. These were generally of two types, for example, the local ones seen here, and the L&NWR trans-Pennine express trains between Leeds and Manchester. (W. A. Camwell, The Stephenson Photographic Collection)

OA&GB train, 1960. Sneaking onto and then off the L&Y main line is a short parcels train, bound for the depot adjacent to Oldham Clegg Street station. Fairburn 2-6-4T No. 42696 is more than ample motive power for this train from Stockport. It will have arrived here by way of Denton Junction, Ashton Moss Junction and onto this line at Crowthorn Junction. In the short section between the last two junctions was a coal mine which was rail connected. (P. Hutchinson)

Ashton, 1955. The driver of this push-pull train may well be having a conversation with a couple of boys who have probably alighted from this train from Oldham. They will walk up a short ramp to Wellington Road; the access to the (down) left-hand platform, for Oldham, would be by a ramp from a road of that name. A footbridge previously connected the up/down sides, but it was declared unsafe in 1914 and demolished. From that date a small booking office was added to the Guide Bridge platform. After leaving the L&Y line, the joint line passes under the road to Oldham and it is adjacent to that bridge that this station was opened on 26 August 1861. It was a typical suburban station, lasting almost 100 years: apart from a coat of paint and a change of poster, it was a case of, once built, forgotten. The train, with an unidentified C13 engine at the rear, is the 6.18pm from Clegg Street which will terminate at Guide Bridge. However, if it had been a weekday and starting off ten minutes earlier the value of the push-pull concept would have been appreciated. Upon arrival into Guide Bridge station the train would have simply reversed and proceeded to London Road station. (W. A. Camwell, The Stephenson Photographic Collection)

Ashton (Oldham Road), 1959. There was differential support for passengers, as it was thought that most would be going to Oldham, hence the main buildings on that platform. This consisted of booking office, ladies’ room, general waiting room, station master’s office and a porters’ room. Lavish as this may seem, when first opened, this line offered the quickest and cheapest trains from Oldham to Manchester. Although the L&Y responded to the competition by equalising their fares, it took the L&Y nineteen years before they opened their line from Werneth station down to Manchester at a gentler gradient to Thorps Bridge. Oldham Road bridge necessitates the signals to be on a tall post for sighting purposes. Plying its trade for the last day is C13 class 4-4-2T No. 67417 on 2 May. An interesting feature of the railway was that Rule 99 stated that smoking was not allowed in the carriages nor on the stations. The Guard, ‘must stop it by gentle means, but if he cannot succeed, he may take such course as may be considered necessary.’ This led to some interesting satirisation of the events between different classes of passengers in Punch Magazine. (Stations UK)

Park Bridge station no date. One and three quarter miles north, adjacent to the viaduct, a station called Park Bridge was opened to passengers on 26 August 1861. There were booking offices on both platforms for some reason. The principal explanation for the station’s existence, apart from the few cottages nearby, was the adjacent iron ore working of Hannah Lees & Sons, although there were local coal mines at Wood Park, nearby. This paperwork is included as it shows, as does the introductory map, that an institution, The Railway Clearing House, dealt with charges when goods went on other lines. This central clearing house needed to know details so that a charge could be levied against the other company, who then paid. (BPC)

LNER train, 1950. Using the signal post as a vantage point, the photographer has encouraged the footplate crew to join in the picture. Having arrived from Oldham, C13 class 4-4-2T No. 67421 is pausing before pushing its two coach push-pull set destined for Guide Bridge, the driver sitting in the front compartment of the leading coach. This is a fine picture showing the facilities for this remote halt. As all the signals are raised, it is probably a Sunday, with the signal box switched out due to the light traffic. (W. A. Camwell Stephenson Photographic Collection)

L&NWR train. Having probably started in Stockport, this Fowler 0-8-0 No. 49662 is pushing a brake van towards Oldham. Controlling events is this small, probably no more than 20-lever, signal box. The platforms are of wooden construction; notice the difference in spelling of the name between the signal box and the station name board. (Jim Davenport, Initial Photographics)

Oldham’s inheritance. The three and a half miles between Ashton-under-Lyne and Oldham is in scenery that is typical of the foothills to the Pennines: hills and valleys. To cross the River Medlock, the line was carried by a viaduct while on the outskirts of Oldham, and Fitton Hill is bisected by a deep cutting. Although useful as a diversionary route and an access to the mill towns to the east of Manchester, the gradients precluded Oldham from being on any cross-Pennine route, with double heading being frequently employed. The next two pictures serve to illustrate the undulating nature of the terrain.

Park Bridge viaduct, no date. The foundation stone for this viaduct was laid on 1 October 1859; when completed it had twelve arches and was 96ft above the water. Three of the arches were of 20ft span and were buried in the embankment, the other nine had spans of 50ft. Steaming north is an unidentified GCR engine with a lovely selection of coaches. Although the passenger service between Guide Bridge and Oldham stopped in 1959, other services continued to use the line, notably excursions and a healthy parcels traffic. The latter emanated from a mail order business that used the redundant cotton mills in the town and a purpose-built centre by Clegg Street. As a consequence, the viaduct had to be strengthened in order to be able to cope with the expected heavier trains in the 1960s. The volume of traffic didn’t materialise, so the structure was demolished in 1971, a year after closure. (BPC)

Fitton Hill, 1951. The line here starts its 1 in 86 climb all the way to Clegg Street station in Oldham, hence the background shrouded in steam as engines worked hard. The train engine of this returning trip to Skegness is class 5 4-6-0 No. 44845, with local knowledge added by the pilot C13 class 4-4-2T No. 67417. (Jim Davenport, Initial Photographics)

L&NWR warehouse, 1994. What a magnificent building this is! This massive curved (radius of 330 feet) brick building is 75 feet wide and 253 feet long. There are four storeys from the rail level and five from the road level, there being access from the Park Road side. A double hipped slated roof meant that the total height above rail level was about 50ft. It was built on a curve with the line to Guide Bridge almost beneath our feet. The company’s practice of writing ‘London and North Western Railway Company Goods Warehouse’ in capitals painted onto the bricks was here on the outer surface. Four of these wonderful hoists were provided so that wagons could be unloaded and materials lifted to any of the four floors. Parallel to the building are two lines that wagons were shunted onto, by engines and horses. Using ropes and capstans, the wagons could be manoeuvred under the hoists and empty wagons removed. On the Park Road side there was a courtyard with a long canopy over six doors to the cellar and a ramp around the southern end and up to rail level. The building was granted listed building status, Grade 2, and continued to deteriorate. In 1993 it was sold to a property developer for £1 for conversion into flats; it stood until 2012 when its unsafe nature meant it was demolished. The MS&LR also had a curved warehouse on an adjacent plot. This two storey affair unfortunately burnt down just before the First World War. There are extensive sidings in abundance that both companies used. (L&YR Society)

Timetable, 1887. Passengers at that time had a choice of routes to travel to Oldham. While the most direct was the L&Y, certain trains used the OA&GB line, setting off from London Road. To be competitive the train would use the Audenshaw curve and its first stop would be Oldham Road. (BPC)

Clegg Street, 1948. At inception, the OA&GBR wanted to have a station at Rhodes Bank, alongside, and between the L&Y stations at Central and Mumps. However, with the bigger picture not being seen, this prospect was rejected, so Clegg Street was built instead. How different would today’s travel from Oldham have been, if only… what a contrast almost 100 years makes! As noted in the Ashton-under-Lyne Reporterfor 3 August 1861 about the opening of the line, ‘… to be welcomed by the cheers of thousands of sightseers and peals of bells from the local parish church.’ The line was hailed that would, ‘emancipate Oldham from the L&Y.’ In 1906 Clegg Street station was rebuilt to be the largest of the five in the town. Having three windows in its booking office, electric lights and a refreshment room with a licence, it had an important feel about it. With its connections, little wonder at opening the station was called, ‘Oldham’s gateway to the capital.’ Although the L&Y in the town ran more trains and carried more passengers, they, apart from excursions, tended to be local, for example to Manchester or Rochdale, but from here, one could travel … anywhere, even London. This brick building stands above the line, containing a booking office and steps to the platforms below. In evidence to the House of Commons Railway Rates Tribunal in 1924, Sir Ralph Wedgwood for the LNER suggested that this line never made much profit (4% was deemed acceptable) in later years; however, if looked at in a wider context then the line allowed other markets to be tapped into, especially those in Oldham. He also added that when the railway had a monopoly there was a corresponding public duty, and so a liberal position could be taken and they should consider the overall effects of the system on the general economy.

It looks as if Clegg Street is quite a large station: it is an illusion. The OA&GB station is on the left and the L&Y station is on the right, although only one platform is visible. LMS 2-6-2T No. 12 occupies the loop line at Clegg Street and its coaches will form the 3.27pm to Delph, a branch from the main Manchester to Leeds main line. On the right is a Manchester Victoria to Oldham/ Rochdale train. The road bridge over both sets of lines had both company’s station entrances within sight of each other, Central to the right and Clegg Street in the centre. These two stations are so close together that on the map (page 6), they appear as one, which they are not. (W. A. Camwell Stephenson Photographic Collection)

Clegg Street, 1959. Oh what would people give to have such trains today – connections to South Manchester! Less than half a hour ago and this train would have set off from one of the bay platforms at the northern end of Stockport Edgeley station, via the line through Denton with its junctions, avoiding Guide Bridge, serving Ashton (Oldham Road) and here, and some even extending to Rochdale. Although the OA&GB was a jointly maintained line, each railway company was responsible for their own trains; there was no joint coaches, wagons or engines, unlike some joint lines, e.g. M&GN and CLR (no joint engines). So, right up to the end the ex-MSLR trains to Guide Bridge/Stalybridge were hauled by ex-LNER locomotives from Gorton, while the ex-LNWR trains to Stockport were the responsibility of Lees ex-LMS engines. One of the two companies was to be in charge of the line for three years initially, which was later extended to seven years. For many years in the 1870s, there were several trains to King’s Cross too. We are stood on the island platform. How life is different: standard class 2 2-6-2T No. 84013 arrives with the 6.04pm from Stockport. (Brian Hilton)

Waterloo sidings, Oldham, 1956. This is the view west, from Gas Street footbridge. On the right is a siding holding a rake of coaches, with Mumps No. 1 signal box a short distance beyond. Left of the coaches are the L&Y lines from Mumps station, behind us, to Central station, in the distance as the lines curve to the right. The newly ballasted lines almost underneath us are those of the OA&GB from Clegg Street station in the distance, as they curve to the left. Almost hidden by two signal posts hosting many arms is their controlling box: Waterloo sidings. The mass of lines containing wagons serve the massive warehouse on the skyline with the footbridge to Woodstock Street crossing the picture. (Signalling Record Society Scrimgeour Collection)

Warning notice, no date. Most railway companies made cast iron notices either warning people of danger, especially relevant to school children, and to remind them that the railway is private property. Pilfering from open wagons and vans was quite a problem, with the railway having its own private police force, almost since the opening of the Liverpool & Manchester railway in 1830. (BPC)

Oldham, Glodwick Road, 1948. Although the joint line continued a short distance beyond Clegg Street station, we are firmly on the metals of the L&NWR. Their line continued from the connection, east, to meet their main line from Manchester to Leeds at Greenfield. Agreement was reached between the two partners that the MS&LR trains from Guide Bridge would be able to continue the short distance to terminate here. On a dark winter’s day, the combination of smoke and the station in a cutting gave the station a really gloomy aspect. Made, based and eventually scrapped at Gorton, is C13 class 4-4-2T No. 7421. (W. A. Camwell, The Stephenson Photographic Collection)

Glodwick Road, 1948. As the station here was originally simply two platforms, a short bay was constructed, on the right, so that MS&LR trains terminating here could await their return working without undue, and costly, movement elsewhere. In it is C13 class 4-4-2T No. 7421 which will push the 4.28pm train south, eventually to London Road. This is a push-pull train and would be driven back to Manchester by the driver in the specially adapted end of the coach, the fireman remaining on the footplate. To reciprocate matters, the L&NWR’s similar style trains to Greenfield and Delph would be able to start before here, at Clegg Street station. Lees engine shed is a short distance beyond the station and L&Y 0-6-0 No. 12545 is passing light engine through the station. (W. A. Camwell, The Stephenson Photographic Collection)

JOINT LINES IN SOUTH YORKSHIRE

The Swinton & Knottingly Railway

The rationale for this line stems from the inability of Normanton station to cope with the demands of traffic. With only two, albeit very long, platforms, longer distance trains were subject to serious delays. As long as the L&Y’s York to Manchester trains were unimpeded, then the delays for other trains were, in the competitive world of the 1870/80s, good for L&Y business. It was the MR and the NE (North Eastern) that built the line to allow their north–south express trains to bypass the congestion. A deal done between the MS&LR and the GN in 1874 saw their support for the S&K reaffirmed as long as they received running powers over it, the line opening in 1879. The southern part of the line, with its collieries, was heavily used by coal trains entering the MS&LR system at Wath/Mexborough; in fact, with the opening of the link to Banbury, the GC also ran express trains along the line, accounting for SR coaches at York. Following the Grouping the line became, as did the GC, part of the LNER empire.

York (Old station), 1953. To access the town, the NER decided to puncture the ancient city wall, from which this picture was taken, and to build their station just inside the city. B16 4-6-0 engine No. 61477 is busy re-arranging horse boxes amid a collection of carriages and vans. The train shed used to extend over four tracks to the right. This station opened in 1839/41 but regular passenger services were transferred from here to the current through station when that opened in 1877. (R. K. Blencowe Negative Archive)

Swinton station, around 1900. A passenger train is occupying the up fast line as it waits at Platform 2. To the left the signal gantry for the junction ahead at the end of the platforms stands out proudly; right would be the short, half a mile, curve east towards the GC line to Doncaster. Straight ahead is the quadruple line to Wath Road Junction, while around ¾ of a mile on the right are the slow lines serving Platforms 3 and 4. A coal train heads towards the junction. On both island platforms are the typical MR style buildings, of wooden construction with flat roofs. (BPC)

Location map, 1913. The joint line was built long after the MR and the MS&LR main lines in the area. The companies wasted no time in connecting to it, maximizing opportunities for movement, chiefly of coal, but of other goods as well.

Gradient profile. The two ends of this joint line are at approximately the same altitude. However, there are three hills to climb between them, at gradients of 1 in 150 or thereabouts.

York, 1952. Such engines as this Beyer-Garratt leviathan 2-6-0 0-6-2 No. 47990 would be no strangers, but an exciting ‘cop’ for any train enthusiast at York. It most probably set off from Hasland shed adjacent to Avenue sidings, south of Chesterfield. A journey along the ex-NMR to Wath Road Junction would see it here. Although sightings at York were not uncommon, sightings along the route are very rare. (Transport Treasury)

Swinton Town station, 1955. Standing almost above the Dearne & Dove Canal we are able to witness a north bound train hurrying through the station. Jubilee class 4-6-0 No. 45699 Galatea from Saltley (21A) shed will take the down ‘Devonian’ along the MR main line to Leeds Wellington station. The other posts on this fine bracket signal are for the junctions ahead, down slow, middle, and towards Mexborough, on the left. The slow lines have already lost their platforms and soon, in 1968, the station will close completely. Phoenix-like it rose from the ashes a few years later, in 1990, and is now a popular station, Swinton South Yorkshire. (Milepost 92 ½ Picture Library)

Wath Road bridge No. 1, 1961. This is the view a passenger would have as their train approaches Swinton station as they travel south. The stone abutments on the lower right support girders that enable our lines to pass over the GCR lines at a lower level. Emerging from the short 66yd bridge under a road, is East Curve down from Dearne Junction. The tall signal post controls the chord’s junction with the GC main line at Mexborough West Junction; the signal box is down to our right. (D. Ibbotson)

Lines to Dearne Junction

Wath Road Junction, 1971. To the right are the kerb stones for Wath Road as it passes over the West Curve, while the bridge over the GC main line is off to the left. This wooden 44-lever signal box oversees the meeting place of lines from Leeds, on the left, with those from York, on the right. Interestingly, the speed limit for trains from Leeds is 80mph. (M. A. King/ G. Alsop Collection)

Signalling Wath West curve, 1976. This ¾ mile link was a joint line between the MS&LR and the two partners of the S&K, opening in 1882. Wath Central Junction box controlled movements onto the Wath West Curve from the main lines. Up GC freight services using this link in 1961 were six to Wath yard and seven down trains from the yard. After electrification of the line through the Pennines some trains needed an engine change here. A set of loops was built north of the main lines, and there steam–electric or electric–steam exchanges took place, unfortunately mostly at night so a record of this has been impossible to find. The 40 levers in the box (50 from 1928) controlled the eastern end of the loops with Elsecar Junction the western end. In the down direction, these included (1961) trains from Trafford park, Huskisson and Dewsnap (8). Meanwhile, in the other direction were trains (5) to Mottram. This is the view over the main lines that the signalman would have. The shelf has the instruments with which he communicates with adjacent boxes, and the diagram, in the centre, has the illuminated track-circuits on it. (Studio433)

Wath East Curve, 1950. Although part of the engine is missing as it passes underneath our position, its rarity warrants its inclusion. Connecting the joint line with the MS&LR main line, facing east is this 2/3 of a mile link. In the background is Dearne Junction while ahead is Mexborough West Junction. Just about to go under the bridge that carries Wath Road across the line is NE railway built Q6 class 0-8-0 No. 63436 hauling a fitted freight. (B. W. L. Brooksbank, Initial Photographics)

Dearne Junction, 1976. This wooden signal box on the up side controls the meeting of three lines. From the west is an MS&LR/MR/NE curve up from Wath Central Junction, around ¾ of a mile away. It allowed the many collieries along the S&K to send their coal to Wath marshalling yard. This chord connected to the S&K main line from Wath Road Junction to Bolton-on-Dearne. Less than 100 yards south of this junction and an S&K curve up from Mexborough West Junction arrives. This allowed S&K trains to access the MS&LR lines and junctions at Mexborough and so onwards to Doncaster or Sheffield. Although a signal box opened with the line in 1879, this is a 1905 replacement. (J. Hinson 433studio)

Bolton on Dearne, no date. The line heads due north, crosses the River Dearne on viaduct No. 5, and enters the station, some 500yd beyond. This view south from the up platform shows the bridge carrying Lowfield Road over the line, from which most pictures of the station are taken. While there are better pictures of the station buildings, this is the only known one of the signalling arrangement for up trains at the junction some 1,000yd ahead. To make the signal arms show up better, a large white panel has been erected behind the bracket signal. Most traffic is expected to travel south along the S&K to Wath Road Junction and so its signals are on the tallest post. The west curve is controlled by the single arm on the right with the arm on the left for the east curve. Just making an appearance above the bridge is the down home signal, operated by lever No. 2 in the station signal box. (BPC)

Bolton on Dearne, no date. On the right is the station signal box and an up layby for 53 wagons. On the other side of the line is a small goods yard with a capacity of 103 wagons, accessed by a trailing slip, and a shed. On the left is the large, main station building in a distinctive style. This consisted of a large, two storey central building with two single storey structures at right angles, on the ends. Between these two is a glazed canopy. Over the years since opening on 1 July 1879 as Hickleton, the station has had several names. This lasted only five months before it became Bolton-onDearne. After Grouping, ‘…for Goldthorpe’ was added in 1924, then that suffix was dropped in 1961. More modern pictures show railings erected in front of all the platform accessible buildings. This is probably due to subsidence caused by mining, and the platforms were also made taller by infilling to prevent an undue gap between carriages and the platforms. (Stations UK)

Hickleton Main colliery sidings, no date. A mile and a half north and a complex of lines is encountered. The line is crossed by bridge No. 9 of the Hull and Barnsley Railway and almost immediately by bridge No. 11 of the Dearne Valley Railway. This latter line built an east to north half mile connecting chord, meeting our line at Hickleton Main South Junction. Fractionally more than a mile north and a connection east is made that leads to Hickleton Main colliery, opening in 1892; the exchange sidings could accommodate 160 wagons. In 1961, three trains a day left the sidings for Wath yard, the colliery having links to the other two companies mentioned, the DVR and the H&B. (433shop)

Hickleton colliery, no date. The owner’s name is written in white across the side of the wagon, and this needed careful spacing if it were to not look out-of-place. (BPC)

Frickley, 1957. Next to the village of Clayton and three miles north of Bolton-on-Dearne station, the S&K opened this station with that name, with the line. Three years later it was altered to Frickley, lasting until 1953. At the far end of the left hand, down, platform the remains of access to a small goods yard, capacity 84 wagons, complete with 1½ ton crane, can be seen. There were up and down laybys, the up for 53 wagons. The main building, once on the left, is now a pile of rubble. Racing past the signal box, now no more than a block-post, and an up shelter is B16 class 4-6-0 No. 61459 with an express from York. (H. B. Priestley/ W. Taylor collection)

Moorthorpe South, no date. This was also the junction of the lines from the colliery and of up and down loops, prior to the passenger station. (N. Mundy)

Football poster, 1936. During the 1936–7 season Frickley colliery earned the right to stage a home game in the first round proper. Unfortunately they lost 0–2. Sunderland eventually won the cup. (BPC)

Moorthorpe South. Signal box diagram. (Signalling Record Society)

Frickley colliery sidings signal box, no date. (N. D. Mundy)

Frickley colliery, no date. This colliery was connected to both the S&K as well as the H&B and thence to the West Riding & Grimsby Railway almost a mile from Hampole station. The colliery here was opened in 1903 by Carlton Main Collieries. The wagons would be either dark red or black, with black ironwork and white writing. (BPC)

Frickley colliery sidings, no date. Around a mile and a quarter north from the station were a set of sidings serving the adjacent colliery. The box here opened in 1901 and seven years later business was so brisk that five new sidings were commissioned, bringing their size to 213 wagons. To give an idea of the scale of the output, two trains each day left here for Wath in 1961. (Signalling Record Society)

Moorthorpe & South Kirkby station, 1976. Less than half a mile north and the station here is sandwiched between two road bridges. On the up, south bound platform, is the 40-lever Station Junction signal box. The bracket signal, on a tall post so that it is visible above the Barnsley Road bridge, the right-hand post with two arms, controls the main line, while the arm on the shorter post, controls entry to the up goods loop, under the bridge. Passenger provision, for Swinton and Sheffield, is an interestingly large shelter with small facilities blocks at each end. The main station buildings, in S&K style, are on the right; it also accessed a small goods yard, 47 wagon capacity, on the down side too. Note the remnants of MR style fencing on the down platform. (K. Jones)

Moorthorpe Station Junction, 1998. Moorthorpe main station buildings are on the down, to Pontefract, platform, with vehicle access from the Barnsley Road. The station was plain Moorthorpe from opening on 1 July 1879 until 1 July 1902 and again from 12 June 1961. BR closed the buildings in the 1970s, when they, as often happens, were converted into a restaurant: ‘The Mallard’. A large conservatory was added but with, fortunately, the basic S&K style of large building and two wings being retained. This venture was not a commercial success and closed in the late 1990s. Fortunately, an organisation took over the buildings and restored them to their former glories. Looking north shows the main line passing under the Minsthorpe Road bridge towards Pontefract on a rising gradient of 1 in 660. This is so that it can pass over the West Riding & Grimsby line. Around that point is a curve off to the left, descending steeply in a 2/3 mile link to meet the WR&G (West Riding & Grimsby), and a link, from both to South Kirkby colliery. (R. K. Blencowe)

South Kirkby colliery, no date. The colliery is north west of Moorthorpe station. The chord mentioned above not only connects to the WR&G but also to the colliery with a junction at South Kirby colliery sidings. Started in 1881 this colliery soon became one of the most profitable in the South Yorkshire coalfield, averaging 2M tons of coal annually between the wars, employing 3,000 men at its peak. Wagons belonging to various enterprises are in evidence: LMS, NE and the colliery with its name written either side of the door. (BPC)

South Kirby colliery, no date. This 0-6-0ST named Kingsley is awaiting its next duty outside its shed.

Ackworth, no date. Heading north the line passes onto a viaduct spanning the River Went, and around a mile north, enters the isolated station. Conforming to the S&K idea, the main buildings, on the left, are on the down side, for York, with a wonderful shelter on the up side, for Swinton and Sheffield. Notice the well-kept flowerbeds. In 1953 there were five or six stopping trains each way, giving the station staff plenty of time for other activities. (BPC)

Pontefract as a tourist destination, unlikely as it seems

Pontefract racecourse, no date. As well as liquorice confectionary, and its place in history, the town is famous for its racecourse, to the north of the town, across the road from the Prince of Wales colliery. Tanshelf station, on the L&Y line, was closest to the course. Monkhill station, on the same line, is inconveniently placed and Baghill station the furthest away, on the S&K line. Some trains actually almost toured the town, stopping at all three stations. Looking at the grandstands shows the course, when it was shorter than it is today, with the final straight uphill. (BPC)

Pontefract castle, 1908. In the shadow of the castle was Grange Liquorice Refinery, another reason for the town’s fame. This is the furthest north that liquorice can be grown in people’s back gardens; most is now imported from Turkey. The ‘cakes’ developed into soft sweets with an impression meant to resemble a coin. (Crown Copyright: Godfrey Edition)

Pontefract castle, no date. Once this castle, hailed as holding ‘The Key to the North’, was an important stronghold. King Richard II was reputedly murdered here. In Victorian times, with the novelty of travel by train and holidays, this was a magnet for workers from the industrial conurbations of Leeds, Wakefield and Sheffield as well as for locals to ‘Promenade’. Entrance was 1d; it is now free and the ‘slighting’ the castle received during the English Civil War is undergoing restoration. (BPC)

Pontefract, no date. Of the three stations in the town, this one, Baghill, was built for the S&K and was the last to open, in 1879. At that time it had the prefix, ‘New’. This it lost and was replaced by ‘Baghill’ by locals from 1884, not being officially called it until December 1936. With all the activity on Midland Road it is probably a race day and carriages would be available to hire to take punters to the course. While none of the other S&K stations have a footbridge, passage across the lines was on sleeper crossings; at Baghill a subway was provided and the ramp is in the bottom left and behind the railwayman reclining on a seat on the far platform. Both sides have railings around them. (BPC)

Pontefract, 1947. Standing on the platform for Sheffield and looking north gives a view of the standard S&K station buildings opposite. The main vehicle access was along Midland Road, at the front of the station. On the left are some of the unloading facilities for unloading horse boxes, although the racecourse is on the other side of town. (Lens of Sutton Collection)

Pontefract, no date. We are stood on the platform for York with the goods sheds in the background. To the right, in an unkempt state, are two bays which were used by trains from Castleford after traversing the tight curve onto the L&Y at their Monkhill station. Originally, trains arrived at the up main platform and, when empty, the stock was shunted into the northern bay ready for the return service. At one time, this was a frequent service and the movements congested the station. However, BR re-laid the trackwork allowing direct running into the bay from 1959. Unfortunately, the rot had set in and although the service extended to Leeds Central hourly for most of the day, patronage was not at the expected level, and so by 1964 the service was stopped. (Stations UK)

Pontefract, no date. A York bound express passes Junction signal box as it heads north from the station. V2 class 2-6-2 No. 60974 of York shed (50A) may well be performing a return trip from Sheffield Victoria. (B. K. B. Green)

Pontefract, 1958. An express for the south hurries away from the passenger station hauled by Jubilee 4-6-0 No. 45682 Trafalgar. The main goods yard is on the left, the goods shed appearing over the rear coaches. The tall set of signals on the right are to allow trains from the north to set back into the sidings, rather than the conventional ground discs. (G. W. Sharpe)

Pontefract, no date. This is the interior of South box with the Mayor of the town in charge. Through the windows are the main lines and the goods yard. The instruments he is keeping an eye on are how adjacent boxes communicate with this box. Note how the handles here are different to those in Wath Junction box seen earlier. Different manufacturers, different strokes. (Transport Treasury)

Baghill goods yard, 1957. At the south end of the station were sidings and a 50ft turntable. On it is Q6 class 0-8-0 No. 63382 from Selby shed, with its tender well stacked with coal: over 100 tons being turned by one man! Coal/coke trains from Brackenhill would arrive at the goods yard and their engines would need turning. (BPC)

Pontefract, 1952. Leaving the S&K east of Baghill station, ‘Austerity’ 2-8-0 No. 90418 is passing East box as it takes the sharp curve the joint line built to connect with the L&Y at Monkhill. Access to collieries such as Prince of Wales nearby was a common destination. (C. H. A. Townley)

Pontefract, 1957. Ready to continue its journey south is a train from Scarborough, departing 11.35am, to Derby Midland, arriving at 3.02pm. The train ran for eight Saturdays only in July and August and has no timetabled stops between the two places. Supplied by one of the partners in the line, LMS 4-4-0 compound No. 41199 (1927–58), rated 4P for power, should have little problem with the long (at least eight coaches) train. (P. Cookson)

Ferry Bridge, no date. A short distance north and the line will pass by the L&Y Pontefract to Goole line. A south to east chord connects the two. Further north and the line enters the station. Arriving here from the right is a short curve, opened by the NER on 11 April 1850, down from the aforementioned L&Y line, facing east, hence the tall bracket signals. While the other stations opened with the line in 1879, it wasn’t until a further three years before one opened here. This view is north towards the bridge over the River Aire, on to Burton Salmon, where the York & North Midland line from Normanton is met, and York. (BPC)

Ferrybridge, 1957. Heading south is ‘Austerity’ 2-8-0 No. 90252 with what appears to be a load of steel products. In the background can be made out the chimneys of the coal fired power stations built between the lines and the river. The train is technically on NE territory, with the joint metals not being reached until the southern end of the station. However, agreement was reached to move all of the station into joint ownership. Sheffield bound passengers had a small shelter for convenience while the main, brick buildings are on the York, left-hand, platform. This view was taken from a footbridge erected at the southern end of the station, right on the junction. Colour lights have superseded semaphores. With no apparent reason the station has also been named as Ferry Bridge Junction or Ferrybridge for Knottingly, the latter until its 1965 closure. (R. K. Blencowe Negative Archive)

Ferrybridge power station, 1946. This is the crossing of the River Aire that gives the district its name. There have been three coal-fired power stations on the site, dating from the mid-1920s (closing in 1976), ‘B’ (from the 1950s until the early 1990s) and ‘C’ operating from the 1960s. The latter closed in 2016 and has been replaced by a multi-fuel power plant. All three plants necessitated a large number of rail movements from nearby collieries. (BPC)

Pontefract’s other station

Pontefract, Monkhill, no date. Goole based ‘Pom-Pom’ 0-6-0 No. 65142 heads west from the 1848 L&Y station in the town, not receiving the suffix until December 1936. It has just passed over the pointwork, on the left, for the line to Leeds, while its destination is Wakefield. (Unknown)

Unusual engine on the S&K

Ferrybridge, no date. Passing onto true S&K metals is an east coast express, diverted on a Sunday due to engineering works. The footbridge on the station is dwarfed by the electricity generating stations in the background. A1 class Pacific No. 60128 Bongrace will have ample power to haul its twelve-coach train. (Cecil Ord)

CONNECTIONS TO WAKEFIELD

From Doncaster along the West Riding & Grimsby line

Due to opposition from rivals, the Great Northern Railway’s attempt to have a direct Doncaster to Leeds route was unsuccessful. However, the West Riding & Grimsby Railway did succeed in getting Parliament to agree to a Wakefield (Westgate) to Stainforth, on the MS&LR’s Doncaster to Grimsby line, and a branch from Adwick Junction to Doncaster. These GN/MS&LR lines opened in 1866. North of Wakefield, lines to Leeds had been opened some years earlier and consequently the GNR could run London to Leeds trains. For the MS&LR this joint line offered the opportunity for it to run express trains to Leeds and Bradford.

Hatfield & Stainforth station, 1963. Heading west, just about to pass under the re-aligned Station Road bridge, is a train of empty wagons. Note the widening of the bridge by the addition of a footbridge across the line. This engine, B16 class 4-6-0 No. 61467, is a 1944 Thompson re-build of a class that was introduced in 1920. This time the three cylinders each had a set of Walschaerts valve gear replacing the Stephenson apparatus. A short distance east at Thorne Junction a connection is made with the NE railway hence their locomotives bringing wagons to here. Many of this class were based at Hull. The other side of the bridge is Stainforth Junction with the WR&G joint line heading north west towards Wakefield and the south west line of the ex-MS&LR heading towards Bentley Junction, Doncaster or its avoiding line. The station dallied with names, and was originally called Parkwood or Haggswood. In the 1939 staff returns to the LNER, which noted if employees were married or not(!), the station master here was also responsible for Thorne Junction station with a total compliment of 35 staff. His weekly wages were fractionally more than £5. (D. Chandler Collection)

Bramwith, no date. For around two miles heading east, the line is straight, and the gradient is negligible, so flat is the land. Where Bramwith Lane crosses the line a crossing was built. This 20-lever box dates from 1881. As well as the road it supervised the adjacent sidings, which served two maltings businesses. (BPC)

Bramwith station, no date. When the line was first built from Doncaster towards Grimsby, it followed the meanderings of the canal. Having bought the canal the MS&LR could build a line without recourse to parliamentary scrutiny nor approval. A station called Barnby Dun opened on 1 July 1856. However, the twisting line was a barrier to progress and eventually the company sought permission for a straightened line and opened a new station, recycling the old name of Barnby Dun. The original station closed to passengers on 1 October 1866. The buildings of the original station, renamed Bramwith in February 1882, served as a goods shed for many years but, as can be seen, eventually succumbed to the ravages of time and weather. (BPC)

Thorpe Marsh, 1960. A very short distance west and the line passes over the River Don and a canal. About to cross these obstacles is B1 class 4-6-0 No. 61189 as it heads east, probably bound for Cleethorpes. On the left are sidings with wagons containing materials for the adjacent coal fired power station. (BPC)

Don Bridge, 1970s. The power station started producing electricity in the mid-1960s for around thirty years. The cooling towers for the plant are in the left background. The body of water in front of us is part of the Sheffield and South Yorkshire Canal; the line crosses it by a swing bridge in the background. During 1982 this was replaced by a steel lifting bridge (180T capacity). (BPC)

Applehurst junction, no date. After the flatness of the route from Stainforth the line becomes somewhat of a switchback. Firstly it is crossed by the H&B line, south from Sprotborough Junction and north to Aire Junction, en route to Hull. Then our line has to climb to pass over the north to south East Coast main line. A short chord, half a mile long, allows west to north trains from our line to pass onto the main line. Controlling events is this 1877, 20-lever signal box, as seen from a passing train. (BPC)

Skellow, early 1900s. In 1866 the line from Stainforth was ready to connect with the line from Doncaster that opened in February of that year. However, issues at Thorne, beyond Stainforth, delayed the merger until November of the same year.

North of the Stainforth to Carcroft line is Bullcroft colliery. As well as being connected to the H&B/GC joint line at Bullcroft Junction, it connected to this line at Skellow Junction, where this 25-lever wooden signal box controlled events. Note the joint line warning notice not to trespass. (BPC)

Bullcroft colliery spur, 1910. The adjacent main line opened in 1866 but it wasn’t for another forty-five years before a pit became operational at Bullcroft. In 1910 a short, half a mile, link to the Stainforth to Adwick line was built by the GCR. This picture shows how this chord was built; none of the steam navvies and other equipment that the lines to the east of Doncaster were employing, but simply men working with picks and shovels, as they had done for decades before. From 1916 the colliery was connected by a two mile branch of the H&B to meet the joint line (H&B and GCR) at Bullcroft Junction. To give some idea of the scale of mining, at this one pit alone in the 1920s (1923), 30,000 tons of coal was produced per week. Bullcroft’s miners had the ‘luxury’ of pit-head baths, from 1951. (BPC)

Skellow, no date. East of the Doncaster to Adwick line is Brodsworth colliery. This was connected to the H&B line and from 18 May 1908 to just south of Adwick. In the same Act that permitted this connection, it allowed a short 1½ mile chord from Carcroft, east to meet the line from Stainforth at Skellow. From 1916 a brick based 65 lever box controlled the elongated link and the colliery connection. In 1968 an underground connection, around a mile long, joined Brodsworth and Bullcroft collieries. From then on, all coal from the two was sent to Brodsworth for processing. A south facing exit at Castle Hills was put in by BR in September 1969 so enabling both collieries’ output to head towards Doncaster. (Transport Nostalgia)

North west from Doncaster

Bentley Crossing, 1970. North of Doncaster station the line to Wakefield heads west just after the avoiding line passes overhead. The first station on the line is at Carcroft, around two miles ahead. However, where the line and the railway crossed on the level is the site of this 18-lever signal box. Although non-timetabled, workmen’s trains stopped here from 1914 until 1943 and excursion trains too. In 1992 a new station was opened to serve the village of Bentley. (M. A. King)

Brodsworth colliery wagon, 1987. The colliery here is connected to the H&B line by a connection at Pickburn station. From 1908 the GCR had permission to build and operate a line from the colliery to meet the main Doncaster to Wakefield line at Castle Hills, facing north. A south facing curve was built in 1969 by BR. Eight-plank wagons such as these were used internally for use on the colliery site and could hold 20 tons of coal or spoil. They were painted dark blue with two planks picked out in white, as seen, for ease of identification. (Paul Bartlett)

Brodsworth colliery, 1987. This blue, 8 plank wagon could carry 20 tons of coal around the colliery site. (Paul Bartlett)

Location map. This shows the WR&GR with its connections at Stainforth and Doncaster, leading to Wakefield. (BPC)

Map, West Riding & Grimsby Railway. What a tangle of lines illustrating the scramble that railway companies indulged in to provide access to move the coal. I have removed many lines to provide an overview for readers. The WR&G line passes from east to west allowing Yorkshire coal from around the Wakefield area, and collieries along the way, to be transported to the port at Grimsby, and later Immingham. Note the little chord at Carcroft allowing colliery access to the east bound line. Today much coal traffic goes in the opposite way as imports from the docks.

Carcroft & Adwick-le-Street, exterior, no date. This small lane leads from Church Street/Station Road to the main buildings on the up side of the line. The left hand part is the station master’s house with the station’s offices accessed from the door under the canopy. On the right is the signal box. At opening, on 1 March 1866, it was named after the nearest, and larger, settlement, Adwick. However, by the start of the next year an adjacent village became part of the title, Adwick & Carcroft, only for three months later for the original village to re-invent itself resulting in another name change to Adwick-le-Street & Carcroft. (BPC)

Carcroft & Adwick-le-Street, no date. After passing through the booking office and purchasing a ticket, a passenger for Wakefield or Leeds would walk past the signal box, on the left, using the wooden walkway to cross the line to this platform for Doncaster. This picture was taken after 1 May 1880, as the station’s name reversed the order with Carcroft becoming the first name. A name is etched onto the glass of the gaslights; however, it is impossible to read which one. The adjacent road bridge provides an opportunity for passengers alighting from a train from Doncaster to use a set of stairs to gain access to the road, thus saving a long walk round. The bridge also provided a challenge to train drivers as it obscured the up home signal. This problem has been solved by having two arms on the same post: one lower down and visible from the platform and the other higher up so that it can be seen further away. (BPC)

Carcroft & Adwick-le-Street, no date. This view is from Church Street looking towards Wakefield. This side of the station buildings is very similar to the external view. On the up platform there is a small wooden building just beyond the gents toilet at the end of the stone building: its purpose is unclear. Behind the signal box, a 1909 replacement with 40 levers, is a small goods yard, complete with a ten ton crane. A train for Wakefield, and possibly Leeds, has arrived with a fair number of passengers in attendance. Their waiting shelter probably gave some respite from the sun. (BPC)

North of Adwick, 1962. Hurrying along the main line is a train of loaded coal wagons. Hauling them is O2 class 2-8-0 No. 63937 of Retford shed. It survived until next year after giving forty years service. Being a joint line, GN designed engines were no strangers to the line. (Transport Treasury)

Hampole, no date. Just over two miles from these junctions and a passenger only station was built here at Hampole, opening after the line, on 1 January 1885. Slightly north of the station was the famous H&B Wrangbrook Junction where the three key arms of the railway met, one from (nearly) Barnsley, one from Wath and the other from Denaby. The latter passes over our line slightly east of the station although there was no attempt at a connection. As can be seen, the station was a wooden affair with a small waiting shelter with GN timetables displayed.

Hampole, 1920s. This station was under the supervision of the station master at South Elmsall in the 1939 staff returns for the LNER. Employed here were three Grade 4 signalmen, two porters and two goods shunters. This illustrates the large number of people who depended on the railways for jobs. Almost a mile west of here and the joint line built a just over one mile link down from the H&B line that passes overhead. This offered the coal from nearby collieries a choice of lines: S&K, H&B and our line, to Hull, Grimsby as well as domestic markets. (BPC)

South Elmsall, no date. Two more miles north, where the main road through the village, High Street, passed over the line, was deemed a suitable place for the station. This view is from the road bridge, south towards Doncaster with Station Road on the right. The station buildings are almost a clone of those at Carcroft. However, here the main buildings are on the down platform for Wakefield, while Doncaster and London bound passengers had to make do with a small shelter. Illumination was generous with a number of lamps. In the distance is a footbridge carrying a right of way across the line, with the signal box nestling into the shallow cutting on the left. On the right is quite a substantial goods yard, with a ten ton crane and a large goods shed. (BPC)

South Elmsall, no date. Looking west from the Doncaster platform shows the characteristic station buildings and the steps down from the road bridge. Just under the bridge the S&K built an east to north chord, just over a mile long, which allowed their trains to leave Moorthorpe North Junction and arrive here. Note the signal box, just under the bridge, and the junction signals being very visible over the stone bridge. (BPC)

South Kirby colliery, no date. Approximately half a mile north and the line is passed over by the S&K joint line. Another similar distance and a chord comes down from the S&K to meet us at South Kirby Junction. Also at that place is a westerly connection to the colliery. The wagons have the name of the colliery on the planks either side of the side door. (BPC)

South Kirby colliery, 1972. Hunslet built (1939) 0-6-0ST John Shaw waits outside the shed next to the water tank. (BPC)

Approaching Hemsworth, 1958. Almost two miles ahead and the Cudworth branch of the H&B passes overhead. The photographer stood next to the H&B line capturing a laden coal train heading west, soon to cross our WR&G line. Retford based O2 class 2-8-0 No. 63947, complete with second-hand tender, is one of a batch primarily built to haul trains such as this to the ex-GE yard at Whitemoor and onto London. In the distance is Hemsworth East Junction. As can be seen, quite a long spur has come from the H&B line, making quadruple lines, which descends to meet our line at Hemsworth Junction. (Unknown)

South Hemsworth, no date. The pair of lines from East Junction, on the H&B, are making a connection with our line where the photographer is stood. This extra pair of lines continues for well over a mile north, through the station to Hemsworth colliery. This is a 1912, 50-lever, replacement for an 1885 box. Three Grade 4 signalmen earning £3 per week worked the box at the onset of the Second World War. (BPC)

A mile further north…

Hemsworth, no date. One difference between this and fellow stations along the WR&G line is the possession of a footbridge, complete with lamps which have the station’s name etched on them. To the rear is the signal box and behind it, the goods yard with a ten ton crane. On the right are the station buildings, in a similar style to others. (BPC)

Hemsworth, no date. Looking in the other direction shows a small waiting shelter on the right and a typical GN somersault signal under the footbridge. There are several noticeboards attached to the buildings on the right, each acknowledging the GNR, so the travelling public would have no real idea that there were two promoters of the line. (BPC)

Hemsworth, pre-Grouping. In 1912 the line was widened and the space once occupied by the down platform used for a running line. As a consequence the previous up platform became an island platform serving both directions. A steel girder footbridge connected this to the booking office at road level. Notice the GN style somersault signal on the right. This station as well as Nostell and Fitzwilliam halts were the responsibility of two station masters (Grade 2, £300pa) and ‘one lad’ (£1 0s 0d pw), according to the 1939 staff returns. (BPC)

Hemsworth colliery, no date. A mile north and this had links not only to our line but a very long one to the S&K at Brackenhill Junction. The name of the colliery is written across the side of the wagon, unusually over the door also. (BPC)

Hemsworth colliery, 1919. Post-First World War Britain was particularly affected by industrial unrest. During this year some 2.4 million workers went on strike, particularly in sectors still under Government control, such as mines and railways. Matters came to a head in July with the Government drafting in demobilised Naval ratings to ensure production continued at many mines. There was widespread social unrest, with tanks on the streets and the police going on strike. Thoughts about events in Russia the previous year were uppermost in Ministers’ minds. Here a group of workers pose for a picture against one of the colliery’s shunting engines. (Unknown)

Fitzwilliam Station. With the two main lines separating to pass under a bridge carrying Wakefield Road over the railway, an island platform station opened on 1 June 1937. So dangerous was this ‘S’ shaped road that an additional footbridge was added to the northern side: Miles Footbridge. Steps led down from the road to facilities on the platform. Ten years later it had the word ‘Halt’ added, closing on 6 November 1967. However, local population growth led BR to re-open a station, on 1 March 1982, a short distance south from the original. Access is by ramps to brick waiting shelters on the two platforms. (BPC)

Nostell, no date. Swine Lane crossed the line on the level at Nostell until it was diverted and raised up to cross the line on a bridge (1866–1951). Some 2¾ miles north of Hemsworth station and another station with buildings similar to those along the line from Doncaster is encountered. We are stood on the down, to Wakefield, platform with what appears to be the station master, his family and other workers, in a posed shot. A footbridge connects the two platforms; its steps are on the extreme left. Note the name on the lamp. On the up side is an extensive goods yard with ten ton crane as well as access to a brick and tile works and a colliery, all under the eye of the signal box set back from the main lines. (BPC)

Hare Park & Crofton, no date. Opening some time after the line, in 1886, not surprisingly its buildings are not from the same mould as others along the line. Access to the passenger only station was down a ramp, on the right, from adjacent to the bridge, to the wooden platform and brick booking office. Passengers for this platform would have to use the footbridge to access the brick facilities building and short canopy. Standing on the down platform looking towards Wakefield shows the fine building and extensive glazed canopy for Doncaster travellers. The all wooden construction of the platforms shows up well. Hare Park Lane bridge is a barrier to good sighting of signals and so the company has not only made the post tall so that the arms are above the bridge, but also placed the signal on the ‘wrong’ side of the line to aid sighting. Under the bridge is the signal box and branching off to the left is a short chord to meet the L&Y line. (BPC)

Notice. This notice, in differential size writing, clearly shows the weight limit for a bridge over the line. (Statfold Barn)

Hare Park & Crofton, 1955. Standing on Hare Park Lane bridge looking north shows a train negotiating the junction. Getting no more than a second glance from the signal box staff is a coal train hauled by J39 class 0-6-0 No. 64872. Judging by the signals it is obeying and the smoke, the train had been held back on this just over one mile joint branch from the L&Y line (Crofton West Junction.) and is having to fit in between trains on the main line. This link cost £20,000, opening on 8 November 1883. (David Kelso)

Hare Park & Crofton, 1963. About to shatter the peace and quiet in the station, the up 12.03 Leeds Central to King’s Cross express speeds southwards, next stop Doncaster, behind A4 Pacific 4-6-2 No. 60007 Sir Nigel Gresley. (R. K. Blencowe Negative Archive)

Sandal, no date (1866–1957). Around two and a half miles east of Wakefield and the Midland main line passes overhead. If only in those early days they’d had some wider vision… This station opened with the line, but it is of a different character. The platforms are built of bricks and the buildings are single storey wooden affairs. A group of passengers are waiting for the incoming train to take them to Wakefield and Leeds. There was a small goods yard. Seven people were employed here in 1939: four signalmen (Grade 4, £2 15s 0d pw), two porters (Grade 2, £2 5s 0d pw) and a Class 4 station master on £4 12s 8d per week. The tall signal post indicates that a short distance east is a short curve up to meet the MR at Oakenshaw Junction, also called West Riding Junction (WR&G and MR). This enabled MR trains to access Wakefield goods station (where they were joint partners with the MS&LR) and Westgate passenger station where they were joint partners with the GN and MS&LR. (BPC)

Wakefield Kirkgate, 1948. South of the town and the line is elevated on a series of arches to not only cross the River Calder but also to pass over the L&Y main line (25mph speed limit). At that point the joint line meets end-on to the GNR line, south from Westgate station. At West Riding Junction the GNR built a curve down to the L&Y line, Ings Road Junction, as they were in partnership with that company at the town’s other station, Kirkgate. Waiting under the large train shed is a local train with C12 class 4-4-2T No. 7444 in front. Stopping trains from Doncaster would arrive at Westgate station and some would shuttle down to Kirkgate. After scuttling back up to Westgate they would return to Doncaster. (H. C. Casserley)

Wakefield Westgate, no date. It is easy to think of the Doncaster to Wakefield line as a branch line and a collection of cute ‘Dutch barn’ style stations. However, added to this are the GNR express trains to the capital. One such express, with Pullman coaches, prepares to leave the up platform behind C1 class 4-4-2 No. 4460. One can just imagine this splendid engine racing through the Yorkshire countryside while passengers dined at their seats on five-course lunches. (R. K. Blencowe Negative Archive)

JOINT LINES TO THE SOUTH AND WEST OF DONCASTER

Location map. As the collieries centred around Barnsley became worked out, the search for new sites progressively moved south and east. Geologically the thick coal seams that had been so profitable in the west gradually descended and so new pits had to go deeper to reach them. In an almost triangle of lines with the MS&LR across the bottom, and the MR and MS&LR to the left hand side, joint lines were built on the ‘third’ side.

Thrybergh junction, 1962. This section of the line connecting the main lines was a joint MR/ MS&LR effort, the around six-mile link from the GC’s Sheffield to Mexborough line to Braithwell Junction costing £65,809 when built in 1907. There are 44 levers in the box. About half a mile along the branch, after crossing the River Don, is Don Bridge East Junction. Lines from this went, in a triangular formation, to connect with the quadruple MR main line and to Thrybergh and Roundwood collieries. Behind the box is the canal. (Chris Booth)

Braithwell Junction, around 1970. Here marks the end of the GC/MR joint line from Thrybergh, curving from the left, and the start of the just over four mile GC/MR/H&B joint line south of our position. Curving away to the right is the little used GC/H&B joint line north to Warmsworth and Sprotborough Junctions on the Doncaster avoiding line, and beyond. Much of the over four miles from here to Warmsworth is up at a gradient of 1 in 94, contributing to the poor usage of this section of line. The box suffered much from vandalism over the years hence the impossible pegging of signals. A short branch to Maltby & Bramley goods is just behind us hence the distant and home signals on the same post.

This is where the triple joint line, behind us, splits into two joint lines both with the Great Central as one partner. To the right is the very long line, with the Hull & Barnsley as partner, to Gowdall Junction many miles distant. Extensive research has never thrown up a picture of a train using the line. On the left, with the Midland Railway as partner is the better used, just over three mile link both to the GC and the MR at their respective Thrybergh Junctions. For modellers there is a prototype for everything, note the position of the signal box to give maximum views and for pub quizzers, spot the impossible arrangement of signals and why! (Milepost 92 1/2 Picture Library)

Brancliffe east Junction, 1965. This is the junction of the GC line from Sheffield to Retford and the almost five mile GC/MR joint line north to eventually meet the GC/MR/H&B joint line at the Southern junction at Laughton. This section cost £15,071 and was opened on 1 October 1909. (Milepost 92½ Picture Library)

Brancliffe North, no date. Barely half a mile north of the southern connection to the main Sheffield to Retford main line is this small, 24-lever signal box. Opening in 1908 it was meant to be part of a triangle of lines with a chord from here south and west, also to meet the main line. However, this third side (from Brancliffe West Junction) was excavated but never completed. This box added Junction to its title in 1918. If the chord had been finished then trains from the LD&ECR using the Waleswood Curve could have passed onto the SY joint and headed towards east coast ports by an alternative route. (Chris Booth Collection)

Anston Junction, around 1914. Although this junction is out of place, being half a mile north of Anston station, it allows the station pictures to be all together. Looking south shows a bridge carrying New Road over the line. Here the line separates. On the left, with an 0-6-0 engine and a Dinnington colliery coal wagon on, is the main line that heads off behind us along the SY joint to Dinnington station. Meanwhile, off to the right, passing behind the 24 lever wooden box, dating from 1907, that line also heads north but this time to Laughton West Junction, around a mile and a half further on, along the GC & MR joint line. Eventually there were two routes between these two junctions. The one to the right of the signal box became disused, with the signal box closing in 1938. (Unknown)

Anston station, 1914. Almost two miles further north along the GC/MR joint line and a station was opened on 20 May 1912, some years after the line was open for traffic. There were two platforms, made of wood, with waiting shelters on each as this view from the up platform, looking north, shows. A fine lattice footbridge connects the two platforms: note the hybrid fencing, is it a GC modification of the standard MR style? A poster next to the waiting shelter advertises one of the operators of this section of the joint line: Midland. In a corresponding site on the other platform is another poster, from the Great Central Railway. (BPC)

Anston station, 1914. We are standing on the down platform, for Dinnington and Doncaster. While the adjacent SY joint line is single this MR/GC line is double throughout. Note the numerous oil lamps, including those on the steps. Passing through rural Yorkshire, passengers were few and so, not surprisingly, it closed in April 1926. It was re-opened the next year, on 25 July but this renaissance was short lived, it closing to scheduled trains on 2 December 1929. The buildings were moved to serve an army camp in Scotland during the Second World War, and excursion trains used the platforms during the 1950/60s. (BPC)

North of Anston, Thurcroft colliery sidings, 1965. Just under half a mile north of the station was the meeting point of the two joint lines in this area, at Anston Junction. The route we are following heads north for almost a mile and a half to Laughton West Junction where the GC/MR/H&B joint lines are encountered. A further mile leads us close to Thurcroft Main colliery, in the background. Controlling access from the main line is this wooden signal box, with the remains of a grounded coach body for use as a mess room for footplate crew awaiting their slot in the timetable and for meal breaks. On the left are the small arms of signals that inform the driver which loop or siding they are to enter. The GC agreed to maintain this ‘triple joint’ section and to work trains over it for the other two companies. As far as the H&B were concerned, it would have been a roundabout route to send their Hull-destined coal wagons along this section to Stairfoot to access their own metals, but it was an alternative route should unforeseen events happen. (Milepost 92½ Picture Library)

Notice. Most people had no idea what the initials stood for but knew that there was danger at a railway crossing. (Statfold Barn)

Silverwood colliery, 1926. Probably newly delivered from the manufacturers, Andrew Barclay, from their Kilmarnock works, the short wheelbase of 0-6-0T engine No. 4 enables it to go around sharp bends. (BPC)

Silverwood sidings, 1968. Around 2¼ miles from Braithwell Junction is a set of loops associated with Silverwood colliery. Controlling the eastern access is this 1909 24-lever wooden signal box. At the western end, nine loops coalesced to turn south towards the colliery, whilst four loops avoided the junction and went on towards Thrybergh. (C. Booth Collection)

Silverwood Junction, 1975. Around two and a half miles from Braithwell Junction is the connection to Silverwood colliery. Two junctions here enabled trains to pass either to Thrybergh or south to Braithwell. Inside the cabin are 36 levers and the main line is in front of the box with the colliery connection to the rear. Heavy vandalism necessitated the box being boarded up. (N. D. Mundy)

Dalton Main coal wagon, no date. The collieries at Roundwood and Silverwood were connected underground in 1908. King George V and the Queen visited the colliery in 1948, while the present Queen, when she arrived by royal train, went underground to inspect the workings in 1975. (BPC)

Thrybergh Junction, 1962. This is a view towards the junction with the joint line passing to the left, over the bridge spanning the River Don. The pair of lines disappearing to the right are from Parkgate and will go behind us to Kilnhurst. (Chris Booth)

Thrybergh Junction, 1980. A signalman in the box would have this diagram in front of him. With the branch being built after the main line, the line over the bridge is significantly higher than the main line. Consequently, there is quite a steep gradient for trains (down) leaving the branch. The trap points are necessary as on more than one occasion, the pull of gravity on such a train has overpowered the braking capacity of the engine, resulting in a pile up at the junction. (Signalling Recording Society)

Thryberg Junction 1962. This is the view the signalman has. He has pulled lever no 12 so giving the line to the driver of an unidentified mineral train. It is easing onto the main line, heading north towards Mexborough.

Silverwood delivery lorry, no date. This is probably how coal was delivered to your business, school or factory. Quite when coal for domestic usage started to be packaged into 112-pound sacks (a hundredweight) is unclear. Note the 12mph speed restriction and the solid rubber tyres. (BPC)

JOINT LINES TO THE SOUTH, WEST AND NORTH OF DONCASTER

This shows the GC/H&B joint line from its southern connection at Braithwell to its northern link at Aire Junction, a distance of a dozen or so miles. (Map courtesy C. T. Goode)

Aire Junction, no date.Approximately ten miles north of Bullcroft Junction and this joint (GC/H&B) line, arriving from the left, connects to the H&B’s main line from Wrangbook Junction, straight ahead. Behind us is the bow arch crossing of the River Aire. Not too far away in the distance, the signals that can be made out on the original line are for Gowdall junction, with a chord up to meet the L&Y’s main line to Goole and its docks. This was an isolated, windswept box made of wood. The H&B line, after crossing the bridge, then swings east and proceeds to Hull. (N. E. Stead collection)

Warmsworth Junction signal box, no date. This joint line, authorised in 1909, did not open until 1916. A sweeping curve connected Yorkshire Main colliery at Warmsworth Junction to the joint line so that, after a reversal, coal trains could head south and, after an easterly turn at Brancliffe, towards Immingham. Very little did so and the line was slightly used. In fact, a survey in 1958 of the line south to Braithwell Junction showed that £11,000 was spent annually on maintenance, with only £100 collected as revenue. Alternatively, at Warmsworth Junction, coal trains could head north towards Hull (via H&B) and Immingham (via GC). However, to achieve this, the line had to pass over the Dearne Valley line and then underneath the main line to Doncaster from Mexborough, this 48-lever wooden signal box controlling events.(Transport Nostalgia)

Warmsworth Junction, 1960. The northerly fork at Braithwell Junction passes for about four miles through the Yorkshire countryside before passing over the almost east to west Dearne Valley Railway. Soon afterwards at Warmsworth Junction a branch from Edlington colliery joins this GC and H&B line. Looking north shows the parachute water tank trying to obscure the signal, cantilevered out for sighting. The motives of the H&B are that some 25 miles north, at Aire Junction, is their main line to Hull and its docks where they exported coal. Adjacent are the never-used passenger platforms. On the right are the pair of lines that pass south, also over the Dearne Valley line, to the colliery. (BPC)

Notice. Fortunately several such notices have been collected, restored and repainted and are on display at the wonderful Statfold Barn site. Well worth a visit just to smell the steam! (Unknown)

Warmsworth Junction, 1960. In the background is a bracket signal. The shorter, right hand post has an arm, moved by lever No. 42 in the signal box, just off to the left, that would indicate a route to the colliery. The other post is for up trains as they traverse the line south to Braithwell Junction where they meet the triple joint line. Immediately in front of us is a post with two small arms. These are to allow trains from the sidings on the left to either pass onto the down colliery line or to cross it and enter the sidings by the bracket signal. The post on the left, has similar destination options but this time for trains from the colliery. (BPC)

Edlington Halt, 1951. Across the background is the GC/H&B line from Warmsworth to the colliery, while underneath is the L&Y Dearne Valley line looking west towards Denaby. On the right are the remains of a grounded coach body that served as Edlington station’s facilities. This was the last station on the line. A variety of small push-pull tank engines, some as rail-motor trains, operated a service from Wakefield. Passing through, tender first, is a 2-8-0 WD engine at the head of a coal train. (Stephenson Locomotive Society Photographic Collection)

Yorkshire Main colliery, no date. From Warmsworth Junction a double line ran south, down the slope to Edlington (when under construction), later Yorkshire Main (after it opened in 1908) pit. It was designed to produce 6,000 tons of coal a day (1M tons annually) by 3,500 men which would have made it the largest in the country. In 1936 some 960,000 tons was mined. In the foreground are a pair of wheels from an old shaft with the two headgears in the background. Off to the left is a small building used as an engine shed. The name of the colliery is written in white across the top of the wagons with the word ‘MAIN’ across the lower part of the door. (BPC)

Yorkshire Main Sidings, no date. Exit from Yorkshire Main pit was not only along the steeply graded GC/H&B joint line to the north, but also onto the L&Y’s Dearne Valley line. Access onto that line was controlled by this large wooden signal box situated next to Alverney Grange road bridge, with Broomhouse Lane bridge a short distance ahead. The wonderfully cute bracket signal with its small arms has the main line, west, protected by the arm on the taller post. The two on the right hand post are for entry to the loops on the left, next to the colliery. The two ground signals between the running lines control a reversal, via a crossover, onto the left-hand track and into the loops. (UK Bus Photos)

Hexthorpe, no date. The pair of lines passing across the picture are from Mexborough, to the right, and Doncaster, to the left. In the distance the line is curving as it descends to Warmsworth Junction leading to Braithwell Junction and most importantly, Yorkshire Main colliery. Underneath our toes is the avoiding line with its 30mph speed limit for Hexthorpe Junction. As can be seen, a considerable amount of soil had to be excavated, with extra special precautions for drainage as the sides of the cutting are quite steep, the joint line being around 50–60 feet below the surrounding land. The signal is the down distant for Sprotborough Junction, ahead. (BPC)

Hexthorpe, no date. This time standing on the joint line looking north. Across the top on a very wide bridge are two sets of lines. Nearest are those between Mexborough and Doncaster, with the avoiding line behind them. Controlling events above is Hexthorpe Junction signal box. Warmsworth Junction is behind us, and the gradient ahead towards Sprotborough Junction is noticeable. One can just imagine the sounds and smells as an engine laboured to drag its load of coal wagons up the gradient, probably travelling not much faster than a walking pace, and the noise, as the exhaust echoed from the sides of the cutting. It is ironic that the avoiding line opened in July 1910 and then the same contractors, Logan & Hemmingway, started early the next year on this joint line that would pass under the new line they had just opened! Another five years would elapse before the dust finally settled on the area, in May 1916. (BPC)

Sprotborough Junction

Banker, no date. With passenger trains being a rarity, occasional pictures of these engines are quite scarce. Such were the gradients that some trains along the avoiding line to Hexthorpe Junction needed assistance. Here, B5 class 4-6-0 No. 1689 waits in the space between the two sets of lines, until needed. The Beyer, Peacock engine, circa 1905, had not long (1946) been renumbered from No. 1311 and carried this for only three years from Mexborough shed. Many other engines carried out the role of banker, ranging from J10s, Q4s and D9s, frequently those nearing the end of their time. (C. T. Goode)

Looking North, no date. This view is from the Joint Line as it comes from Warmsworth, behind our position, and heads off to the left towards Doncaster Junction, and the goods depot, and then to Aire Junction and the H&B main line. To the right of the signal box is the GC avoiding line from Hexthorpe Junction, behind our position, off to the right, across the GN lines north of the station and on, east to Bentley Junction. The crossovers, ahead, enable loaded trains from Yorkshire Main colliery to move onto the avoiding line and empties from the East coast ports to pass down to the colliery. (J. Law)

Signal box interior. Looking north in the cabin shows the avoiding line curving away to the east on the right, and the joint line heading north, left. On the left, above the levers, are the instruments for the signalman to communicate with his neighbours: in this case four others. When the bells rang it must have been a trained ear that identified who was calling his attention. (BPC)

Signal box diagram, Sprotborough Junction. This was the site where the joint line, from Warmsworth to Aire junctions, comes close and parallel to the Doncaster avoiding line. Opportunities were taken to allow exchanges between the two sets of lines. Notice how both sets of lines have different designations of ‘up’ and ‘down’ which must have been a nightmare to administer and describe to a new recruit to the 44-lever signal box. (Signalling Recording Society)

Looking south. This view is from the avoiding line as it heads off behind us to cross the GN lines north of Doncaster station and on towards Bentley Junction. On the right is the joint line, heading off north towards the goods depot at Doncaster Junction and then to Aire Junction and the H&B line. The crossover immediately in front of us would allow loaded trains from Yorkshire Main to use the avoiding line and empties from east coast ports to pass down to the colliery. (Transport Nostalgia)

Goings on at Sprotborough, 1946. As a youngster at Doncaster Grammar School, Mr. C. T. Goode put some of his holiday time to good use, watching activities around this box. The numbers refer to those on the diagram. Few of the loaded coal trains from the colliery arriving at the junction continued along the joint line to the H&B. Many destined for Bentley Junction and possibly east coast ports, cleared the distant signal, No. 10, then No. 25, to pass behind the box and be transferred to the avoiding line. A good many trains were destined for Mexborough or Doncaster’s GNR locomotive depots. As one can discern from the plan, both of these intentions would involve a reversal; this is where the fun and games start! Loaded trains would pass onto the avoiding line, as earlier. If they were meant for the GNR depot then they would use crossover 38/9 to access the down line. The whole train would set off, in reverse, towards Hexthorpe Junction. There, with another crossover, it would head off, engine in the front, towards Doncaster. The only complication to this manoeuvre was if the train was more than thirty wagons. Then the banker positioned between points 18/9 would attach itself to the brake van, now at the front(!), ready to proceed. An exchange of whistles between the banker, at the front, and the train engine, at the rear, would result in movement towards Hexthorpe Junction.

Whilst a reader may have thought that this process was fraught that is nothing to what was necessary for trains bound for Mexborough, as the engine and brake van need to exchange ends! A loaded train would present itself at the box and follow the previous movements to pass onto the down avoiding line, the brake van stopping by signal No. 42. The engine would be uncoupled, and using crossover No. 38 would gain the wrong line. It would then pass its wagons as it heads to crossover No. 7 by which it arrived at its brake van. This was uncoupled from its wagons and pulled forward by the engine, ahead of ground signal No. 6. Reversing across No. 7 points got the engine and van onto the up avoiding line.

This was taken from the steps up to the signal box, looking south. On the left is the avoiding line with its gradient towards Hexthorpe Junction. On the right is the much steeper gradient line from Warmsworth Junction. On the set of crossover between the two pairs of lines would be where the bankers would reside, ready to push loaded trains to Hexthorpe.

Imagine you are the guard in the vehicle. You uncouple yourself from the engine and regain your position and cling on! Now with some skill, the engine will fly-shunt you at around 30mph, and by using your skill on the brake wheel, hopefully you will halt not too far beyond crossover No. 38. Meanwhile, the engine re-visits crossover No. 7 and attaches itself to the wagons and pushes them over crossover 38 to re-unite them with their brake van. The whole train can now proceed along the avoiding line towards Mexborough and Wath Yard. With this process being enacted half a dozen times a day there was little time for rest in the cabin.

Of course there are as many empty wagons as full ones. Once again it is the guards who have hair-raising times. Those wagons destined for Warmsworth, and onto Yorkshire Main, were usually pushed, or better, braked down the gradient from here by the engine at the rear and the guard’s van leading. Scary! (Courtesy C. T. Goode)

Continuing north along the joint line

York Road station, 1960.Although the MS&LR had their own goods depot to the east of the town at Marsh Gate, the two companies decided to have a presence to the west of Doncaster from their joint line. A little over a mile along from the above junctions, a triangular layout was built to enable traffic to arrive and depart from many directions without the need for reversal nor two engines. From opening in May 1916 it was simply a goods depot, but from 1923 it became known as Doncaster (York Road). The line and its stations were ready for opening but its five passenger stations, north at Snaith & Pollington, Sykehouse, Thorpe-inBlane, here at Doncaster (York Road) and south at Warmsworth, never saw a passenger train. The route duplicated that of other railways in the area and the stations were some way from the villages they purported to serve. This aerial view shows York Road passing across the picture as well as the avoiding line. (J Law)

York Road station, 1939. Taken from the avoiding line shows the large goods shed on the right. On the left is the generous platform with a wooden building, with a curved roof, which may have been destined for use as station buildings, had passenger trains ever run. (R. K. Blencowe Negative Archive)

York Road goods, no date. This picture was taken from one of the infrequent passenger trains on the avoiding line, probably an excursion. The main goods shed building has been retained and put to good use after the site ceased to handle general freight in 1965. Around and dwarfing it are the cranes associated with Booth’s scrap metal business. Rail connection continued until late 1979. (UK bus photos)

Bullcroft colliery, around 1914. After experiencing many problems with sinking the shaft, the pit reached the Barnsley seam late in 1911. By 1913, around 1,000 miners were employed. A small 0-4-0T is shunting a pair of GC coal wagons. An aerial cableway took the spoil west to Skellow Ings for dumping. The sidings were connected to the West Riding & Grimsby’s Adwick to Stainforth link which enabled coal to be sent to docks at Hull and Goole. Also, from 1916 a two-mile joint line from Bullcroft Junction, over the WR&GR, connected to the colliery sidings.

Bentley, no date. This was sandwiched between our joint line to the north west and the GN main line to the east; its sidings were connected to both lines. One of the winding gears has been encased in reinforced concrete while the other is still steel. The colliery wagon would be light grey with white letters ‘Bentley Colliery’ either side of the door, with capital ‘B’ and ‘C’ on either side. Ironwork would be black.

Bevin’s boys in Bullcroft colliery, around 1944. These were young men conscripted during 1943–48 to work down the pits due to an acute shortage of miners after many joined the forces. From 1943 to 1945 one in ten of young men called up was sent to work in the mines, in all, around 48,000. To make the process of selection random, one of Bevin’s secretaries each week, from 14 December 1943, pulled a digit from a hat containing all ten digits, 0–9, and all men liable for call-up that week whose National Service registration number ended in that digit were directed to work in the mines. This caused a deal of upset, as many young men wanted to join the fighting forces and felt that as miners they would not be valued. Many Bevin Boys suffered taunts, as they wore no uniform, and there were accusations by some people that they were deliberately avoiding military conscription. The Bevin Boy programme was wound up in 1948. At that time the Bevin Boys received neither medals nor the right to return to the jobs they had held previously, unlike armed forces personnel. It wasn’t until 2007 that their efforts were officially recognised when they received a Veterans Badge, similar to the HM Armed Forces Badge. (Both BPC)

Bullcroft Junction, around 1960. Less than three miles north along this joint line are connections to two collieries. This view, taken from Shaftholme Lane overbridge, is south towards Doncaster. To my knowledge, very little traffic used this section north from Doncaster Junction. On the right is the connection to Bullcroft colliery and on the left that to Bentley colliery. In 1970 an underground connection was made with Brodsworth colliery. This enabled all the coal to be brought to the surface at one place: Brodsworth. Consequently, the winding gear at Bullcroft was removed and the spoil tip landscaped; a commemorative plaque in a memorial garden marks the site now. (UK Busphotos)

Bullcroft Junction, 1960s. This shows the steps end of the signal box with the locking room windows boarded up to prevent intrusion from animals. The top part of this all wooden box housed 57 levers. (BPC)

Bullcroft Junction, around 1922. The view is of the sidings, north of the colliery connections. Shunting in the sidings is an H&B 0-6-2T, while the wonderful bracket signal shows access to the two collieries and the middle post for the main line. The boom years, either side of the First World War, saw owners making often in excess of 10% profit annually. The joint line wanders through open countryside for around seven miles until it encounters the H&B line almost on top of the river that gives it its name, at Aire Junction. On its journey north, it passes over two important lines. Around a mile north of Bullcroft it goes over the GN main line and a short distance further on, the east-west West Riding & Grimsby line. (J. Law)

Bullcroft, no date. This 0-6-2T engine is one of five, built by Kitson for the Lancashire, Derbyshire & East Coast Railway, but not purchased. It was sold to the H&B in 1900 and classified as F1 class. The LNER re-classified them as N11 and this engine as No. 2419. Staff with shunting poles could couple or uncouple wagons using their pole and the three link couplings seen. Skillful operators could do this with almost a flick of the wrist: novices took some time to get use to the weight of the iron links. Although officially closed in 1958, in 1961 a short link from Bullcroft Junction to a new electricity generating station at Thorpe Marsh was re-opened, but was superseded in 1970 when a link from the WR&GR line opened to the power station. (R. K. Blencowe Negative Archive)

JOINT LINES TO THE EAST AND SOUTH OF DONCASTER

The South Yorkshire Joint Railway

Location map, 1908. In 1901 the Rotherham Advertiser stated that: ‘The further east you go, the deeper you must dig for coal. The collieries, compared to the older ones in the west, are fewer and further apart: instead of quantity we have quality.’ In the scramble for rights to move the large amount of coal south of Doncaster, a joint enterprise was seen as perhaps the only way for any profit to be made; separate ventures may not have received permission and may have bankrupted them all. Five different railway companies came together to develop this line: GC, L&Y, GN, MR & NE. Much of the line was single with double track being for the southern section, junctions and stations. It opened for traffic in 1909. This account is an illustrated one from the north, starting with the joint line’s connections to the existing system and its southern connection to another joint line. (Railway Gazette)

Southern later connections. This shows the position of Anston station and the links west via the triple joint line to Braithwell Junction.

Kirk Sandall signal box, 1975. This is the northerly connection of the joint line to the already existing Doncaster to Stainforth quadruple track, east facing, onto the up/down slow lines. There are 48 levers in this wooden box, a 1917 replacement of a smaller, 28-lever earlier box. Pilkington’s glass works also had a connection to the GC line here. (N. D. Mundy)

Laughton East Junction, 1968. Looking north from Booker’s Lane overbridge shows the line to Thurcroft colliery and the ‘triple joint’ line curving away to the left. To the right the line passes into Dinnington station, faintly visible to the left of the gas holder. For practical purposes, this was the southern connection to the already existing system. Previously, a line from Anston Junction, about a mile and a half behind us, connected with the line on the left at West Junction. However, as this duplicated the view here, it was closed in 1937. (Transport Treasury, MM3567)

Construction of the line

For the tender price of £238,180, Messers’ Whitakers Brothers of Leeds built the line, starting in October 1905 until it opened, officially, for traffic on 1 January 1909. The first four miles from the northern connections at Kirk Sandall are easily graded; however, south of the junctions with the GN, the line ascends at a ruling gradient of 1 in 113 as far as Dinnington, which could be an issue for south bound loaded trains. While the stations and passenger traffic are a story of poor service and decline, as an eastern bypass to Doncaster and as a carrier of considerable coal traffic, it is also one of prosperity.

Near Maltby, 1907. After powers were granted in 1903 for the construction of the line, the engineers looked for the shortest and cheapest route that excluded level crossings. This resulted in the just under 18-mile line having 43 bridges. It was recognised from the onset that a double track line throughout was not necessary, as a mixture of double track passing places at the stations, at the GN crossing complex and approaching the northern exit would suffice. Near Brookhouse there is a substantial steel girder bridge which is needed to cross the valley and there are two cuttings, one 10m deep and the other, seen here, of 18m depth. The magnesium limestone rock so extracted was crushed and used as ballast. On the left is a dry-stone wall, some 4km long so as to preserve the rural nature of the land, that a fence and post arrangement would not, placed here by order of the landowner, Lord Scarborough. It is interesting to note the method of excavation using tiers of contractor’s lines loading the stone into wagons. A pair of steam navvies are causing the smoke in the right distance. (BPC)

Steam navvy at Loversall Carr, around 1907. This picture was taken at the complex of lines centered around the joint line crossing of GN metals and the opportunities for exchange of traffic. This steam shovel is removing earth which will be placed in an open wagon. Horse power will transfer it to the dumping ground. Navvies would have been paid around £1 per week of eleven-hour days.

A buried, unused charge was accidentally struck with a pickaxe and the resultant explosion killed three men. The machines, fifteen or so of which were used on the line, were called ‘steam navvies’ and were capable of moving 1,000 tons of material per day. The times of pick and shovel work were coming to a close, except for fine tuning the gradient of the cutting. (BPC)

Rossington colliery, no date. This colliery is to the east of the line near to the GN line station of the same name. Although connected to the joint line, most of its output went to the GNR, with very little leaving along our line. Note the colliery owned wagons. (BPC)

Locomotives on the joint line

Great Central, 1960s. Coaled up and ready to leave a set of sidings, possibly on the SY joint railway, is Colwick based O4 class 2-8-0 No. 63674 (1917–1966). The driver is having a discussion with a fellow railway worker who complete with shunting pole, is walking to the engine. One important piece of information is needed: how long the train is and its weight. (D. Swale)

‘Austerity’, 1963. A southbound (up) loaded freight is captured on the around three-mile single line section at Wadworth Bar, near Tickhill. Operating from its home shed of Doncaster (36A) No. 90340 is one of eighty built by the North British Loco Co. in 1944 and subsequently loaned to the LNER. Engines of this type were typical workhorses. (Transport Treasury, MM2230)

L&Y no date. By the outbreak of the First World War in 1914, the L&Y had two booked trains per day from Dinnington and Maltby collieries hauled by engines such as this. They would have travelled north to St Catherine’s Junction and descended to Black Carr Sidings West Junction. This would allow access to the Dearne Valley line towards Wakefield, where several were allocated, and thence Goole and its docks. Hughes built them with a small boiler in 1907, but No. 74 ‘four years later’ had a large boiler replacement. Due to the large number of water troughs on the L&Y system, the tenders were quite small. Scheduled to carry the LMS number of 12796, this ‘Black Pig’ was withdrawn in 1928 before it could be applied. (BPC)

Near Anston, 1964. Taking advantage of the 1 in 100 downward slope is a coal train heading towards Brancliffe East Junction. In the latter days of steam even badly maintained LMS engines such as Stanier 2-8-0 No. 48673, seen here, would do. (S. & A. Warnes)

Woodend Junction, no date. Whilst the inclusion of this picture may seem well off the beaten track and on ‘foreign’ territory, it oversaw two important streams of coal traffic. MR coal trains could arrive here from Mansfield behind us, and be directed by this 1875 box, pre-dating the SY joint railway by many years. Right would enable trains to pass onto the GC main line to Grimsby and later Immingham. The left-hand fork, also from the GC main line, allowed loaded coal trains to head west towards Sheffield and Rotherwood sidings, and onto Manchester. The opening of the joint line from 1909 enabled coal trains to pass from the joint line, south onto MR lines en route to Toton yard. Loaded coal trains would leave Dinnington Junction and arrive at the GC main line at Brancliffe East Junction. After just over a mile of east bound travel, at Shireoaks West Junction, the train would pass south to arrive along the left hand tracks here for Toton yard. (433 shop)

Woodend signal box, 1969. This is the diagram that the signalman faces as he looks out onto the junction. There is a 20mph speed restriction on both routes onto the GC main line. The up signal we can see the rear of in the above picture would be raised by pulling lever 15 in the box. Fractionally further round the right-hand bend is a trap point on the down line as it is ascending at 1 in 1,000. Although a minor gradient it could be sufficient, if a train is held at the stop signal ahead, to allow loose coupled wagons to slide down the gradient. It would need the skill and co-operation/understanding of the guard (and the driver if a fitted train) to prevent the train from going backwards. (M. A. King)

For its first half a mile, from Kirk Sandall junction, the joint line was double until the small, 10-lever Grange signal box was reached. Not long after opening, it was deemed excessive to have a box at Grange and so the points were altered to be spring loaded in the down direction, from the joint line onto the GC line, from 1925.

Markham, or Armthorpe, colliery

Signals, Markham, around 1968. These are the signals that trains along the single line must obey. These wooden post signals, although probably dating from 1926, are GC style. The line to our left is the start of a very long head-shunt, capable of accommodating a complete train, and egress from it is by the signal facing us, locked with the catch point to prevent runaways. The three signals with their backs facing us are to control up trains. That on the right, the main line and that on the left, exit from the colliery sidings. In the middle the arm controls entry from the loop onto the main line for south bound trains. Below the arm is a ground signal, elevated onto a small platform. This would allow trains from the loop into the head-shunt, before setting back into the sidings. (BPC)

Markham Sidings, 1968. This brick box is situated almost at the southern end of the rail connection to the colliery and its 30 levers date from 1926. In front of it is the main line. We are looking down, north, with the end of a loop making an appearance in the bottom right corner. As well as the main line, it controls movements into the sidings and the colliery. (BPC)

Markham signals, 1968. This view is from beyond the steps end of the signal box, on the left. This signal, along with the catch point in front, guards the access from a very long siding behind us, onto the lines leading to the colliery. This siding and the loops were of such a length they could hold a train of wagons. (All Transport Nostalgia)

Markham colliery, 1970. While main line engines brought empty wagons and removed full ones from the site, it was the task of humble Arthur, an 0-6-0ST, to move the wagons around the site. Beyond the tall building, housing the winding gear for the shafts, are ten blind ending sidings where empty wagons are stored. They are then filled in ten loops, to the left, and finally organised in one of thirteen loaded wagon loops ready to be taken away. Although the pit was started in 1916, work was suspended due to the First World War, and it wasn’t until 1924 that coal production started as it tapped into the Barnsley seam. For most of the 1930s the pit produced around ¾ M tons of coal annually, the million tons mark eluding the pit, although it came close at the start of the Second World War. (Transport Nostalgia)

South of Markham, 1957. After skirting the race course at Doncaster, the joint line passed over the quadruple GN main line to the capital. O4 class 2-8-0 No. 63693 of Mexborough shed takes its train of loaded coal wagons north, to Kirk Sandall, then will head north east, to Hull, Goole, Grimsby or Immingham. It will be passing from double to single line and as can be seen by the bracket signal in front, there was a link from Low Ellers Junction to the GNR line below. (Transport Treasury)

Connections at the Carrs

Around a mile south of the joining to Markham colliery along the single line, a water column was built at Bawtry Road. Due to the nature of the line, trains would often wait here and so the opportunity to refill the engine’s water supply seemed appropriate.

Location diagram. To enable the joint line, now double track, access to the extensive GN sidings south of Doncaster station, a short connection, 1,000yd, was built by the Joint Committee. This went from (Left) Potteric Carr (J. Law Collection) on the main line, with on the left, a small wooden box on the up side, up to meet their line at (Top inset) Low Ellers. It was opened in 1909, the box being in the ‘V’ of the junction created.

The signalman in Low Ellers signal box also controlled the almost 1,000yd of double track until the next box south along the joint line, at (Top left) St Catherine’s is encountered. (N. D. Mundy) There are actually two junctions here, both between the joint line and the L&Y’s Dearne Valley line. The wooden signal box is on the western side of the joint line and from it descends a ¾ mile curve to meet the Dearne Valley line on the left. Upon meeting the L&Y line, there is (Top right) Black Carr Sidings West, to enable traffic from the Wakefield direction access to the joint line. Approx. sixty yards apart and a similar curve also meets the Dearne Valley line at (Above) Black Carr Sidings East for traffic destined for Lincoln or Retford. This 1909 curve opened by the L&Y/GN is not at any gradient. This is because as soon as the Dearne Valley line has passed under the joint line, it rises up on a gradient of 1 in 220, stiffening to 1 in 131 against loaded trains, so that by the time the joint line is encountered, it and the curve are at the same level. (BP & John Law Collection)

Tickhill, 1910. For the next three miles south the line is single and after half the distance, sees the start of the gradient, up at 1 in 113. At six miles from Doncaster a station was built, opening on 1 December 1910. This excursion train is dated 6 July, several months before its official opening, and MS&LR class 2A 4-4-0 No. 693 heads quite a long train of six wheeled coaches; a Sunday school outing to Cleethorpes. The main buildings are on the Shireoaks platform and a small shelter suffices for passengers travelling to Doncaster. A sturdy footbridge links the two platforms. (BPC)

Tickhill, 1908. On 16 September, an inspection saloon was hauled along the line for the Board to inspect the works. (Lens of Sutton Collection)

Tickhill and Wadworth, around 1916. The second name was added on 1 July in the year after opening, the station being half-way between the two villages. Normally at that time, railways employed few women and then mostly in clerical roles. The call up of men for the First World War from 1914 led to many more women being employed, and shown here are the painting squad. The station provides a useful crossing place for up/down trains. (BPC)

Tickhill, 1952. In April 1926 the station closed to passengers, only to re-open in July of the next year, that only lasting two years. The buildings seem in good repair despite them having been closed for around thirty years. Much of the 65 wagon capacity of the goods yard, in the middle, behind the station buildings, looks occupied. It boasted a five ton crane. At the end of what was the platform for Doncaster passengers, is a cute starter signal. Note the catch point on the up line to prevent run-aways down the gradient. Meanwhile, in the distance, there is a bracket signal just visible, for Firbeck Junction on the up line. (The Stephenson Locomotive Society Photographic Collection)

Tickhill & Wadworth, no date. Standing on the grassy bank gives a better view of the station buildings on the Shireoaks platform. A guard’s van and wagon have been ‘parked’ on the up line whilst the engine is doing a spot of shunting in the goods yard to the rear of the buildings. (D. Chandler Collection)

Tickhill & Wadworth, 1959. Here is a larger picture for more detail that is tantalisingly visible in some of the previous pictures. This wooden signal box is at the southern end of the (down), Doncaster platform and has 28 levers. It survived until 1970. The remaining arm on the gradient post reads, ‘1 in 200’, while the missing arm said, ‘1 in 113’. (Milepost 92½ Picture Library)

Firbeck Junction, 1963. Around a mile and a half further south, the line has become single again and a triangle of double track lines leading to Firbeck and Harworth collieries is met. Looking east from Apy Hill Lane bridge captures an unidentified O4 class 2-8-0 with another train of loaded coal wagons waiting to come off the branch. Being on the left hand fork its route will be south towards Brancliffe. Having being brought to a stop, the engine will have quite a task when it re-starts as the gradient is 1 in 137 against it, with the summit being some five miles ahead. ‘A’ junction signal box is on the left with the third curve of this triangle being near to the trees in a line. Note the method of preventing trains entering the main line; if they ignore the stop signal then the catch point just in front of the engine will derail it. To allow the train to proceed the signalman would have to pull lever 13 to lower the signal and levers 9 and 11 to align the rails. (M. Mitchell)

Approaching Firbeck Junction, 1963. Having set off from a colliery to the south, this loaded, north bound coal train is traversing the short single line section prior to the junctions. As can be seen by the arms on the bracket signal, (lever No. 3 having been pulled to raise the right-hand arm) O2 class 2-8-0 No. 63937’s route is as a down train towards Tickhill and beyond. The shorter other post on the bracket signal is for around the curve, seen above, to the collieries. (M. Mitchell)

Firbeck Junction ‘A’ signal box, no date. Between the two junctions on the main line the track was double. We are standing on the grassy bank looking across the main lines at the wooden box. Its 36 levers opened to serve the collieries on the branch in 1927. The chords from the two junctions, around half a mile long, met at a junction controlled by a similar box with only 12 levers. (BPC)

Firbeck, 1962. Arriving at the colliery from under the Worksop to Doncaster Road, on a cold, but bright, March day is O4 class 2-8-0 No. 63647. Based at Retford it will have left the main line to Sheffield at Brancliffe East Junction and joined the SYJR (South Yorkshire Joint Railway) line near Dinnington. (S. & A. Warnes)

Thurcroft colliery, 1963. A popular way of visiting tracks not normally used by passenger trains was by ‘Brake-Van Tours’. These consisted of a number of vans coupled together and the enthusiasts stood around in them, alighting at convenient places to take photographs. This tour was hauled by ‘Austerity’ 2-8-0 No. 90498 (1944–66), more used to pulling loaded coal wagons from the colliery. (J. Law)

Maltby colliery North, no date. About 1½ miles west of Firbeck is the start of the rail connections to serve the colliery, adjacent to the modified Lime Kiln Lane. This all wooden cabin is on the east of the line and contained 24 levers. (C. Goode)

Maltby, 1918. This plan is one drawn up by the MR in their distance diagram books. At the far end of the complex are ten blind ending sidings where empty wagons were stored. These sidings came together under a footbridge, and their wagons were pushed into one of ten loops under the screens, where they were filled. Beyond, they were organised in two groups of five loops, depending if their destination was north or south. These loops coalesced by South box and wagons could be stored in the colliery sidings loops between here and North box.

Maltby colliery South, 1973. This 36-lever box is situated on the up side around 500 yards west and controls not only access to the colliery sidings but also the northern end of the up/down lines through the station, a short distance further along the line. This view is north with the main up/down line next to the box. There is a floodlight tower behind the signal post. As the boxes were not open 24 hours a day, there were only six signalmen allocated to the three boxes here. According to the 1939 staff returns, this box was deemed to be the more difficult and so was rated as needing two Grade 4 men (at £2 12s 6d pw) whilst Station and North boxes each merited only two Grade 5 men with wages of 48s (£2 8s 0d) per week. (G. W. Sharpe)

Maltby, 1935. This twelve ton wagon was built by the Gloucester Carriage & Wagon Works. Its seven planks were painted the almost universal colours of black shaded, with white letters on red oxide bodywork. The small lettering reads, ‘Empty to Maltby Main SY joint lines.’ (BPC)

Trespass notice. Although there was the weight of the law behind such notices they were really meant as safety measures. This one is believed to be near Tickhill. This line, passing through what was open countryside, cuts across lands, roads and footpaths. Deviations of the latter to nearby roads reduces risk but old habits die hard and people persist in following old pathways that have been there for many years before the coming of the railway. It is almost impossible to stop people crossing railway lines, and all too often in modern times this leads to a fatality. (Unknown)

Pilotman’s ticket. The pilotman’s ticket was used when the Key Token or Tablet signalling apparatus was out of order. The SYJR line had sections of both single and double track.

The pilotman’s job was to act as a token (or tablet) and ride with each train so that there was only one train in a section at a time. If there were more than one train to go in the same direction, he would issue the driver of the first train with a ticket that gave the driver permission to travel without the pilotman being on board. A second train would get another ticket and so on, until the final train in that direction, on which the Pilotman would ride to get to the other end of the section and bring a train back from that end. (BPC)

Maltby, no date. The two platform station provided opportunities for trains to pass each other, always a problem on single line routes. Here, waiting at the up platform, is an unidentified train from Doncaster, the service running to Shireoaks originally, later extended to Worksop. The terminating at a larger town, reasoned the Committee, would mean more passengers using the line. This curious gathering may be no more than a posed shot of staff, as was the norm when a photographer appeared at a station. The 10th Earl of Scarborough gave permission for the line to run through his land. Apparently, when he was at his London residency, he would send his laundry hamper back to his ancestral home, twice per week, via Maltby station. Perhaps the hamper is being unloaded.

Pictures of GN engines, as a constituent of the SYJR, are quite rare. Here, one of the company’s Metropolitan Tanks, G2 class 0-4-4WT No. 244, hauls the coaches. A regular service stopped on 2 December 1929, although excursions and seaside trips regularly used the platforms. Of interest is the noticeboard on the down platform, being labelled ‘SYJC’. Note the trip hazards littering that platform. With a down train having just left (2.22pm) and the arrival of this train (2.42pm) it is vital that trains are dispatched promptly on the single track.

Indeed, the Committee often heard the idea that passenger trains occupied slots and held up coal trains – a foretaste of the arguments on the Woodhead route in decades to come. (BPC)

Maltby station signal box, no date. Situated on the Shireoaks platform this 28-lever box regulated the passing of trains along the two lines as well as the shrinking, at the southern end of the station, to a single line. (BPC)

Maltby, no date. Between Colliery North box and just south of the station was an approx. half a mile passing loop with two 450ft platforms at the southern end. The platform mounted signal box, on the right, oversees events, including the southern exit to the loop. Opening on 1 December 1910, like Tickhill it underwent closure, re-opening and closure, ending in 1929. During some of the 1930s there were Saturday only trains to Sheffield and Doncaster, the latter using the platform with the larger buildings on. To the left of them is a small 70 wagon capacity goods yard. This was the most important station on the line, with the station master receiving a salary of £80 as well as a free house. As can be seen as the line heads south under Tickhill Lane, it becomes single and remains so for the next 2½ miles. (BPC)

Line timetable for 1929. The station was opened in December 1910 and was served by a Doncaster to Shireoaks passenger service provided jointly by the GCR and the GNR. The latter left this arrangement after just one year and the GCR carried on, extending the service to Worksop in 1920. The service closed between April 1926 and April 1927 and finally in 1929. (BPC)

Dinnington & Laughton station, no date. After leaving Maltby station the line meanders south west as a single line before becoming double at Dinnington North; a small 8-lever box controlling events. This situation lasted from its opening in 1913 until 1956. Over half a mile south and the barren platforms of the station are reached. It wasn’t always so. There was a set of wooden buildings on the platforms, but unfortunately they caught fire on 18 July 1914, some 3½ years after opening. Their replacements, a wooden booking office/waiting room and lamp room on the Worksop bound platform and brick built structures opposite, lasted until the mid-1960s before demolition. Adjacent is a small 68 wagon capacity goods yard, and on the up side was a connection to a gas works. (BPC)

Dinnington colliery signal box, no date. Around a mile further south from the station is the start of the colliery branch. There are five, quarter of a mile loops parallel to and connecting at both ends with the main line. Mid-way along the loops is this 1907 signal box with 29 levers. Posing are the maintenance gang with the ‘Bobby’ from the signal box in his white shirt with its sleeves rolled up. In the mid-1930s a miner would probably have earned about the same as a Grade 4 signalman (£2 15s pw) This box was probably a lower grade, and the recruitment of men from railways to collieries was a continual problem, usually due to the ability to earn higher wages. For comparison, the lengthmen would earn £2 per week and the ganger around £2 8s per week. (C. Booth)

Dinnington colliery, no date. This view from Church Lane is across stock sidings where loaded wagons are held until needed. Colliery owned wagons have the owner’s name in an arc across the wagon with the ubiquitous word ‘Main’ on the door. Painting, when new, would be red oxide with white lettering and black ironwork. (BPC)

Weighbridge staff at colliery, no date. An overlooked, but important job at collieries was to know how much coal was in each wagon, let alone the destination. Customers want to know how much they have bought and the engine driver wants to know the weight behind him due to gradients, etc. (Dinnington Heritage Society)

Dinnington sidings, 1962. Waiting for its next turn is a typical ex-GCR O4 class 2-8-0 engine. No. 63637 was ordered by the Ministry of Munitions in 1918 from private contractors Nasmyth, Wilson from their Patricroft works in Salford. It has been resident at Retford shed since the start of the Second World War and was withdrawn from there later in the year. (R. Williams, Chris Booth Collection)

HOMES AND PEOPLE IN THE YORKSHIRE COALFIELD

New homes

The coal measures that make up this coalfield gently tilt towards the east, becoming deeper the further east one travels. Thus at Barnsley in the west, the famous seam named after the town is at surface level, and yet 30 miles to the east, the same seam is around 1,000 feet underground. While pits in the west could be worked around existing settlements, as new pits were sunk to the east, often in rural areas, new communities had to develop. With plans to employ around 3,000 men at each pit, and as this was before councils built houses on any scale, some serious house building would have to be done by the colliery company or their agents, with different styles of houses for different grades of workers. Thus ‘model villages’ and ‘garden cities’ sprang up, together with the necessary features of community life such as churches, schools, shops, pubs, community centres and recreation grounds.

Industrial housing in the nineteenth century was very primitive, with houses in long blocks and back alleys in a grid system. Bathrooms were practically unheard of and toilets were provided in blocks in the rear yards. Exemplars of better quality housing for workers came from the Cadbury family at Bournville and Lever Brothers’ development at Port Sunlight on the Wirral. With a shortage of labour at the end of the century, being able to attract and retain a good workforce was considered essential for profitability of the mines. Later, in 1922, a group of collieries formed The Industrial Housing Association to stop poor quality speculative house building and to build homes to high standards.

Plan of Woodlands Model Village, 1910. In the early 1900s Arthur Markham, owner of Brodsworth colliery, bought land and commissioned a competition for the best set of plans for housing. The prize of £100 ensured that over seventy entries were received. Starting construction in 1907, 120 cottages were built at a very low density with lawns and mature trees of the original parkland retained, and even a gardener of some importance was brought in to plant the front gardens. There were nineteen different housing layouts in blocks of different numbers, and being a model village, two lodge cottages and a set of wooden gates marked the entrance. (P60 of DF book)

Edlington, no date. A variety of houses were built for different grades of workers. Detached, semis and short terraced houses for managers, pit officials and workers, some with upstairs bathrooms and others with them on the ground floor. Schools, shops, cinemas and in some cases, outdoor swimming pools for children were part of the paternalistic attitude the owners had towards their employees. The buildings were laid out so as to create a ‘model village’ concept which included entertainments, pubs and a dance hall, allotments and churches. So desperate were the collieries to produce coal, and so severe was the shortage of houses, that firms resorted to putting on special trains and buses to transport miners from further afield. Not everyone thought that miners should have decent housing. A postcard of new housing at Fitzwilliam had the following words added, ‘Miner’s houses and the coming generation of Reds. They don’t appear to be behind in numbers.’

Carcroft, 1930s. Looking along Owston Road in the New Village shows a range of shops, some with goods outside, of the type immortalised by Arkwright in the TV series Open all hours. With the colliery at the end of the road it was an easy walk to work. Yorkshire Main colliery had an open air swimming pool.

People of the mining community

Hemsworth, 1912. It is difficult for us today to realise the very large number of people employed in mining and just how important the industry was to the nation. Everything, but everything, was powered by coal. The was no national grid to convey generated electricity all over the country. Everything was powered by coal. In 1875 the SY coalfield produced 15M tons of coal; by 1900 the output was close to double; and by 1925 it was producing in excess of 45M tons. The numbers employed were prodigious. Not only whole families, nor whole streets but whole ‘new villages’ were employed in mining: 1.2M people by 1920. Any disruption in the process had a devastating effect on the whole village.

Miners sought to have a minimum wage and went on strike to force the mine owners to agree to their requests. The first national strike started in January/February 1912 , when demand for their product was greatest. It was only brought to a conclusion, in April, due to Government intervention as they could see the country grinding to a halt without any coal. The Coal Mines Act forced owners to pay a minimum wage. During the strike, groups of men, women and children would sift through the spoil on the slag heaps to salvage what useable coal they could find. (BPC)

Pit ponies, 1912. Ponies haven’t always been used down mines to haul tubs of coal to the shaft so that it can be brought to the surface. It took an Act of Parliament in 1842 to banish the use of women and children under 10 (later 13) underground. Thereafter, small horses and ponies were used. At its peak, in 1913, around 70,000 ponies were used underground. They would spend most of their working life underground with, perhaps, a brief visit to the surface annually. The strike of 1912 must have brought great joy to the animals as they had 37 days in fields with fresh air, grass and water. Here are a group of youngsters revelling in the pony’s freedom. (BPC)

Rescue team, no date. All mines had a rescue team and hoped they would never have to use them. It is an understatement to say that mining is a hazardous occupation! Workers would have to contend with gas, fire, explosions and roof falls. To rescue men would take a specialised team of miners who knew the pit and its workings well, but this activity was not without its own danger. The Coal Mines Act of 1911 established compulsory rescue teams and their training, including first aid. It also prohibited the employment of boys under the age of 14 from working underground. Every mine had to be within 10 miles of a Rescue Station. This squad, from Maltby Main, are displaying some of the equipment, especially for breathing, they would use, outside the Rotherham Mines Rescue Station. (BPC)

Bentley colliery band, no date. As well as providing facilities for outdoor recreation such as recreation grounds, gardens, play equipment and swimming baths, Miners Welfare Committees developed halls for meetings. It was a sense of great pride for a colliery to have a brass band. In more recent times some made records which were very popular, and the film of such a band, Brassed Off, was well-liked. Even though there are no current deep pits there were scheduled to be over fifty bands entering the 2020 competition. This is the colliery band proudly marching through the streets where they lived, their banner proclaiming their name. (BPC)

Whippet racing, no date. While many cricket and football teams were developed, no activity in many people’s eyes equates to South Yorkshire better than this style of dog racing. Whippet racing was first popularised in the mining areas of the Midlands and Yorkshire, with Lancashire being the hub. It was, until the First World War, more popular than greyhound racing, the dogs being called ‘the poor man’s racehorse’. By 1940 racing traps had been introduced and dogs raced in lanes, chasing a lure; prize money was to be won and bets were placed. As there was no standard for what constituted a whippet an association was formed with rules and regulations. Some owners cross bred their animals with greyhounds as they ran faster. An offshoot was set up for pedigree only whippets, which itself split in 2009. Dogs were weighed before races to make races fairer and were launched by one person, often its trainer, with one hand on the tail and the other round the scruff of the neck to give them a boost at the start. Usually the track was over 100m long and could easily be set up on playing fields and recreation grounds. Another person, usually the owner, would be at the end of the track waving a coloured flag to encourage the dog along; a scrap of food at the end usually helped! (BPC)

ACKNOWLEDGEMENTS

The Royal Family have made several visits to Yorkshire. During 1912, King George V and Queen Mary undertook a series of tours of industrial and mining regions of the country with the aim of ‘acquainting themselves with the lives, work and homes of their industrial subjects’. Twenty-five years later, the now King George VI toured from Hull to Bradford with the same objective, and in 1954 The Queen and Prince Phillip visited the area. King George V was well liked, as not only did he go down a mine in a cage but also visited Cadeby the day after an accident killed 91 men. Miners stopped work as a mark of respect during the funeral service for the late King. (BPC)

A single book, let alone a series, is probably impossible to do on one’s own, so these volumes only exist due to the efforts of a large number of people, organisations and public bodies. A starting point for any book about the MS&LR/GCR must be the excellent trilogy by George Dow, first published in 1959, a veritable mine of facts, data and views. Mike Brearley in Swinton and Dave Fordham in Doncaster deserve special mention for taking the time and effort to assist, as does Chris Booth. Bob Gellatly and Bryan Longbone of The Great Central Society as well as Nigel Mundy of the Signalling Recording Society and the Industrial Railway Society have been wonderful sources of information and are knowledgeable people who have all given their time and expertise freely. Without the IT expertise of David Hodgson and Jon Harrison this volume would not have been possible – many thanks. The local studies sections of several libraries have been a mine of information and their archives contain many useful pictures. Mention must also be made of Geoff Alsop, Mike King and Jeremy Suter. Individual people have been attributed by photographs – my apologies if I’ve omitted anyone. In this digital hi-tech world, pictures can be cloned and sold in many markets, often without the taker’s agreement. If I have bought and used one of your pictures without your knowledge, then please let me know.

BIBLIOGRAPHY

A vast number of books, periodicals, plans, timetables and ephemera have been consulted in the preparation of this book, including:

Great Central, volumes 1–3, George Dow.

Regional History of GB Volume 7, The West Midlands, Rex Christian.

Railway Passenger Stations, Michael Quick.

Signal Box Registry Volume 3, LNER (Southern Area), SRS.

The Godfrey Edition of 25 inch to the mile maps.

Railway Rambles around Doncaster, C. T. Goode.

Railway Centres: Doncaster, Stephen Batty.

Mexborough, a railway junction to everywhere and its steam locomotive depot, Mike Brearley.

Manchester to Marylebone – a short history, Robert F. Hartley.

Pictures have been collected from a variety of sources, ranging from public libraries to not so good quality ones at the bottom of a box at a car-boot sale! But they are included as they illustrate an otherwise unseen object/structure.

Strines, 1963. An unknown B1 class 4-6-0 takes a stopping train east.

Station staff, Romiley, pre-1923.