Ruth: “Carry On Gleaning” – A Comedy with a Deeper Meaning?

This article was originally written as an essay as part of Old Testament Studies for my MA.

Scholars have suggested a number of motives behind the writing of Ruth. [1] Whatever the merits of the different proposals, it seems to me that Ruth was just as likely to have been written as a bawdy adult comedy/pantomime. It could perhaps be subtitled ‘Carry On Gleaning’. It might have been the ‘Up Pompeii’ of ancient Israel. However, within the clever plot [2] and camouflaged by sexual innuendo, there are robust and intriguing characters that the reader can identify with. [3]

It was ‘Harvest Festival’ (‘Pentecost’ or the ‘Feast of Weeks’) [4] everyone had been drinking – the whole village was ‘happy’. Dinner had been followed by all the usual speeches. Old jokes had been told (and retold), particularly those about sheaves, grain and seed – full of the usual sexual innuendo. [5] Village dignitaries had pompously promised gifts to the poor, some had made commitments that they would rue, come the morning.

It was now time for the reading of Ruth; or rather, for the second, ‘real’ reading. Ruth was read in the morning in the Synagogue a beautiful story of loyalty, conversion, hope [6] and of the ancestry of King David, or so it always seemed in the morning light. In the Synagogue the village elders had pontificated about the importance of caring for the stranger, [7] about the possibility of redemption for the worst of aliens (even Moabites); [8] and about duty and honour They talked of Boaz, fulfilling his responsibilities; [9] of Naomi the godly mother-in-law (struggling to accept the consequences of her husband’s folly); [10] of a beautiful, modest, dutiful, Moabite daughter-in-law. [11] Characters full of loyalty and faithfulness. [12] A sickly-sweet story – the ‘Mills and Boon’ of the five scrolls. [13]

I don’t think Ruth was written for the Synagogue. Those pious interpreters probably missed the point. [14] It was written for the evening, for the party! It was, first and foremost (and still is), a ripping good yam! A really well written ‘comedy’, [15] full of innuendo, with real 3-D but ambiguous characters. Characters that you could easily read yourself into. You couldn’t but be drawn into the plot – especially if you’d had a little too much to drink!

The evening reading of Ruth was the highlight of the Festival!

So, how did people engage with the main characters?

Naomi

Naomi enters the story through pain, suffering and complaint, [16] but her experience and response are full of ambiguity. Was she sinned against or sinning, party to the decision to go to Moab, or just following her husband, being punished for her husband’s sin, or the innocent victim? [17] Does she enter the story engulfed in bitterness trapped in her own prejudices, and remain so? Or is she, perhaps a model for working through grief? The narrative does not answer these questions directly – this is part of its strength. [18] No one is excluded, ancient/modem readers are invited into the plot, invited to see themselves in Naomi. Her experience and expression of suffering parallel theirs – they can feel their own pain worked out in Naomi’s character.

Naomi decides to return to Bethlehem. [79]

It would be natural also to question Yahweh’s role? Given prevailing theology, early audiences would see ’cause and effect Elimelech flirted with ‘Moabite foreigners’ and reaped the reward. [19] It seemed that his sons did too ‘sins of the fathers’ and all that! [20] How many generations would reap the rewards of Elimelech’s sin? None! Unless that is, Naomi, or one of her daughters-in-law, remarried! If that happened, would the curse remain?

Given all the possibilities, what is going on in Naomi’s mind? Perhaps this:

Elimelech’s decision was wrong. I knew that right from the start. Moab, of all places! Whatever possessed him?”

“It’s an evil place’, I warned him. ‘Yahweh warned us against Moabites’, [21] I said. And I was right!”

“Losing Elimelech left me all alone in Moab! I couldn’t face the shame of returning to Bethlehem. I just had my two boys – I focused on them, but couldn’t really forgive Elimelech. I worked hard to secure wives for the boys and began to hope for grandchildren.”

“In ten years there were no children. How I wished that I’d chosen better wives. I’d decided to suggest that the boys should look for second wives, when both boys upped and died – Yahweh’s curse, [22] I’m sure.”

“Elimelech, what have you done? I am all alone, I have no one! I’m left with two barren Moabite women to care for! What is to become of me? I’d be better off dead.”

Naomi identifies herself with the dead rather than the living. [23] Her depression is self-reinforcing. She wants nothing more to do with these Moabite women they embody her distress. [24] The dialogue in Ruth 1.8-17 might suggest concern for her daughters-in-law [25] but actually depicts her as bitter and self-focused. Her subsequent silence on the journey speaks volumes. [26] Her ‘poem’ in Ruth 1:20-21 is melodramatic. [27] Her failure to mention Ruth reflects ambivalence toward Ruth: [28] “This Moabite woman is an embarrassment, she highlights my folly and disgrace, I do not want her here.” Yet Ruth is all Naomi has.

Naorm remains self-focused throughout the story, showing no concern for Ruth as she leaves for the fields to glean. [29] Apparently concerned for Ruth’s future happiness, she is, however, Gontent to risk Ruth’s honour at night at the threshing floor. [30] Her silence once she has her grandchild and the women extol Ruth’s virtue, is telling: “Calamity from the god of the patriarchy she has been quick to proclaim. Generosity from a wealthy man she is quick to praise. Grace from a foreign woman is perhaps beyond her comprehension. Little wonder that to the message, ‘your daughter-in-law who loves you is better than seven sons’, her response is silence“. [31]

Boaz

If Naomi is bitter and twisted, Boaz is ‘a pillar of the community’. [32] He greets everyone according to the proper religious formulae; [33] he speaks in a ponderous/pompous form of Hebrew; [34] his initial dealings with Ruth are very correct. [35] The listeners will recognise, in him, the leading men in their village – very proper, yet in the context of this yarn, possible to ridicule.

His pomposity is the appropriate foil for his growing infatuation with Ruth. [36] We cannot be sure what about Ruth attracts him – possibly beauty. [37] However, a slightly plump, country-girl Ruth might best fit a ‘Carry-On’ story. If this was a play we would see an exaggerated turning of the head as Boaz first notices Ruth, we might hear a quiet exclamation of delight before he draws himself together to ask his overseer, “Whose maiden is this?” [38] Boaz behaves properly toward Ruth, but the audience know that he’s hooked.

Boaz and Ruth’s conversations are laced with double meaning. He talks of ‘staying close’ [39] She talks of him ‘noticing’ [40] her, a foreigner. [41] He covers his confusion with a wordy statement but can’t quite avoid sexual overtones. [42] Her reply gives room for that little giggle, or raised eyebrow, that might accompany one meaning of ‘your maidservant’. [43] Boaz is hooked, his mild generosity of the morning gives way to profligacy [44] everyone listening ‘knows’ [45] where things are leading.

The tension, for the audience, is enhanced by the reputation of Moabite women. [46] Boaz is entering dangerous territory – what will happen to him?

We next meet Boaz at night on the threshing floor, in a slightly pickled state, asleep after celebrating the end of the harvest. Any Israelite would know that the fields were a dangerous place for an eligible man to sleep at night. Boaz’s alarm when woken was understandable – the Lilith, the demon maiden, could have been about, searching for a mate! [47]

The audience is prepared for sexual encounter by the activities of Naomi and Ruth. They are clearly preparing for marriage. [48] Sexual innuendo continues with references to ‘feet’ [49] and ‘lying down’. [50] Boaz wakes, perhaps because of the cold on his legs, in his alarm he is undone/uncovered in more ways than one. Perhaps Ruth wakes him and he sees her uncovered before him. [51] Which is it? The audience is left to wonder.

Which of these two images gives the better impression of what was happening that night in the field? [77]
Boaz and Ruth. [78]

What does happen between Boaz and Ruth that night? We can’t be sure. We’re not sure that Boaz is really sure what happened. [52] – there was plenty of drink around that evening! We can, however, be sure that the ambiguity is intended by the author. [53] The audience cannot but see the similarities with other biblical stories. [54] They’re left to read almost anything into the situation.

Ruth seems to offer herself to him – Boaz recognises the sexual connotation in her reference to his cloak, but also that she is challenging him to fulfil his earlier blessing. [55] The audience is torn between titillation, at the possibility of sexual gratification, and jeering at pompous Boaz for being trapped by two women, [56] one a Moabite woman!

The latter part of the story has Boaz cunningly manoeuvring the anonymous relative [57] into a corner from which there is no retreat. He manages to buy [58] a Moabite woman without losing the respect of the community – he is the honourable redeemer. [59] In the story he’s definitely the winner. [60] The audience is left considering the motives of the village elders who sit at the gate of their village. What is happening as they make decisions? Is everything just as it appears, or are these ‘pompous’, ostensibly magnanimous/gracious, elders only really working for their own ends? Could that also be true of the elders teaching in the Synagogue?

Ruth

Ruth, a Moabite! The audience titters when she first enters the narrative. Moabites, and particularly their women are not good news. [61] The first possible signs of Ruth and Orpah’s loyalty [62] surprise them. Orpah’s decision to leave Naomi draws the audience’s boos: “We told you so, Moabites are no good! Go on Ruth, leave too!”

They hear her profession of loyalty [63] – its difficult to believe – they can’t credit good motives to Ruth: “She’s after something. Let’s wait and see!” Ruth’s loyalty to Naomi [64] continues to perplex the audience throughout the story. They are surprised at her willingness to glean in the field, but quickly they suspect that she will seduce the young Israelite men. Eventually they see her tangled with Boaz in a complicated romance, perhaps this is where she will show her true Moabite colours. The sly comparison with the Lilith tickles their fancy, [65] and they certainly have some fun at Boaz and Ruth’s expense.

But which side should they take? They have to decide. Prejudice says Ruth is evil, to be avonded Yet Rath shows faithfulness and loyalty, to Naomi and Boaz. [66] Yes, the author has allowed some titillation, but did anything wrong actually happen at the threshing Door Re can they believe that a Moabite woman is good? Yet if they don’t what does that say at the ancestry of their great King, David?

What does Ruth herself feel? Her husband is dead. Hier mother-in-lapse doesn’t want to know her. Chances of another husband in Moab are low. Who would want to marry second-hand goods? Israelite second-hand goods at that? [67]

Are Ruth’s motives as pure as they first seem? She has little choice. She cannot bring herself to follow Orpah who walks out of the narrative, probably into poverty and spinsterhood. [68] Ruth knows she’s committed to Naomi, no matter how bitter the wild woman is. Loyalty is her only option and she goes for it.

The journey to Bethlehem is hard – Naomi ignores her. [69] The entry into Bethlehem, harder still – for everyone ignores her. [70] She is determined not to be defeated. It is harvest-time and she heads for the fields – she’s heard Naomi mumbling about Boaz. [71] and determines that she will find his area of the field, she’s surprised to find it at the first attempt. This will be her way of helping both herself and Naomi. Her encounter with Boaz goes well – she can see that he’s interested in her. He’s clearly a respected man a bit ponderous/pompous but widowed Moabite women in Israel cannot be too choosy, can they?

Her triumph is hard to hide when see returns home – she tells Naomi of her work in the field, holding the name of Boaz for the last final flourish of her statement [72] (incidentally, holding the audience’s interest – they know something Naomi doesn’t know). She plays a small word game with Naomi, about men/maid-servants [73] which gently reminds Naomi of her earlier lack of care for Ruth.

Seven weeks she works in Boaz’s fields – she becomes quite fond of the old blighter. She isn’t surprised when Naomi suggests that marriage should be pursued, she listens to the plan and works out her own variation of it. [74] The risk is great, Boaz may just use her. In the event she has him trapped, just as on the following day he would trap the anonymous relative.

Conclusion

This is a very clever story, one that draws the audience in through an excellent plot and bawdy humour. The characters and the message contained within the story are such that the original audience could not have been left unmoved or challenged. It really does rate as “a ‘good yam’, superbly written”. [75] We can see God’s providence at work – and that seems to be the point. The story asks whether we can really see God at work in the lives of ordinary people. [76] The answer it provides is ‘Yes!’.

Notes

  1. 1:p25ff; 2:p259; 7:p201.
  2. A well devised plot – intrigue draws us into each scene. A classic pattern of exposition/conflict/resolution (12:102ff). This “story has power to draw us in almost against our will” (11:p63f). Part of its allure is its honest embrace of pain (6:p25ff) see also note 15 below.
  3. The interaction of the narrator and characters (12:p68-71) and the quality/depth of the characters (19:p37-40; 20:p71ff) is what makes this story.
  4. 17:p78; 21:p12f
  5. 8:p126 (note 29).
  6. 5:p146-165; 7:p197; 20:p71ff
  7. cf. Exodus 23:9; Numbers p9:14.
  8. Ruth 1:16f: cf. 15:p37,42 – re: conversion.
  9. 17:p102.
  10. 15:p36f.
  11. 5:p148-161.
  12. Hesed, (חֶסֶד) Ruth 1:8 occurs frequently in the book, and carries the idea of covenant loyalty, cf. 5:p148; 7:p206; 21 p23.
  13. 21:p12 cf. 17:(whole book)
  14. Although they would receive Rabbinic support (cf. 5:p148-165, 15:p37-47)
  15. ‘Comedy’ is also the literary term for ‘the story of the happy ending’ (19:p82; cf. 20:p72) – Ruth fits this traditional pattern.
  16. 17.p98
  17. 7 p208; 8:p72; 10:p197; 15 p36f.
  18. Our response to narrative gaps affects our understanding of the story cf. 4 p12: 22:p20-25.
  19. 15:p36f
  20. cf. e.g., Exodus 20:5; 34:7.
  21. cf. Deuteronomy .23:3.
  22. Ruth 1:13: cf. 21:p27; Exodus 20:5; 34:7.
  23. 8:p70f cf. 1:p46.
  24. 15:p 34.
  25. 15:p35f
  26. Ruth 1:18, 8:p74.
  27. 15:p34f
  28. Ruth 1:19-22, 8:p74f.
  29. Ruth 2:2, 8:p76f
  30. Ruth 3:2-4, 15:p36.
  31. 8:p82; Ruth 4:14-16.
  32. ba’an (בעז) was one of the columns in the temple the name could mean ‘quickness/strength’ (1:p55), ‘powerful/potent’ (3:p51); he is introduced as a man of substance/worth/wealth (1:p56; 8:p83).
  33. Ruth 2:4, 10:p205
  34. Ruth 2:8-9,11-12; 15:p43.
  35. Ruth 2:8-9, 15:p43.
  36. 8:p85: 15:p44
  37. 5:p161-163
  38. Ruth 2:5 (RSV) – he is already thinking, ‘Who does she belong to?”
  39. Ruth 2:8, of. Ruth 1:14 – root (דָבֵק) – cleave – cf. Genesis 2:24; 34:3.
  40. Ruth 2:10 cf. 21:p51
  41. Ruth 2:10: Ruth is a נָכְרִיָה – a ‘temporary foreigner’ – emphasising her alienness (14:p147), or ‘one not recognised as part of the family (21:p51).
  42. Ruth 2:12: of. Ezekiel 16:8 – which is using sexual imagery.
  43. Ruth 2:13 – שִׁפְחַת – may be ‘concubine’, but Ruth 3:9 – אַמַתִי  – does mean ‘concubine’ (21:p53).
  44. Ruth 2:14-17, 21:p54
  45. Ruth 3:4 – ידע – there is double meaning when this word is used (7:p218).
  46. Numbers 25:1-5; cf. Genesis 19:31-38.
  47. 21:p76-80
  48. Ruth 3:3; cf. Ezek. 16:8-13.
  49. Ruth 3:4,7,14; בול  – feet/legs/genitals (7:p217; 9:p156,193, 18:p37f, 21:p70)
  50. Ruth 3:4,7,8,13,14 root שָׁכַב – ‘to lie with/down’ (7:p218; 18:p39).
  51. Ruth 3:4 – נליח – the Hebrew works both ways.
  52. 8:p87.
  53. 2:p272; 7:p217; 15:p46f
  54. Ruth 4:11f; Jacob/Leah/Rachel – Genesis 29; Judah/Tamar – Genesis 38 (3:p62ff, 8:p72f, 9:p104f).
  55. Ruth 3:9 cf. Ruth 2:12.
  56. 7:p212; 10:p207
  57. The Hebrew (בְּלֹנִי אַלְמני) – 7:p222f, 8:p91; 15:p45 and specifically p127-129
  58. Ruth 4:10: cf. 13:p140, note 140 – they would not question the ‘purchase’, just her Moabite status!
  59. 2:p275f, 15:p45f; 21:p107ff, 115ff, 136ff.
  60. 8:p91f
  61. Genesis 19:31-38, Numbers 25:1-5; Deuteronomy 23:3f, Judges 3:12-30, 1:p33; 8:p69f, 15:p38.
  62. Ruth 1:6,10.
  63. Ruth 1:16f
  64. 16:p97
  65. Ruth 3:8-9 cf. 21:p76-80.
  66. Hesed, (חֶסֶד)
  67. 8:p97f.
  68. 8:p97f.
  69. Ruth 1:18; 8:p74.
  70. Ruth 1:19-21.
  71. Ruth 2:1.
  72. Ruth 2:19.
  73. Ruth 2:21f; 8:p98f; 21:p58.
  74. Ruth 3:9 cf. Ruth 3:4; 8:p99ff; 17:p101f.
  75. 4:p9: quoting Goitein; Iyyunim ba-miqra; Yavneh, Tel Aviv, 1957; p49.
  76. 2:p280; 7:p197.
  77. https://emilysmucker.com/2020/04/27/five-actual-romantic-lessons-from-the-life-of-ruth, accessed on 14th October 2024.
  78. https://www.radstockwestfieldmethodists.co.uk/book-of-ruth-chapter-3-.php, accessed on 14th October 2024.
  79. https://www.bookbaker.com/ko/v/Genesis-A-Visual-Exploration-Ruth-and-Naomi/8a99ff0b-37ca-4dc0-8e51-09a03b1a14e3/13, accessed on 14th October 2024.

References

  1. David Atkinson; The Message of Ruth;, IVP, Leicester, 1983,
  2. A. Graeme Auld; Joshua, Judges and Ruth; St. Andrew Press, Edinburgh, 1984
  3. Mieke Bal; Heroism and Proper Names, or the Fruits of Analogy; in Atalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press and Ruth St. Andrew Press, Sheffield, 1993.
  4. Athalaya Brenner; Introduction; in Atalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press and Ruth St. Andrew Press, Sheffield, 1993.
  5. Leila Leah Bronner; A Thematic Approach to Ruth in Rabbinic Literature; in Athalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press, Sheffield, 1993.
  6. Walter Bruggemann; Old Testament Theology: in Patrick D. Miller ed., Fortress Press, Philadelphia. 1992.
  7. John Craghan, C.SS.R.; Esther, Judith, Tobit, Jonah, Ruth; Michael Glazier, Wilmington, Delaware, 1982.
  8. Danna Nolan Fewell & David M. Gunn; Compromising Redemption; Westminster/John Knox Press, Louisville, Kentucky, 1990.
  9. Danna Nolan Fewell & David M. Gunn; Gender, Power, and Promise; Abingdon Press, Nashville, Tennessee, 1993.
  10. John Goldingay; After Eating the Apricot; Paternoster, Carlisle, 1996.
  11. John Goldingay: Models for Scripture; Paternoster, Carlisle, 1987.
  12. David M. Gunn & Danna Nolan Fewell; Narrative in the Hebrew Bible; Oxford University Press, Oxford, 1993.
  13. Paula S. Hiebert; Whence Shall Help Come to Me: The Biblical Widow; in Peggy L. Day (ed.); Gender and Difference in Ancient Israel; Fortress Press, Minneapolis, 1989.
  14. Jonathan Magonet; A Rabbi’s Bible; SCM, London, 1991.
  15. Jonathan Magonet; Bible Lives; SCM, London, 1992.
  16. John H. Otwell; And Sarah Laughed; Westminster Press, Philadelphia, 1977.
  17. Eugene H. Peterson; Five Smooth Stones for Pastoral Work; Eerdmans, Grand Rapids, Michigan, 1992
  18. Ilona Rashkow, Ruth: The Discourse of Power and the Power of Discourse; in Athalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press, Sheffield, 1993.
  19. Leland Ryken, How to Read the Bible As Literature; Zondervan, Grand Rapids, Michigan, 1984.
  20. Leland Ryken; The Literature of the Bible; Zondervan, Grand Rapids, Michigan, 1974.
  21. Jack M. Sasson; Ruth; 2nd Ed., reprinted, Sheffield Academic Press, Sheffield, 1995.
  22. Elizabeth Cady Stanton, The Book of Ruth; in Athalaya Brenner ed.; A Feminist Companion to Ruth; Sheffield Academic Press, Sheffield, 1993.

GWR Steam Motor Road Vehicles

The Railway Magazine of December 1905 included a photograph of a road vehicle powered by steam. The picture in The Railway Magazine is the featured image for this short article.

The Railway Magazine entitled this image, “Great Western Railway Enterprise.” It shows a steam motor wagon and trailer which was used for collecting and delivering goods at Henwick. [1: p480]

It seems as though the editor of The Railway Magazine removed the background from a photograph to prepare it for the magazine. The original photograph is shown immediately below.

An archive image from the GW Trust archive of road motors at Didcot. It is clear that this is the original image from which The Railway Magazine took their illustration. [2]

An article about GWR Steam Road Motors was included in Going Loco, May 2022. [2]

The two photographs show the same vehicle, No. U 308, built by the Yorkshire Patent Steam Wagon Co of Leeds in 1905. “The novel double-ended transverse-mounted boiler was used to avoid problems on steep hills. With a horizontal boiler mounted fore and aft, skill is required to keep the inner firebox crown covered with water when descending a steep hill.” [2]

The same photo can be found on the Leeds Engine Builders webpage. [3]

The novel double-ended transverse-mounted boiler was used to avoid problems of tilting when climbing hills. Internally it resembled a locomotive or Fairlie boiler with a central firebox and multiple fire-tubes to each end. In the Yorkshire though, a second bank of fire-tubes above returned to a central smokebox and a single chimney. [9]
More typical of the steam road motors was this vehicle which Hattons identify as “a Sentinel Dropside Short-wheelbase Steam Wagon which Corgi have produced in GWR Livery in 1:50 scale.” [4] This is actually Corgi CC20204 – Foden C-Type Dropside Wagon. [10]
A model of a Foden K Steam Road Motor Lorry. [5]
The full size version of the Foden K Steam Road Motor Lorry. [6]
Series Two Foden Steam Traction Lorry – Okehampton 1929, © Public Domain. [7]
GWR 4 Ton Thornycroft Lorry, 1929. [8]

Further Reading

References

  1. The Railway Magazine, London, December 1905.
  2. https://didcotrailwaycentre.org.uk/article.php/514/going-loco-may-2022, accessed on 10th October 2024.
  3. https://www.leedsengine.info/leeds/gallery.asp?section=/leeds/images/Yorkshire%20PSWCo, accessed on 10th October 2024.
  4. https://www.hattons.co.uk/213735/corgi_cc20204_sentinel_dropside_steam_wagon_with_sack_load_in_gwr_livery/stockdetail, accessed on 10th October 2024.
  5. https://www.constructionscalemodels.com/en/foden-k-steam-wagon-south-eastern-finecast-sefte10, accessed on 10th October 2024.
  6. https://fortepan.hu/hu/photos/?id=228651, accessed on 10th October 2024.
  7. https://www.ebay.ph/itm/235633691321, accessed on 10th October 2024.
  8. https://www.steampicturelibrary.com/gwr-road-vehicles/road-motor-vehicles/gwr-4-ton-thornycroft-lorry-1929-536382.html, accessed on 10th October 2024.
  9. https://en.m.wikipedia.org/wiki/Yorkshire_Patent_Steam_Wagon_Co.#:~:text=The%20Yorkshire%20Patent%20Steam%20Wagon%20Co.&text=Their%20designs%20had%20a%20novel,was%20finally%20dissolved%20in%201993, accessed o. 10th October 2024.
  10. https://www.chezbois.com/corgi/modern_corgi/Model_97124.htm, accessed on 15th February 2025.

The Manchester and Leeds Railway – The Railway Magazine, December 1905 – Part 2

This is the second part of a short series about the Manchester and Leeds Railway. The first part can be found here. [66]

We re-commence our journey at Sowerby Bridge Railway Station. ….

Sowerby Bridge Railway Station – note the Ripponden Branch emerging from a tunnel and joining the Manchester and Leeds Railway at the East end of the Station. [15]
An early postcard image of Sowerby Bridge with the railway station in the foreground, © Public Domain. [23]
A colourised postcard view of the Station Forecourt at Sowerby Bridge around the turn of the 20th century. [60]
The main station building in Sowerby Bridge was demolished but the single storey building to the left of the postcard image above survives as can be seen in this image from 2016. [Google Streetview, 2016]
Sowerby Bridge Railway Station in 2006, (c) Ian Kirk and authorised for reuse under a Creative Commons Licence (CC BY 2.5). [24]
The area shown on this extract from Google Maps satellite imagery is a slightly enlarged area compared to the OS map extract above. It shows the area immediately around the railway station. [Google Maps, October 2024]

More images of Sowerby Bridge Railway Station can be found here [67] and here. [68]

Just beyond the eastern station limits Fall Lane bridges the line – two views from the bridge follow.

To the East of Sowerby Bridge the line crosses the River Calder again.

Another extract from the 25″ Ordnance Survey of 1905, published in 1907 shows Calder Dale Grease Works, Copley Bridge and Copley Viaduct. The Sowerby Bridge, Halifax and Bradford line leaves the main line at this point. [25]
The bridge and Viaduct as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]

An image of Copley Viaduct can be seen here. Just beneath the viaduct, at the left of the linked photograph, a train is crossing Copley Bridge on the line we are following. [61]

The Manchester and Leeds Railway then crosses the Calder once again and enters Greetland Station. The second arm of the Sowerby Bridge, Halifax and Bradford line joins the mainline just before (to the Northwest of) Greetland Station.

Greetland Station shown on the 25″ Ordnance Survey of 1905. Top-left the second arm of the triangular junction with the Sowerby Bridge, Halifax and Bradford line can be seen joining the Manchester and Leeds Railway. Bottom-right, the Stainland Branch leaves the main line just before the main line bridges the River Calder once again. [26]
The same location in the 21st century. Greetland Station is long gone and the branch South (the Stainland Branch has also been lifted. [Google Maps, October 2024]
Greetland Railway Station in 1962, just before closure. The camera is positioned at the Northwest end of the station. [28]

Greetland Railway Station “was originally opened as North Dean in July 1844. It was subsequently changed to North Dean and Greetland and then to Greetland in 1897. Situated near the junction of the main Calder Valley line and the steeply-graded branch towards Halifax (which opened at the same time as the station), it also served as the junction station for the Stainland Branch from its opening in 1875 until 1929. It was closed to passenger traffic on 8th September 1962.” [27]

Looking West from the A629, Halifax Road which sits over the line adjacent to the West Portal of Elland Tunnel. [Google Streetview, July 2024]

Rake says that the line then approaches “Elland Tunnel, 424 yards, in length, and, after leaving Elland Station, pass[es] through a deep cutting, from which a large quantity of stone for the building of the bridges was obtained.” [1: p471]

Rake says that this is the Eastern Portal of Elland Tunnel. Looking at the 25″ OS mapping it appears to be the Western Portal as Elland Station sits immediately to the East of the Eastern Portal. [1: p471]
Elland Tunnel and Elland Railway Station as they appear on the 1905 25″ Ordnance Survey. The Calder & Hebble Navigation and the River Calder also feature on the map extract. [29]
Elland Railway Station in 1964, seen from above the East Portal of Elland Tunnel, © Glock Wild & S. Chapman Collection. [30]

To the East of Elland Railway Station the railway is carried above the River Calder, passing Calder Fire Clay Works. Further East again, “the railway is carried across a steep and rugged acclivity, rising almost perpendicularly from the river. …  The viaduct consists of six arches of 45ft span each, and leads directly to Brighouse, originally the nearest station to Bradford.” [1: 472]

The view from the South of the bridge which carries the railway over Park Road (A6025), Elland. Elland Station stood above this location and to the left. [Google Streetview, July 2024]

From Elland, the line runs on through Brighouse

Brighouse Station and Goods Yard as shown on the 25″ Ordnance Survey of 1905. [31]
The view West from Gooder Lane Bridge towards Cliff Road Bridge Elland. [Google Streetview, May 2023]
The view East across Brighouse Railway Station from Gooder Lane. [Google Streetview, May 2023]
Brighouse Railway Station (originally called ‘Brighouse for Bradford’). [1: p472]
B1 61034 Chiru at Brighouse
Embedded link to Flickr. The image shows B1 No. 61034 Chiru at Brighouse Station on 2nd April 1964.
The locomotive is arriving at the station from the East with a local passenger train. The locomotive had only recently been transferred to Wakefield from Ardseley. It was withdrawn at the end of 1964. The photograph looks Southeast through the station. [32]
A much later photograph of Brighouse Railway Station (2006) which looks Northwest through the station from platform 1, (c) Ian Kirk and authorised for reuse under a Creative Commons Licence (CC BY 2.5). [33]

To the East of the passenger facilities at Brighouse there were a significant array of sidings. The first length of these can be seen on the OS Map above. Around 75% of the way along these sidings Woodhouse Bridge spanned the lines. Much of the area has been redeveloped by modern industry. The next four images relate to that bridge.

Leaving Brighouse Station, the railway is joined, from the North, by the Bailiff Bridge Branch (long gone in the 21st century).

Immediately to the East of Brighouse Station Goods Yards, the Bailiff Bridge Branch joined the Manchester and Leeds Railway. [62]
Approximately the same area in the 21st century as shown on the OS map extract above. The line of the old Bailiff Bridge Branch is superimposed on the satellite image. [Google Maps, October 2024]

A little further to the East, in the 21st century, the line passes under the M62 and enters a deep cutting before, at Bradley Wood Junction, the Bradley Wood Branch leaves the line to the South (still present in the 21st century).

Bradley Wood Junction as shown on the 25″ Ordnance Survey of 1905. [70]
Much the same area in the 21st century. [70]

Beyond [Bradley Wood Junction] the Calder is crossed by a viaduct of two arches of 76 ft. span each. this is succeeded by an embankment, along which the line continues down the valley. [It] again cross[es] the Calder by a viaduct similar to that just referred to.” [1: p472] The line was widened to the South side to create a four-track main line and single span girder bridges were positioned alongside the original structures.

At the first crossing of the River Calder mentioned immediately above, the original two arches of the stone viaduct can be seen beyond the more modern girder bridge in this photograph, (c) Uy Hoang. [Google Streetview, September 2022]
The same bridges as they appear on Google Maps satellite imagery in 2024. [Google Maps, October 2024]

In between the two bridges across the River Calder, was Cooper Bridge Station.

Cooper Bridge Station as it appears on the 1905 25″ Ordnance Survey. [34]
The Station at Cooper Bridge is long gone in the 2st century, but the bridges remain. The station sat over the road at this location with platform buildings between the rails of the left edge of this image. This photograph is taken from the North on Cooper Bridge Road. [Google Streetview, July 2024]
The second of the two crossings of the River Calder mentioned above. This photograph, taken from the Southwest, shows the girder bridge with the stone-arched 2-span bridge beyond, (c) Uy Hoang. [Google Streetview, September 2022]
This view from the North East and from under an adjacent footbridge shows the stone-arched 2-span structure, (c) Uy Hoang. [Google Streetview, September 2022]

Rake’s journey along the line seems not to focus so closely on the remaining length of the line. Various features and a number of stations seem to have been missed (particularly Cooper Bridge, Mirfield, Ravensthorpe, Thornhill, Horbury & Ossett). It also seems to suggest that the line goes through Dewsbury Station. Rather than rely on Rake’s commentary about the line, from this point on we will provide our own notes on the route.

At Heaton Lodge Junction, the LNWR Huddersfield & Manchester line joined the Manchester & Leeds line with the LNWR Heaton & Wortley line passing beneath. The Manchester & Leeds line ran on towards Mirfield Station passing the large engine shed before entering the station over a long viaduct which once again crossed the River Calder.

Heaton Lodge Junction as it appeared in 1905 on the 25″ Ordnance Survey. [71]
The same junction as it appears on the ESRI satellite imagery which is provided by the National Library of Scotland (NLS). [71]
The bridge carrying the Manchester and Leeds Railway over Wood Lane which can be made out to the right of the map extract and satellite images above. [Google Streetview, May 2023]
Mirfield Station and Engine Shed.
The view from the North of the viaduct carrying the line over the River Calder to the West of Mirfield Station. [Google Streetview, March 2021]
The same viaduct viewed from the Southwest. The original stone-arched viaduct was widened by metal spans on brick abutments and piers. [Google Streetview, March 2021]
Eastbound empties passing Mirfield Station behind BR 8F 2-8-0 Locomotive No. 48146. The photograph looks West from the central island platform and shows some of the Speed Signals – unusual in Britain – installed in 1932 on the exceptionally busy section of this dual trunk route between Heaton Lodge Junction and Thornhill Junction, which remained until 1969-70, (c) Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [35]
Mirfield Railway Station in 2010 taken looking West from Platform three which was a later addition to the station and sits alongside what was the up slow line. The original island platform can be see to the right of this image, © Alexandra Lanes, Public Domain. [36]

Just to the East of Mirfield Station was Cleckheaton Junction and then Wheatley’s Bridge over the River Calder. A bridge then carries Sand Lane over the railway.

Looking West from Sands Lane Bridge back towards Mirfield. [Google Streetview, May 2023]
Looking East from Sands Lane Bridge. [Google Streetview, May 2023]

Soon after this the line encountered Dewsbury Junction which hosted Ravensthorpe (Ravensthorpe and Thornhill) Station.

Dewsbury Junction and Ravensthorpe Station. [39]
Looking West from Calder Road towards Mirfield. [Google Streetview, May 2023]
The view East from Calder Road showing Ravensthorpe Station with the Manchester & Leeds line heading away to the right of the picture. [Google Streetview, May 2023]

Thornhill Railway Station was a short distance further East just beyond the junction where the Ravensthorpe Branch met the main line at Thornfield Junction.

Thornfield Junction, Goods Yard and Station as shown on the 25″ Ordnance Survey of 1905. [40]
Thornhill Station opened with the Manchester & Leeds Railway and only closed on the last day of 1961, a short time before Beeching’s closure of of Dewsbury Central. [37]
The same station looking East towards Wakefield, Normanton etc. In the background is the bridge of the ex-Midland branch from Royston to Dewsbury (Savile Town), closed 18/12/50, (c) Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [38]
The view West from Station Road in the 21st century, through what was Thornhill Railway Station. {Google Streetview, March 2023]
The view East from Station Road in the 21st century. The bridge ahead carries Headfield Road over the railway. [Google Streetview, March 2023]
The view West from Headfield Road Bridge towards the site of the erstwhile Thornhill Railway Station and Station Road. [Google Streetview, October 2022]
The view East from Headfield Road Bridge. [Google Streetview, October 2022]

East of Thornhill Station were Dewsbury West and Dewsbury East junctions which together with Headfield Junction formed a triangular access to Didsbury Market Place Station. This was a busy location which sat close to Dewsbury Gas Works, Thornhill Carriage and Wagon Works and Thornhill Lees Canal Locks and a canal branch.  Just off the North of the map extract below was a further junction giving access to the GNR’s Headfield Junction Branch, before the line crossed the River Calder and entered Dewsbury Market Place Station and Yard and terminated there.

This extract from the 25″ Ordnance Survey of 1905 shows the triangular junction which provided access to Dewsbury Market Place Station and a series of Goods Yards and Sheds. Headfield Road is on the left side of this image. [41]
A similar area in the 2st century as it appears on Google Maps satellite imagery. [Google Maps, October 2024]

Dewsbury was very well provided for by both passenger and freight facilities. In its railway heyday the Midland Railway, the London & North Western Railway, the Lancashire & Yorkshire Railway and the Great Northern Railway all had access to the town. A computer drawn map showing the different lines can be found here. [42]

Continuing along the line towards Wakefield and Normanton, the next feature of note is the junction for Combs Colliery’s Mineral Railway at Ingham’s Sidings. Nothing remains of this short branch line.

Ingham’s Siding ran South, crossing the Calder & Hebble Navigation to reach Comb’s Colliery. [43]

Further East the line continues in a straight line East-southeast to cross the River Calder once again. It then passes the Calder Vale and Healey Low Mills at Healey and runs Southeast to Horbury and Ossett Station.

The bridge over the River Calder adjacent to Calder Vale and Healey Low Mills. [Google Streetview, April 2023]
The bridge over the River Calder at Calder Vale and Healey Low Mills is in the top-left of this map extract from the 1905 25″ Ordnance Survey. This area was chosen by British Rail in the 1960s for a large marshalling yard. [46]
British Railways developed a large marshalling yard in the 1960s at Healey Mills. The yard was opened in 1963 and replaced several smaller yards in the area. It was part of the British Transport Commission’s Modernisation plan, and so was equipped with a hump to enable the efficient shunting and re-ordering of goods wagons. The yard lost its main reason for existence through the 1970s and 1980s when more trains on the British Rail system became block trains where their wagons required less, or more commonly, no shunting. Facilities at the site were progressively run down until it closed completely in 2012. [46][47]
Healey Mills Marshalling Yard in April 1982, (c) Martin Addison and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [48]
Looking Northwest from Storrs Hill Road Bridge in the 21st century. [Google Streetview, March 2023]
Looking Southeast from Storrs Hill Road Bridge in the 21st century through the throat of the old marshalling yard. [Google Streetview, March 2023]
Horbury & Ossett Railway Station. [44]
The site of Horbury & Ossett Railway Station in the 21st century. [Google Maps, October 2024]
Looking Northwest from Bridge Road, A642 towards Storrs Road Bridge. Horbury and Ossett Railway Station goods facilities were on the left. [Google Streetview, July 2024]
looking Southeast from Bridge Road. the passenger facilities were on the Southeast side of Bridge Road with the platform sat between the running lines. [Google Streetview, July 2024]

Horbury and Ossett railway station formerly served the town of Horbury. … The station was opened with the inauguration of the line in 1840, on the west of the Horbury Bridge Road, to the south-west of the town. Later a new, more substantial structure was built just to the east. … British Railways developed a large marshalling yard in the 1960s at Healey Mills immediately to the west of the original station. … [The station] closed in 1970. Almost all that remains is the old subway which ran under the tracks. Ossett is now the largest town in Yorkshire without a railway station. Proposals to open a new one are periodically canvassed, perhaps on part of the Healey Mills site.” [45]

A little further East is Horbury Fork Line Junction where a mineral railway runs South to Harley Bank Colliery and the Horbury & Crigglestone Loop leaves the Manchester to Leeds line.

Horbury Fork Line Junction on the 1905 25″ordnance Survey. The junction sat just to the West of Horbury Tunnel. That tunnel has since been removed. [49]
The same location in the 21st century. The tunnel sat to on the East side of the present footbridge which is just to the left of the centre of this image. This image is an extract from the NLS’ ESRI satellite imagery. [49]

These next few photographs show views of the line from a series of three overbridges to the East of Horbury Fork Line Junction.

The view West from Southfield Lane Bridge. [Google Streetview, October 2022]
The view East from Southfield Lane Bridge. [Google Streetview, October 2022]
The view West from Dudfleet Lane Bridge towards Southfield Lane Bridge. [Google Streetview, October 2022]
The view East from Dudfleet Lane Bridge towards Millfield Road Bridge. [Google Streetview, October 2022]
The view West from Millfield Road Bridge towards Dudfleet Lane Bridge. [Google Streetview, October 2022]
The view East from Millfield Road Bridge. [Google Streetview, October 2022]

The next significant location on the line is Horbury Junction.

Horbury Junction on the 1905 25″ordnance Survey. Horbury Junction Ironworks sat in-between the Manchester and Leeds Railway and the. There was a Wagon Works just off the South edge of this image. The line heading South from Horbury Junction was the L&YR line to Flockton Junction and beyond. [50]
The same location in the 21st century as shown on the ESRI satellite imagery provided by the NLS.. [50]

Industrialisation in the immediate area of Horbury Junction began “in the early 1870s with the construction of Millfield Mill, followed by the Horbury Ironworks Co. In 1873, Charles Roberts bought a site for a new factory at Horbury Junction and moved his wagon building business from Ings Road, Wakefield to Horbury Junction. Before that, the area of Horbury Junction was a quiet backwater with a corn mill and a ford across the Calder for farm traffic.” In reality, a beautiful pastoral area of countryside was changed forever with the coming of the Railway, Millfield Mill, the Wagon Works and the Ironworks.” [51]

In the 21st century, just beyond Horbury Junction, the line is crossed by the M1.

In the 21st century, just beyond Horbury Junction (on the left of this extract from Google Maps), the line is crossed by the M1. [Google Maps, October 2024.

Horbury Junction seen, looking Southwest from the M1. [Google Streetview, July 2024]
Looking Northeast from the M1. [Google Streetview, August 2024]
Green Lane Underpass seen from the North. This underpass sits just to the East of the modern M1. [Google Streetview, October 2008]

Following the line on to the Northeast, it next passes through Thornes.

The railway bridge at the centre of Thornes in 1905. [52]
The same location in the 21st century. The now quadruple line is carried by two separate bridges. [52]
Thorne Bridge seen from the South in June 2024. [Google Streetview, June 2024]

Northeast of Thornes, the Manchester and Leeds Railway ran at high level into Kirkgate Joint Station in Wakefield.

The bridge carrying the line over Kirkgate. [All three images from Google Streetview April 2023]
The Manchester and Leeds Railway enters this extract from the 1905 25″ Ordnance Survey bottom-left, To the North of it id the GNR Ings Road Branch. To the South of it is a Goods Yard with access to Wakefield’s Malthouses and Mark Lane Corn Mill. [53]
The same area in the 21st century. The rail lines remain approximately as on the map extract above. Wakefield Kirkgate Station (top-right) is somewhat reduced in size. Much of the built environment is different to that shown on the map above. This image is another extract from the ESRI satellite imagery. [53]

Wikipedia tells us that once it was opened by the Manchester and Leeds Railway in 1840, Kirkgate station was “the only station in Wakefield until Westgate was opened in 1867. The railway station building dates from 1854. … Some demolition work took place in 1972, removing buildings on the island platform and the roof with its original ironwork canopy which covered the whole station. A wall remains as evidence of these buildings. After this, Kirkgate was listed in 1979.” [72]

Kirkgate Station was refurbished in two phases between 2013 and 2015. [72]

The view westward on 29th July 1966, through Kirkgate Station towards Mirfield, The locomotive is LMS Fairburn class 4MT 2-6-4T No. 42196 (built 3/48, withdrawn 5/67), © Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [74]

A series of modern images of Kirkgate Station are shared below

The images of Kirkgate Station above are:

  1. The support wall to the overall roof which was retained in the 1972 reordering and which has been refurbished in the 21st century, © Rept0n1x and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [72]
  2. The modern road approach to the station buildings, © Alan Murray-Rust and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [72]
  3. A Pacer DMU at Wakefield Kirkgate platform one in May 2006, (c) Ian Kirk and licenced for reuse under a Creative Commons Licence, (CC-By 2.5). [72]
  4. The recently refurbished front façade of Kirkgate Railway Station, © Groundwork Landscape Architects. [73]
East of Kirkgate Joint Station in 1905. The landscape in Primrose Hill is dominated by the railway. The line exiting to the South of this extract is the L&YR Oakenshaw Branch which crosses the River Calder and runs past the station’s Engine Sheds. [54]
the same area in the 21st century, much of the railway infrastructure has disappeared and is beginning to be taken over by nature. [54]

Just to the East of Wakefield Kirkgate Station were Park Hill Colliery Sidings.

Much the same area in the 21st century. The Midland’s lines South of Goosehill have gone, the footbridge remains but the large area of sidings to the Northeast of the Junction have also gone. [56]
Park Hill Colliery Sidings and the River Calder in 1913. [55]
The same location in the 21st century. [55]

And beyond those sidings a further crossing of the River Calder.

The three arched stone viaduct across the River Calder. This photograph is taken from Neil Fox Way and looks Southeast towards the bridge. [Google Streetview, June 2024]

Just a short distance further along the line, at Goosehill, the Manchester and Leeds Railway (by 1905, The Lancashire and Yorkshire Railway) joined the North Midland Railway (by 1905, The Midland Railway)

Goosehill Bridge and Junction witht he Midland Railway entering from the bottom of the extract and the Manchester 7 Leeds entering from the bottom-left. [56]
Immediately to the Northeast of the last extract from the 1905 25″ Ordnance Survey, the Midland’s lines can be seen heading Northeast with branches off to the North and West. The branch heading away to the West is the St. John’s Colliery line running to wharves at Stanley Ferry. That to the North runs through the screens and serves St. John’s Colliery itself. [57]
The same area in the 21st century. The roadway crossing the railway and heading off the satellite image to the West runs to a large opencast site. [57]
Looking Southwest from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]
Looking Northeast from the bridge carrying the access road to the opencast site. [Google Streetview, May 2023]
Looking Southwest from the Newlands Lane Bridge. [Google Streetview, May 2023]
Looking Northeast from Newlands Lane Bridge. [Google Streetview, May 2023]

From this point on the traffic from the Manchester and Leeds Railway ran on North Midland (later Midland) Railway metals, via Normanton Railway Station and then passing Silkstone and West Riding Collieries, and on towards Leeds, approaching Leeds from the Southeast. Normanton Station appears on the map extract below.

An smaller scale extract from the 25″ Ordnance Survey of 1905 which shows Normanton and its railway station. St. John’s Colliery and Gooshill Junction are just of the extract on the bottom left. [58]
Looking Southwest from Altofts Road Bridge through the site of Normanton Railway Station. [Google Streetview, April 2023]

Rake’s last words on a journey along the railway are these: “Just previous to reaching Wakefield, the railway is carried over a viaduct of 16 arches, and, quitting that station it enters a deep cutting, and crosses the Vale of Calder for the last time, a little to the east of Kirkthorpe. Here was the most important diversion of the Calder, by which the cost of building two bridges was saved. … The line terminated by a junction with the North Midland Railway, a mile to the north of which point was situated the Normanton Station, where the York and North Midland, and by its means, the Leeds and Selby and Hull and Selby Railways united with the former lines. The remainder of the journey to Leeds, 9 miles, was traversed on the North Midland Railway.” [1: p472]

Rake goes on to talk about the gradients of the railway which “were considered somewhat severe. Starting from Manchester, the line ascends to Rochdale, 10 miles, over a series of inclinations averaging about 1 in 155; from Rochdale to the summit level, 6½ miles, the ascent is 1 in 300; the total rise from Manchester being 351 ft. From the summit level plane, which extends for 1 mile 55 chains, to Wakefield, a distance of 30 miles, the line descends for the first six miles on a gradient of 1 in 182, after which it is continued by easy grades of an average inclination of 1 in 350. Below Wakefield a comparatively level course is maintained to the junction with the North Midland Railway, the total fall from the summit being 440 ft. The curves were laid out so as not to be of a less radius than 60 chains. The gauge adopted on the Manchester and Leeds Railway was 4 ft. 9 in., to allow a in. play on each side for the wheels. … The rails were of the single parallel form, in 15 ft. lengths, with 3 ft. bearings, and were set in chairs, to which they were secured by a ball and key, as on the North Midland Railway. The balls, (3/4  in. diameter), were of cast iron, and fitted into a socket formed in one side of the stem of the rail; the key, which was of wrought iron, was 8 in. long (and 5/8 in. wide at one end, from which it tapered to 3/8 in. at the other end). … Stone blocks were used where they could be obtained from the cuttings, and were placed diagonally, but sleepers of kyanised larch were used on the embankments, the ballasting being of burnt and broken stone.” [1: p472-473]

It is interesting to note that the tramway/tramroad practice of using stone blocks as sleepers was in use when this railway was first built!

Rake continues: “The Manchester terminal station was located between Lees Street and St. George’s Road, and was entirely elevated on arches. The passenger shed was covered with a wooden roof, in two spans, and the whole length of the station was 528 ft. The passenger platform was approached by a flight of 45 steps from the booking-office on the ground floor. [1: p473]

Early signals on the Manchester and Leeds.Railway which became part of the Lancashire & Yorkshire Railway network. [64]

The signals were of the horizontal double disc or spectacle form which, when revolved to the extent of a half circle, caused both discs to be invisible to the driver and indicated all right, the lamp above showing, when illuminated, green; the colour shown by the lamp when both discs were crosswise to the line being red.” [1: p473]

Rolling Stock

The carriages consisted of three classes, The first class, in three compartments, upholstered, and fitted with sash windows painted blue; second-class, in three compartments, but open at the sides and furnished with wooden sliding shutters painted yellow; and carriages termed  ‘mixed’, in which the middle compartment was for first-class, and each of the ends was for second-class passengers. There was also a carriage of novel construction, built according to the plan of the chairman of the company and used at the opening of the line. The under-framing was of the usual construction, but the body was unique. The floor was considerably wider than ordinary, and the sides curved outwards until they joined a semicircular roof, the greater part of which was fitted with wire gauze to give air, but capable of being instantaneously covered with waterproof material, by the action of an inside handle, so that sun and rain could be shaded out at pleasure. The sides were fitted throughout with plate glass, and ranges of seats occupied the floor, having passages on either side. Tents were also contrived in the sides which closed at will by spring action. The effect of the interior was said to resemble the interior of a conservatory! These carriages were in each case mounted on four wheels, with a perforated footboard of iron running the whole length of the body, in substitution for the lower tier of steps in use on other railways at the time.” [1: p473-474]

I have produced Rake’s description of this ‘unusual carriage’ as I have found it impossible to imagine what it looked like from Rake’s word-picture.

At the end of 1840, “an improved form of third-class carriage was constructed, in which each wheel was braked; the brake levers were attached to the axle-boxes and, consequently, when applied by the guard. who sat on the roof, did not bring the body of the carriage down on to the springs, The buffing springs were placed in front of the headstocks, and a flat iron bar attached to the buffer worked in brackets on the sole bar. The doors were fitted with latches on the outside, which were fastened by the guard when the passengers were inside.” [1: p474]

An improved third class carriage. Looking back from a 21st century perspective, these carriages seem to be not much better than the wagons used to carry livestock. This is borne out by Rake’s notes below. It was, however, a significant improvement on the open wagons, having a roof, glass windows and brakes. Contrary to what Rake appears to say below, Wells suggests that these covered third class wagons did have seating. [1: p474][75: p85]

The windows and the doors being fixed, no passenger could open the door until the guard had released the catch. Roof lamps were not provided in these coaches, which were painted green. … The third-class carriages. or rather, wagons, were provided with four entrances, to correspond with the “pens” into which they were sub-divided by means of a wooden bar down the centre, crossed by another bar intersecting the former at right angles in the middle of its length. There were no seats, and the number of passengers for which standing room could be found was limited solely to the to the bulk Stanhope or ‘Stan’ups’, as they were derisively termed. The contrivance of pens was said to be due to a determination to prevent respectably dressed individuals from availing themselves of the cheaper mode of conveyance, in which there was little to distinguish them, it was complained, ‘from the arrangements for the conveyance of brute beasts which perish’. The company’s servants were strictly enjoined “not to porter for wagon passengers‘!” [1: p474]

Rake’s illustration of an early Manchester and Leeds Railway first class coach. [1: p474]

Further details of Rolling Stock on the Railway can be found in Jeffrey Wells book about the line. [75: p81-85]

Locomotives

Rake tells us that the locomotives were all mounted on 6 wheels and purchased from Sharp, Roberts & Co., Robert Stephenson & Co., and Taylor & Co. They all had 14 in. diameter, 18 in. stroke cylinders and 5 ft. 6 in. diameter driving wheels. Jeffrey Wells provides a more comprehensive, tabulated, list of those early locomotives. [75: p79-80]

A typical 0-4-2 Locomotive of 1839/1840. [76]
An early (1834) R. Stephenson & Co. 0-4-2 locomotive of very similar design to those supplied to the Manchester and Leeds Railway 9c0 Public Domain. [77]

The first three 0-4-2s were made by Robert Stephenson & Co., and that company supplied plans and specifications for its locomotives which meant that The Manchester and Leeds Railway could have the same design manufactured by other firms of the Company’s choice. The first 12 locomotives built for the Manchester and Leeds in 1839 were all to Stephenson’s 0-4-2 design. Wells tells us that of these locomotives, the first three (Nos. 1 -3) were called Stanley, Kenyon and Stephenson and were built by R. Stephenson & Co. They were supplied to the Railway in April and May 1839. [75: p79]

The next three locomotives (Nos. 4-6) were supplied by Sharp Bros., Manchester. Lancashire and Junction were supplied in May 1839 and York in July 1839. Nos. 7, 9 and 10, named respectively, Rochdale (16th July), Bradford (6th September) and Hull (7th September)came from Naysmith & Co., Patricroft. Nos. 8, 11, 12 (Leeds, Scarborough and Harrogate) were supplied by Shepherd & Todd by September 1839. [75: p79]

Wells comments that No. 1, ‘Stanley’ “was named after Lord Stanley, Chairman of the House of Commons Committee who supported the Manchester and Leeds Railway Bill in 1836. … Other Stephenson designs followed: 19 engines, numbered 15 to 40, of the 2-2-2 wheel arrangement were delivered between October 1840 and April 1842. These were recommended by Stephenson to work the eastern section of the line, between Sowerby Bridge and Wakefield, thus gradually removing the [Manchester and Leeds Railway’s] reliance on North Midland Railway motive power which had at first prevailed from late in 1840.” [75: p80]

R. Stephenson patented 2-2-2 locomotive No. 123 ‘Harvey Combe’ built 1835, from Simm’s ‘Public Works of Great Britain’, 1838. This locomotive is of a very similar design to those supplied by various manufacturers to the Manchester and Leeds Railway in 1840-1842. These were given the Nos. 15-40 and were supplied by Charles Tayleur & Co., Rothwell & Co., Laird Kitson & Co., Sharp Bros., Naysmith & Co., and W. Fairburn & Co., (c) C. F. Cheffins, Public Domain. [78]

He continues: “Once again several manufacturers were involved in the supply of these locomotives. Goods engines were represented by a further batch of 0-4-2s; 13 were delivered (Nos 33 to 46) between April 1841 and June 1843, the three manufacturers involved being R. Stephenson & Co., Haigh Foundry, Wigan, and William Fairbairn & Co. of Manchester. … Three standard Bury-type 0-4-0s were the last engines to be delivered (Nos 47 to 49) the first two bearing the names West Riding Union and Cleckheaton respectively. All three were completed between November 1845 and January 1846 by the firm of Edward Bury of Liverpool.”

And finally. …

Rake concludes his article, the first to two about the line in The Railway Magazine (I currently only have access to this first article) with two short paragraphs. The first reflects on policing: “There were no police on the railway, the whole of the platelayers being constituted as constables on the completion of the first section of the line; and, we are afterwards told, that ‘the vigilance resulting from the pride these men take, in being thus placed in authority, had been found to supersede the necessity of any more expensive system of surveillance.'” [1: p474]

The second notes that: “The directors [were] very anxious to complete the railway as far as Rochdale, at the earliest possible time, and on the 4th July, 1839, it was opened through that town to Littleborough, a distance of about 14 miles, the event ‘exciting a most extraordinary degree of local interest and wonder’ we are told.” [1: p474]

References

  1. Herbert Rake; The Manchester and Leeds Railway: The Origin of the Lancashire and Yorkshire Railway; in The Railway Magazine, London, December 1905, p468-474
  2. https://www.geograph.org.uk/photo/820318, accessed on 23rd September 2024.
  3. https://premierconstructionnews.com/2016/04/14/summit-tunnel, accessed on 23rd September 2024.
  4. https://en.m.wikipedia.org/wiki/Summit_Tunnel, accessed on 23rd September 2024.
  5. https://commons.m.wikimedia.org/wiki/File:Gauxholme_Bridge,_Todmorden.jpg, accessed on 23rd September 2024.
  6. https://www.yorkshirepost.co.uk/news/opinion/columnists/trans-pennine-rail-in-the-age-of-victoria-1807452, accessed on 23rd September 2024.
  7. https://www.geograph.org.uk/photo/504379, accessed on 23rd September 2024.
  8. https://maps.nls.uk/geo/explore/#zoom=17.9&lat=53.71428&lon=-2.09924&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  9. https://maps.nls.uk/geo/explore/#zoom=18.9&lat=53.70635&lon=-2.10701&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  10. https://maps.nls.uk/geo/explore/#zoom=16.9&lat=53.71706&lon=-2.09298&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  11. https://maps.nls.uk/geo/explore/#zoom=17.1&lat=53.73968&lon=-2.03054&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  12. https://maps.nls.uk/geo/explore/#zoom=16.5&lat=53.73833&lon=-2.00992&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  13. https://maps.nls.uk/geo/explore/#zoom=16.1&lat=53.73044&lon=-1.98307&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  14. https://maps.nls.uk/geo/explore/#zoom=16.1&lat=53.72280&lon=-1.94806&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  15. https://maps.nls.uk/geo/explore/#zoom=16.8&lat=53.70808&lon=-1.91151&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024
  16. https://commons.wikimedia.org/wiki/File:Mytholmroyd_3.jpg, accessed on 24th September 2024.
  17. https://en.wikipedia.org/wiki/Luddendenfoot_railway_station, accessed on 24th September 2024.
  18. https://www.geograph.org.uk/photo/4500324, accessed on 24th September 2024.
  19. https://en.wikipedia.org/wiki/Mytholmroyd_railway_station#/media/File:Mytholmroyd_railway_station,_November_2020.jpg, accessed on 24th September 2024.
  20. https://commons.wikimedia.org/wiki/File:Todmorden_station_p2.jpg, accessed on 24th September 2024.
  21. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.61032&lon=-2.15338&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  22. https://www.geograph.org.uk/photo/2160438, accessed on 24th September 2024.
  23. http://www.halifaxpeople.com/Sowerby-Bridge-Train-Station.html#google_vignette, accessed on 24th September 2024.
  24. https://commons.wikimedia.org/wiki/File:Sowerby_Bridge_stn.jpg, accessed on 24th September 2024.
  25. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.70193&lon=-1.88141&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  26. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69406&lon=-1.85773&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  27. https://en.wikipedia.org/wiki/Greetland_railway_station, accessed on 24th September 2024.
  28. http://www.halifaxpeople.com/Historic-West-Vale.html, accessed on 24th September 2024.
  29. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69065&lon=-1.84016&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  30. http://www.halifaxpeople.com/Historic-Elland.html, accessed on 24th September 2024.
  31. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69860&lon=-1.77905&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  32. https://www.flickr.com/photos/tcs-pics/6805337658, accessed on 24th September 2024.
  33. https://commons.wikimedia.org/wiki/File:Brighouse_station.jpg, accessed on 24th September 2024.
  34. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.68478&lon=-1.72933&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  35. https://www.geograph.org.uk/photo/2151166, accessed on 24th September 2024.
  36. https://www.chiark.greenend.org.uk/~owend/interests/rail/stnpages/mirfield.html, accessed on 20th May 2010.
  37. https://en.wikipedia.org/wiki/Thornhill_railway_station, accessed on 24th September 2024.
  38. https://www.geograph.org.uk/photo/2146249, accessed on 24th September 2024.
  39. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67578&lon=-1.65453&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  40. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67662&lon=-1.63870&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  41. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67609&lon=-1.62408&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  42. http://lostrailwayswestyorkshire.co.uk/Dewsbury.htm, accessed on 26th September 2024.
  43. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67145&lon=-1.61316&layers=168&b=ESRIWorld&o=100, accessed on 27th September 2024.
  44. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.65930&lon=-1.56897&layers=168&b=ESRIWorld&o=100, accessed on 27th September 2024.
  45. https://en.wikipedia.org/wiki/Horbury_and_Ossett_railway_station, accessed on 27th September 2024.
  46. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.66442&lon=-1.58084&layers=168&b=ESRIWorld&o=0, accessed on 27th September 2024.
  47. https://en.wikipedia.org/wiki/Healey_Mills_Marshalling_Yard, accessed onn 27th September 2024.
  48. https://www.geograph.org.uk/photo/864329, accessed on 27th September 2024.
  49. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.65617&lon=-1.55890&layers=168&b=ESRIWorld&o=100, accessed on 27th September 2024.
  50. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.65728&lon=-1.53700&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  51. https://www.horburyhistory.org/Horbury-Junction/, accessed on 30th September 2024.
  52. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.66955&lon=-1.50480&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  53. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.67749&lon=-1.49163&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  54. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.67943&lon=-1.48383&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  55. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.68334&lon=-1.47138&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  56. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.69000&lon=-1.43723&layers=168&b=ESRIWorld&o=100, accessed on 2nd October 2024.
  57. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.69243&lon=-1.43590&layers=168&b=ESRIWorld&o=100, accessed on 2nd October 2024.
  58. https://maps.nls.uk/geo/explore/#zoom=15.4&lat=53.70320&lon=-1.42452&layers=168&b=ESRIWorld&o=100, accessed on 2nd October 2024.
  59. Embedded link: https://www.flickr.com/photos/neil_harvey_railway_photos/7834033734, accessed on 3rd October 2024.
  60. https://www.invaluable.com/auction-lot/two-albums-containing-300-cards-incl-yorkshire-ox-166-c-6fd4b7e9e0, accessed on 3rd October 2024.
  61. https://www.blipfoto.com/entry/3134415230512138681, accessed on 3rd October 2024.
  62. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69371&lon=-1.76350&layers=168&b=ESRIWorld&o=100, accessed on 3rd October 2024.
  63. https://maps.nls.uk/geo/explore/#zoom=15.0&lat=53.72852&lon=-2.05697&layers=168&b=ESRIWorld&o=100, accessed on 3rd October 2024.
  64. https://igg.org.uk/rail/3-sigs/sigs-1.htm, accessed on 5th October 2024.
  65. https://commons.wikimedia.org/wiki/File:L%26MR_engine_%27Victoria%27.jpg, accessed on 6th October 2024.
  66. https://rogerfarnworth.com/2024/10/06/the-manchester-and-leeds-railway-the-railway-magazine-december-1905-part-1/
  67. http://www.halifaxpeople.com/Sowerby-Bridge-Train-Station.html, accessed on 6th October 2024.
  68. http://www.calderdalecompanion.co.uk/ph796.html, accessed on 6th October 2024.
  69. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69483&lon=-1.76821&layers=168&b=ESRIWorld&o=100, accessed on 7th October 2024.
  70. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.68967&lon=-1.74458&layers=168&b=ESRIWorld&o=100, accessed on 7th October 2024.
  71. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.68030&lon=-1.71952&layers=168&b=ESRIWorld&o=100, accessed on 7th October 2024.
  72. https://en.m.wikipedia.org/wiki/Wakefield_Kirkgate_railway_station, accessed on 7th October 2024.
  73. https://groundworklandscapearchitects.org.uk/regions/yorkshire-and-the-humber/kirkgate-station, accessed on 7th October 2024.
  74. https://www.geograph.org.uk/photo/2043843, accessed on 8th October 2024.
  75. Jeffrey Wells; The Eleven Towns Railway: The Story of the Manchester and Leeds Main Line; Railway & Canal Historical Society, Keighley, West Yorkshire, 2000.
  76. https://picryl.com/topics/period+drawings+of+early+steam+locomotives, accessed on 9th October 2024.
  77. https://en.m.wikipedia.org/wiki/0-4-2#/media/File%3AStephenson_0-4-2.jpg, accessed on 9th October 2024.
  78. https://commons.wikimedia.org/wiki/File:Stephenson_Patentee_type_2-2-2_locomotive_no_123_%E2%80%9CHarvey_Combe%E2%80%9D_built_1835,_from_Simm%E2%80%99s_%E2%80%9CPublic_Works_of_Great_Britain%E2%80%9D_1838,_newly_engraved_%2B_reprinted_1927_%E2%80%93_No_caption,_black_and_white.jpg, accessed on 9th October 2024

Mark 10: 2-16 – A Warm Welcome – St. Andrew, Ryton – 6th October 2024 (19th Sunday after Trinity)

A series of clipart images are included in this article/sermon which I believe are free to download and royalty free. The first, at the head of this article is a picture of a welcome mat.


People place welcome mats outside the front door of their houses. Do you have one? ….. I think they carry a mixed message, something like this: “It is nice to see you but please do wipe your feet before you come into my house!”

It conveys a sense that visitors are welcome if they …..?

A true welcome is really about greeting someone in a warm and friendly way. A few pictures to illustrate what we do to welcome people into our homes. …..

What things do we do when someone comes to our house to make them feel welcome?

Pretty much naturally, when we do welcome someone into our home we offer a warm drink, some biscuits, a comfy chair, a warm room, a welcoming smile and an invitation to return.

But, has anyone ever come to your house who you don’t want to welcome in? … Sometimes we get people selling us stuff we don’t want, or someone we find it difficult to likecomes to the door. I remember letting a bathroom salesman into my house and then spending the whole time he was there wishing I hadn’t.

Or what above a Jehovah’s Witness or a Mormon missionary….. Perhaps we keep them standing on the doorstep rather than let them in.

A challenging question for clergy might be what constitutes a true welcome be for the awkward and abusive homeless person on the vicarage doorstep?

How do you feel when someone you don’t want around is on your doorstep? Perhaps you feel a bit aggressive and defensive, or maybe mean, awkward, uncomfortable or even guilty, as you turn them away?

It’s not always easy welcoming some people into our homes, our places of work, our schools, or even our churches – is it?

Towards the end of our Gospel reading today, we heard about some people who were not made to feel welcome by Jesus’ disciples.

Jesus was teaching and people were bringing little children to have Jesus touch them. The disciples criticized the parents and told them to stop bringing their children to Jesus. When Jesus heard what his disciples were saying, he was very upset. “Let the children come to me and don’t stop them!” Jesus said. “The Kingdom of God belongs to those who are like these children. Anyone who doesn’t come like a little child will never enter.” And the Gospel tells us, that Jesus took the children in his arms and blessed them.

Jesus really knew how to make a child feel welcome. Perhaps you might be able to imagine how those children must have felt when Jesus took them up in his arms and blessed them? That image – that we often see in stained glass windows in churches – of Jesus with the children in his arms is one that should reminds us to make everyone feel welcome like Jesus did!

The kind of welcome we offer to others is critical. It says so much about us. When we welcome people into our homes or into our churches, we are sharing something of ourselves with them, and in doing so we make ourselves vulnerable. Because, at times, our guests can ride rough-shod over our hospitality.

The temptation is to respond like the disciples – to try to exclude those who don’t understand our ways of doing things – and there are plenty of churches that do just that. To come to the main service in the church that I grew up in, you were expected to have a letter of introduction from another similar church before you could be part of the worship!

Some churches refuse to have baptisms in their main services – because the wider baptism party may disrupt their quiet worship. Some churches refuse to even make their building available to the community – a great sadness when those churches are the only large indoor community space available.

In our Gospel, Jesus models a response of loving welcome – an acceptance of the mess and the noise that goes with children being around, but a true acknowledgement that they have so much to offer us. This is the response that we are called on the make in our churches, not only to children, but to all who need the love of our Saviour – open, loving, vulnerable welcome!

Back to our welcome mat and that gallery of welcome pictures. …

What does our figurative welcome mat say to those who cross the threshold of the church for the first time? Is our welcome warm, open and true? Or is it grudging and perhaps motivated by fear that we will have to be different, to change, if we truly welcome them?

Do we do our best to extend that welcome – perhaps with a warm drink, something to eat, comfortable seating, a warm space, a welcoming smile and a heartfelt invitation to come again?

What does our figurative welcome mat say to people? Wipe your feet, clean yourself up, sort yourself out and come in – or does it really say that people are welcome as they are?

The God we worship worship week after week offers an open, inclusive welcome to all. God includes everyone without exception and God calls on us to do the same.

The Manchester and Leeds Railway – The Railway Magazine, December 1905 – Part 1

An article in the Railway Magazine in December 1905 prompted a look at the Manchester and Leeds Railway. For a number of years my parents lived in sheltered housing in Mirfield which is on the line. Looking at the line as it appeared in 1905 and again in the 21st century seemed a worthwhile exercise! Part 1 of this short series provides a short history of the line and takes us from Manchester to Sowerby Bridge.

The featured image at the head of this article shows the Manchester & Leeds Railway locomotive ‘Victoria’, in about 1878-80. This locomotive was designed by Edward Bury and built at his works in Liverpool. It was one of a batch of 0-4-0 engines ordered in 1845, and later converted to an 0-4-2 wheel arrangement (c) Public Domain. [65]

In his first article in 1905, about the Manchester and Leeds Railway which was accompanied by a series of engravings included here, Herbert Rake wrote that on 11th September 1830 a committee tasked with improving communications between Leeds and Manchester, emboldened by the success of the Liverpool and Manchester Railway, decided to hold a meeting to form a new railway company.

On 18th October 1930, the decision was taken. A board of directors was appointed, a survey was authorised and work was undertaken to prepare for an application to Parliament. It was based on a junction with the Liverpool and Manchester Railway at Oldfield Lane, Salford and at St. George’s Road, Manchester.

The route from Manchester to Sowerby Bridge was easily agreed, that from Sowerby Bridge to Leeds was more difficult to agree. The Bill prepared for Parliament focused on the Manchester to Sowerby Bridge length of the planned line and was presented on 10th March 1831. Opposition from the Rochdale Canal Company and others and then the dissolution of Parliament halted the progress of the Bill.

Resubmission was agreed on 8th June 1830 but once again failed in its progress through Parliament. In the end, the project was revised, the company was reorganised, and the capital fixed at £800,000 in £100 shares in a meeting in October 1935.

Rake tells us that this “new project abandoned the Salford junction line, but embraced a deviated extension beyond Sowerby Bridge, along the lower portion of the Vale of Calder, past Dewsbury and Wakefield, to Normanton, thence to Leeds, in conjunction with the North Midland Railway. … [The line was] intended to form a central portion of a great main line running east and west between Liverpool and Hull.” [1: p469-470]

The prospectus noted a few important facts, particularly:

  • The population density with three miles either side of the proposed line was 1,847 persons per square mile. The average for England was 260 persons per square mile.
  • Within 10 miles of the line there were 29 market towns, twelve with a population greater than 20,000.
  • Within 20 miles of the line there were 48 market towns with more than 10,000 inhabitants.

Rake tells us that “The Act of Incorporation received the Royal Assent on the 4th July 1836, and authorised a joint stock capital to be raised of £1,000,000, with an additional amount by loan of £433,000.” [1: p470]

Construction commenced on 18th August 1837. On 14th February 1838 it was decided to apply to Parliament for an Act authorising branch lines to Oldham and Halifax.

Victoria Station, Manchester, was first known as Hunt’s Bank Station. [1: p468]
Part of the original station at Manchester Victoria, as it appeared in 1989. In around 1860, the single storey station building was extended by the addition of a second floor. The Lancashire and Yorkshire Railway sensitively incorporated the original building into the new 1904 facade of Victoria station, © Whatlep and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [2]

Late in 1838, “a modification of the original plan for effecting a junction of the Manchester and Leeds Railway with the Liverpool and Manchester Railway was proposed, by an extension of both to a joint terminus within 500 yards of the Manchester Exchange. … The Act of Parliament for this and other purposes received the Royal Assent on the 31st July 1839, authorising the sum of £866,000 to be raised for the purpose of constructing the Oldham and Halifax branches, for making a diversion in the railway at Kirkthorpe, for enlarging the station in Lees Street, and for constructing the line to join the Liverpool and Manchester extension.” [1: p470]

Rochdale railway Station as shown on the 25″ Ordnance Survey 0f 1908, published in 1910. [21]
View NE from south end of Rochdale Station. On the left, Hughes/Fowler 5P 4F 2-6-0 No. 42724 on the 11.58am Wakefield to Manchester; on the right, Stanier 4MT 2-6-4T No. 42653 on a local to Bolton, © Ben Brooksbank and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [22]

Rake explains that the railway ran through Miles Platting where the Ashton and Stalybridge branch diverges. At Middleton the Oldham branch connected to the main line. Mill Hills embankment (maximum height 75 feet) carries the line towards Blue Pits Station where the Heywood line joins the main line. The line runs on through Rochdale, Littleborough and Todmorden Vale before running in cutting (maximum depth 100 feet) to Summit Tunnel.

During construction, “Six contracts were awarded between the Manchester terminus and the Summit Tunnel and were progressing satisfactorily by August 1838.” [6]

The West Portal of Summit Tunnel is approached from Manchester through a deep cutting. [1: p469]
The same portal of Summit Tunnel in 20th century steam days. [3]

When built, Summit Tunnel was the longest in the world. It opened on 1st March 1841 by Sir John F. Sigismund-Smith.

The tunnel is just over 1.6 miles (2.6 km) long and carries two standard-gauge tracks in a single horseshoe-shaped tube, approximately 24 feet (7.2 m) wide and 22 feet (6.6 m) high. Summit Tunnel was designed by Thomas Longridge Gooch, assisted by Barnard Dickinson. Progress on its construction was slower than anticipated, largely because excavation was more difficult than anticipated. … It … cost £251,000 and 41 workers had died.” [4]

Rake noted that the tunnel is “14 shafts were necessary, and the strata of rock shale and clay was of so treacherous a character that the brick lining of the roof, which is semi circular, consists in places of no less than 10 concentric rings.” [1: p471] He also comments that: the tunnel entrance is if an imposing Moorish design; 1,000 men were employed with work continuing day and night.

Beyond the tunnel, the railway “entered a cutting in silt, which required piling to secure a foundation. Continuing onwards, we pass through the Winterbut Lee Tunnel, 420 yds. in length, and across a viaduct of 18 arches, one of which is of 60 ft. span we then proceed over the Rochdale Canal, on a cast iron skew bridge 102 ft. in span, at a height of 40 ft. above the surface of the water.” [1: p471]

A colourised engraving of the bridge over the Rochdale Canal by A.F. Tait. [6]
The Manchester and Leeds Railway’s castellated bridge over the Rochdale Canal to the South of Todmorden on 16th September 2007, © Tim Green and authorised for reuse under a Creative Commons Licence (CC BY 2.0 Generic). [5]
The railway bridge illustrated above as it appears on the 25″ Ordnance Survey of 1905, published in 1907. [9]

Tenders for work on the eastern section were advertised in 1838. … Contractors then worked fastidiously under the threat of heavy penalties should they over-run the set time limits. They were also forbidden to work on Sundays.” [6]

At Todmorden, “the railway is carried over almost the entire breadth of the valley by a noble viaduct of nine arches, seven of which are each of 60 ft. span, and two of 30 ft., at a height of 54 ft. above the level of the turnpike road.” [1: p471]

Todmorden Railway Station on the 25″ Ordnance Survey of 1905, published in 1907. The viaduct which spans Burnley Road to the East of the Railway Station appears top left on this map extract and below on a more modern photograph. [8]
Todmorden Railway Station, seen from Platform 2, in the 21st century, © Ian Kirk and licenced for reuse under a Creative Commons Licence (CC-BY 2.5). [20]
Todmorden – Railway Viaduct over Burnley Road: The railway viaduct reaching the station is a prominent feature and is here seen crossing Burnley Road with the bus station on one side of it and the local market on the other, © David Ward and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [7]
The junction with the Burnley Branch on the 25″ Ordnance Survey of 1905, published in 1907. [10]
Looking West from Hallroyd Road Bridge in 2023. Hallroyd Road Bridge overlooks Hall Road Junction close to the right side of the map extract above. [Google Streetview, April 2023]
Looking East from Hallroyd Road Bridge. [Google Streetview, April 2023]

Quitting Todmorden, where the Burnley branch diverges, the line enters Yorkshire, passes through Millwood Tunnel (225 yards), Castle Hill Tunnel (193 yards), and Horsefall Tunnel (424 yards) and then arrives at Eastwood Station. Some distance further on is Charlestown. Afterwards the railway “crosses river, road, and canal, by a skew bridge of three arches, the canal being separately spanned by an iron bridge.” [1: p471]

Looking back West from Cross Stone Road across the western portal of Millwood Tunnel. [Google Streetview, April 2023]
Looking East from the corner of Phoenix Street and Broadstone Street, above the eastern portal of Millwood Tunnel. [Google Streetview, April 2023]

These next few images give a flavour of the line as it travels towards Hebden Bridge.

Lobb Mill Viaduct sits alongside the A646, Halifax Road between Castle Hill Tunnel and Horsefall Tunnel. [Google Streetview, June 2023]
Looking Southwest along the line towards Todmorden from E. Lee Lane. [Google Streetview, April 2023]
A little to the Northeast, Duke Street passes under the railway. This view looks West from Halifax Road [Google Streetview, June 2023]
Eastwood Railway Station as it appears on the 1905 25″ Ordnance Survey. [63]
Thye approximate location of Eastwood Station as it appears on Google Maps satellite imagery in 2024. [Google Maps, October 2024]
A little further Northeast, this is the view Northwest along Jumble Hole Road under the railway. [Google Streetview, June 2011]
The view Northwest from he A646, Halifax Road along the Pennine Way Footpath which passes under the railway at this location. [Google Streetview, June 2023]
Again, looking Northwest from Halifax Road along Stony Lane which runs under the railway. [Google Streetview, June 2023]
The view Southwest along Oakville Road which runs next to the railway. [Google Streetview, April 2023]
The view Northeast from the same location on Oakville Road. [Google Streetview, April 2023]

A short distance Northeast, the railway “crosses river, road, and canal, by a skew bridge of three arches, the canal being separately spanned by an iron bridge.” [1: p471] The location is shown on the 25″ Ordnance Survey of 1905 below.

The bridge mentioned above, as it appears on the 25″ Ordnance Survey of 1905. [11]
The same location shown on Google Maps satellite imagery in 2024. [Google Maps, October 2024]
Looking Northeast along Halifax Road, the three arches of the viaduct are easily visible. Beyond it there is a girder bridge which Rake does not mention. [Google Streetview, June 2023]

A little further East Stubbing Brink crosses the railway.

Looking West along the railway from Stubbing Brink Bridge. [Google Streetview, April 2023]
The view East along the line from Stubbing Brink. [Google Streetview, April 2023]

The line next passes through a short short tunnel (Weasel Hall Tunnel (124 yards)) and arrives at Hebden Bridge Station.

Looking West-northwest from Shelf Road Bridge, it is just possible to make out the mouth of Weasel Hall Tunnel. [Google Streetview, April 2023]
The view East-southeast from Shelf Road Bridge towards Hebden Bridge Railway Station. [Google Streetview, April 2023]
This next extract from the 25″ Ordnance Survey shows Hebden Bridge Station. [12]
Platelayers at work at Hebden Bridge Station in 1840. [1: p470]
Hebden Bridge Railway Station (Platform 2) in the 21st century, © El Pollock and licenced for reuse under a Creative Commons Licence (CC BY-SA 2.0). [18]

After Hebden Bridge Station, the line proceeds along the South bank of the River Calder, through two small stations (Mytholmroyd and Luddenden Foot) and by a number of riverside mills.

Mytholmroyd Railway Station as it appeared on the 1905 25″ Ordnance Survey. The Station is still open in the 21st century. [13]
The original station building at Mytholmroyd, seen from the North in 2006, with the line crossing New Road at high level, © Ian Kirk and licenced for reuse under a Creative Commons Licence (CC By 2.5) . The building has since been renovated. [16]
Mytholmroyd Railway Station in the 21st century, © Rcsprinter123 and licenced for reuse under a Creative Commons Licence (CC BY 3.0,). [19]

East along the line towards Luddendenfoot, Brearley Lane bridges the line.

Looking West from Brearley Lane Bridge towards Mytholmroyd Station. [Google Streetview, July 2009]
Ahead to the East, the line curves round towards the location of Luddendenfoot Railway Station. [Google Streetview, July 2009]
Luddenden Foot Railway Station. The station closed on 10th September 1962. The site has been developed since 2007 and the northern half is now occupied by the Station Industrial Park, which is accessible via Old Station Road. Two gate pillars from the original station flank the entrance to the road. [14][17]
The location of the erstwhile Luddendenfoot Railway Station as seen from Willow Bank, (c) Matt Thornton. [Google Streetview, February 2021]
Looking Southeast from Willow Bank. The arch bridge visible ahead carries Jerry Fields Road over the line, (c) Matt Thornton. [Google Streetview, February 2021]

To the Southeast, Ellen Holme Road passes under the line.

Ellen Holme Road passess under the railway to the Southeast of the old Luddendenfoot Railway Station. [Google Streetview, June 2023]

Passing other mills and traversing a deep cutting the line enters Sowerby Tunnel, (645 yards) and reaches Sowerby Bridge Station.

Class 101 At Sowerby Bridge Tunnel.
This image is embedded her from Flickr. It shows a Class 101 DMU entering Sowerby Bridge Tunnel from the East while working 2M14 10:31hrs York to Southport service on 8th May 1987, (c) Neil Harvey 156. [59]
Sowerby Bridge Railway Station – note the Ripponden Branch emerging from a tunnel and joining the Manchester and Leeds Railway at the East end of the Station. [15]
An early postcard image of Sowerby Bridge with the railway station in the foreground, © Public Domain. [23]
A colourised postcard view of the Station Forecourt at Sowerby Bridge around the turn of the 20th century. [60]
Sowerby Bridge Railway Station in 2006, (c) Ian Kirk and authorised for reuse under a Creative Commons icence (CC BY 2.5). [24]

We complete this first part of the journey along the Manchester and Leeds Railway here at Sowerby Bridge Railway Station.

References

NB: These references relate to all the articles about the Manchester and Leeds Railway.

  1. Herbert Rake; The Manchester and Leeds Railway: The Origin of the Lancashire and Yorkshire Railway; in The Railway Magazine, London, December 1905, p468-474
  2. https://www.geograph.org.uk/photo/820318, accessed on 23rd September 2024.
  3. https://premierconstructionnews.com/2016/04/14/summit-tunnel, accessed on 23rd September 2024.
  4. https://en.m.wikipedia.org/wiki/Summit_Tunnel, accessed on 23rd September 2024.
  5. https://commons.m.wikimedia.org/wiki/File:Gauxholme_Bridge,_Todmorden.jpg, accessed on 23rd September 2024.
  6. https://www.yorkshirepost.co.uk/news/opinion/columnists/trans-pennine-rail-in-the-age-of-victoria-1807452, accessed on 23rd September 2024.
  7. https://www.geograph.org.uk/photo/504379, accessed on 23rd September 2024.
  8. https://maps.nls.uk/geo/explore/#zoom=17.9&lat=53.71428&lon=-2.09924&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  9. https://maps.nls.uk/geo/explore/#zoom=18.9&lat=53.70635&lon=-2.10701&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  10. https://maps.nls.uk/geo/explore/#zoom=16.9&lat=53.71706&lon=-2.09298&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  11. https://maps.nls.uk/geo/explore/#zoom=17.1&lat=53.73968&lon=-2.03054&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  12. https://maps.nls.uk/geo/explore/#zoom=16.5&lat=53.73833&lon=-2.00992&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  13. https://maps.nls.uk/geo/explore/#zoom=16.1&lat=53.73044&lon=-1.98307&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  14. https://maps.nls.uk/geo/explore/#zoom=16.1&lat=53.72280&lon=-1.94806&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024.
  15. https://maps.nls.uk/geo/explore/#zoom=16.8&lat=53.70808&lon=-1.91151&layers=168&b=ESRIWorld&o=100, accessed on 23rd September 2024
  16. https://commons.wikimedia.org/wiki/File:Mytholmroyd_3.jpg, accessed on 24th September 2024.
  17. https://en.wikipedia.org/wiki/Luddendenfoot_railway_station, accessed on 24th September 2024.
  18. https://www.geograph.org.uk/photo/4500324, accessed on 24th September 2024.
  19. https://en.wikipedia.org/wiki/Mytholmroyd_railway_station#/media/File:Mytholmroyd_railway_station,_November_2020.jpg, accessed on 24th September 2024.
  20. https://commons.wikimedia.org/wiki/File:Todmorden_station_p2.jpg, accessed on 24th September 2024.
  21. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.61032&lon=-2.15338&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  22. https://www.geograph.org.uk/photo/2160438, accessed on 24th September 2024.
  23. http://www.halifaxpeople.com/Sowerby-Bridge-Train-Station.html#google_vignette, accessed on 24th September 2024.
  24. https://commons.wikimedia.org/wiki/File:Sowerby_Bridge_stn.jpg, accessed on 24th September 2024.
  25. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.70193&lon=-1.88141&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  26. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69406&lon=-1.85773&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  27. https://en.wikipedia.org/wiki/Greetland_railway_station, accessed on 24th September 2024.
  28. http://www.halifaxpeople.com/Historic-West-Vale.html, accessed on 24th September 2024.
  29. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69065&lon=-1.84016&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  30. http://www.halifaxpeople.com/Historic-Elland.html, accessed on 24th September 2024.
  31. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69860&lon=-1.77905&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  32. https://www.flickr.com/photos/tcs-pics/6805337658, accessed on 24th September 2024.
  33. https://commons.wikimedia.org/wiki/File:Brighouse_station.jpg, accessed on 24th September 2024.
  34. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.68478&lon=-1.72933&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  35. https://www.geograph.org.uk/photo/2151166, accessed on 24th September 2024.
  36. https://www.chiark.greenend.org.uk/~owend/interests/rail/stnpages/mirfield.html, accessed on 20th May 2010.
  37. https://en.wikipedia.org/wiki/Thornhill_railway_station, accessed on 24th September 2024.
  38. https://www.geograph.org.uk/photo/2146249, accessed on 24th September 2024.
  39. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67578&lon=-1.65453&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  40. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67662&lon=-1.63870&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  41. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67609&lon=-1.62408&layers=168&b=ESRIWorld&o=100, accessed on 24th September 2024.
  42. http://lostrailwayswestyorkshire.co.uk/Dewsbury.htm, accessed on 26th September 2024.
  43. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.67145&lon=-1.61316&layers=168&b=ESRIWorld&o=100, accessed on 27th September 2024.
  44. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.65930&lon=-1.56897&layers=168&b=ESRIWorld&o=100, accessed on 27th September 2024.
  45. https://en.wikipedia.org/wiki/Horbury_and_Ossett_railway_station, accessed on 27th September 2024.
  46. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.66442&lon=-1.58084&layers=168&b=ESRIWorld&o=0, accessed on 27th September 2024.
  47. https://en.wikipedia.org/wiki/Healey_Mills_Marshalling_Yard, accessed onn 27th September 2024.
  48. https://www.geograph.org.uk/photo/864329, accessed on 27th September 2024.
  49. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.65617&lon=-1.55890&layers=168&b=ESRIWorld&o=100, accessed on 27th September 2024.
  50. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.65728&lon=-1.53700&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  51. https://www.horburyhistory.org/Horbury-Junction/, accessed on 30th September 2024.
  52. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.66955&lon=-1.50480&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  53. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.67749&lon=-1.49163&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  54. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.67943&lon=-1.48383&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  55. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.68334&lon=-1.47138&layers=168&b=ESRIWorld&o=100, accessed on 30th September 2024.
  56. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.69000&lon=-1.43723&layers=168&b=ESRIWorld&o=100, accessed on 2nd October 2024.
  57. https://maps.nls.uk/geo/explore/#zoom=17.4&lat=53.69243&lon=-1.43590&layers=168&b=ESRIWorld&o=100, accessed on 2nd October 2024.
  58. https://maps.nls.uk/geo/explore/#zoom=15.4&lat=53.70320&lon=-1.42452&layers=168&b=ESRIWorld&o=100, accessed on 2nd October 2024.
  59. Embedded link: https://www.flickr.com/photos/neil_harvey_railway_photos/7834033734, accessed on 3rd October 2024.
  60. https://www.invaluable.com/auction-lot/two-albums-containing-300-cards-incl-yorkshire-ox-166-c-6fd4b7e9e0, accessed on 3rd October 2024.
  61. https://www.blipfoto.com/entry/3134415230512138681, accessed on 3rd October 2024.
  62. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=53.69371&lon=-1.76350&layers=168&b=ESRIWorld&o=100, accessed on 3rd October 2024.
  63. https://maps.nls.uk/geo/explore/#zoom=15.0&lat=53.72852&lon=-2.05697&layers=168&b=ESRIWorld&o=100, accessed on 3rd October 2024.
  64. https://igg.org.uk/rail/3-sigs/sigs-1.htm, accessed on 5th October 2024.
  65. https://commons.wikimedia.org/wiki/File:L%26MR_engine_%27Victoria%27.jpg, accessed on 6th October 2024.

Romans 1: 26-27 – ‘Against Nature’ (παρὰ φύσιν)

The featured image above is one person’s attempt to reflect the angst associated with ‘dishonorable passions’ and ‘natural relations versus those contrary to nature’. [22]

In a previous article about Romans 1: 16-32, (https://rogerfarnworth.com/2024/06/15/romans-1-16-32-pauls-discussion-considered), [2] I think we demonstrated that we cannot, with any integrity, assert that the first chapter of the epistle to the Romans makes an unequivocal negative statement about lifelong, loving, covenantal same-gender relationships.

It is possible that Paul is quoting what many a Jewish Christian might be thinking and then countering it with his ‘you therefore’ in Romans 2: 1. That interpretation, if correct, would mean that, rather than expressing his own understanding of God’s position in Romans 1: 16-32. He is, in fact, quoting Jewish Christians and then going on to challenge their sense of superiority over their Gentile siblings. Indeed, “some biblical scholars have long suspected that these verses were borrowed, with some reworking and paraphrasing, from some other source, as the language and word choices are atypical of the rest of the book of Romans.These verses resemble a rhetorical tool used by contemporaries of Paul to contrast the Jews and Gentiles, the basic argument being that idolatry, as practiced by the pagan Gentiles, leads to all manner of sinful behaviour.” [10]

In the midst of the passage is an assertion about particular same-sex sexual activities being ‘against nature‘ (παρὰ φύσιν). [Romans 1:26-27]

If we think that Paul is quoting others, then these words are tangential to Paul’s argument in Romans 1, and are of little importance. But, if these are Paul’s own words, then we need to give our attention to them. The meaning of those two words is particularly important if we remain unsure as to who is speaking. Is it Paul? Or is he quoting others, specifically Jewish Christians? This particular question is discussed in the article mentioned above (which can be found here).

Let’s work on the assumption that these words are indeed important. in that case, we need to consider two things if we are to understand the phrase ‘against nature‘ (παρὰ φύσιν):

  • We need to ask what particular activities are being referred to as being, ‘against nature’ (παρὰ φύσιν: para physin); and
  • We need to question what is meant by something being ‘against nature‘ (παρὰ φύσιν: para physin).

The intention in this article is to address these two concerns. In passing, we will also note a couple of other Greek words used in the two verses: ἀτιμίας (atimias) and ἀσχημοσύνη (aschēmosynē).

First, here are the words in the relevant verses translated into English in the NIV and the NRSV.

Romans 1: 24-27 in the NIV reads:

Therefore God gave them over in the sinful desires of their hearts to sexual impurity for the degrading of their bodies with one another. They exchanged the truth about God for a lie, and worshipped and served created things rather than the Creator—who is forever praised. Amen.Because of this, God gave them over to shameful lusts. Even their women exchanged natural sexual relations for unnatural ones. In the same way the men also abandoned natural relations with women and were inflamed with lust for one another. Men committed shameful acts with other men, and received in themselves the due penalty for their error.” [Romans 1: 24-27 (NIV)]

Romans 1: 24-27 in the NRSV reads:

Therefore God gave them up in the lusts of their hearts to impurity, to the degrading of their bodies among themselves, because they exchanged the truth about God for a lie and worshipped and served the creature rather than the Creator, who is blessed for ever! Amen. …  For this reason God gave them up to degrading passions. Their women exchanged natural intercourse for unnatural, and in the same way also the men, giving up natural intercourse with women, were consumed with passion for one another. Men committed shameless acts with men and received in their own persons the due penalty for their error.” [Romans 1: 24-27 (NRSV)]

Without wanting to chase back all the way through Romans 1, we can note that the ‘Therefore‘ of verse 24 refers back to the way in which people, probably particularly Gentiles, “exchanged the glory of the immortal God for images made to look like a mortal human being and birds and animals and reptiles.” [Romans 1: 23 (NIV)]

So, the argument in these verses goes like this: ‘because of their idolatry, God has given Gentiles over to the sinful desires of their hearts and to their idolatry (v24-25). And because of this (v26) God gave them over to shameful lusts/degrading passions. Women exchanged natural sexual desires for unnatural ones. Men abandoned natural relations with women and were inflamed with lust for one another committing shameful/shameless acts with other men.’

The Greek text is included in the references to this article below, at reference [8]. The key words are highlighted in italics above and in the Greek in the references. These are:

Shameful lusts/degrading passions: πάθη ἀτιμίας (‘passions of dishonour‘)

Unnatural: παρὰ φύσιν (‘against nature‘)

Shameless/shameful acts: ἀσχημοσύνην κατεργαζόμενοι (‘shame working out‘)

Having already considered the question whether this is Paul speaking, or whether he is quoting others, I guess our next question must be whether the acts being described are explicitly sinful or are to be seen in another category. The text sees these actions as shameful/shameless, degrading and against nature. Is that the same as being ‘sinful’? Is being ‘against nature‘ the same as being ‘sinful’?

A parallel question which we must consider is what exactly the text is saying is shameful/shameless and ‘against nature‘.

To be clear, traditional arguments appear to misread Romans 1. Those traditional arguments refer back to the creation stories, deriving from them what is seen to be the only form of marriage allowed in Scripture, that between a man and a woman. Those arguments go on to point to Matthew 19 and Mark 10 in which Jesus appears to say that that issues related to marriage hinge on how God created humanity. so, the traditional arguments say: “the sin of homosexuality is the giving up of natural desires and engaging in unnatural acts, which are defined as any same gender sexual activity.” [3]

But is that what the text says? Careful consideration of the text suggests that a different argument is being made. First, in Romans 1: 18-23, the argument is being made that the wrath of God is revealed from heaven “against all ungodliness and wickedness of those who by their wickedness supress the truth.” [NRSV: Romans 1: 18] … “Claiming to be wise, they became fools; and they exchanged the glory of the immortal God for images resembling a mortal human being or birds or four-footed animals or reptiles.” {NRSV: Romans 1: 22-23] This is, first and foremost, a concern about idolatry. “People have stopped worshipping God, who should be obviously known to them through the creation they live in. They turn to idol worship instead, and God allows them to experience life without Him.” [3]

So, God gives idol worshippers over to “impurity for the degrading of their bodies among themselves, because they exchanged the truth about God for a lie and worshipped and served the creature rather then the Creator, who is blessed for ever! Amen.” [NRSV: Romans 1:24-25] This is then developed by the next two verses: “God gave them up to degrading passions. Their women exchanged natural intercourse for unnatural, and in the same way also the men, giving up natural intercourse with women, were consumed with passion for one another. Men committed shameless acts with men and received in their own persons the due penalty for their error.” [NRSV: Romans 1:26-27]

We have already noted that degrading passions/shameful lusts: as the NSRV and the NIV translate πάθη ἀτιμίας actually mean something different, perhaps ‘passions of dishonour‘, something dishonourable, not highly valued, not held in honour or not respected. A translation closer to the meaning of the original words would not be ‘degrading passions‘ or ‘shameful lusts‘ but ‘of ill repute’ or ‘socially unacceptable’. It seems, perhaps, that the translators of the NRSV and NIV have allowed preconceptions of the meaning of πάθη ἀτιμίας to dictate their translation. πάθη ἀτιμίας actually “refers to something that is culturally unacceptable, rather than something that is morally wrong.” [3]

In judging whether it is reasonable to differentiate between ‘culturally unacceptable’ and ‘morally wrong’, it might be helpful to look back to Romans 1:18. In that verse, the text does refer to ‘wickedness‘ (NRSV/NIV), ἀδικίαν. In that verse, the wickedness referred to is the supressing of the truth of the Godhead, replacing it with idols. The same word (ἀδικίᾳ) appears in Romans 1:29. It heads a list of “every kind of wickedness, evil, covetousness, malice. Full of envy, murder, strife, deceit, craftiness, they are gossips, slanderers, God-haters, insolent, haughty, boastful, inventors of evil, rebellious toward parents, foolish, faithless, heartless, ruthless. They know God’s decree, that those who practice such things deserve to die, yet they not only do them but even applaud others who practice them.” [Romans 1:29-32]

The two occurrences of the word ἀδικίαν/ἀδικίᾳ appear either side of Romans 1:26-27 but the text uses a different word, ἀτιμίας when dealing with the specific sexual matters covered in those two verses. In those two verses, there is a different dynamic to the ‘wickedness’ (sinfulness/guiltiness) of the surrounding verses. Romans 1:26-27 appear to operate on the basis of a ‘shame’/’honour’ spectrum. Honour/dishonour in the eyes of society seem to be at stake. The text uses ἀτιμίας to describe those things mentioned in verses 26 and 27 of Romans 1. “The plain meaning of [ἀτιμίας] is something culturally unacceptable, and does not carry a moral connotation.” [3]

Codrington says that there is a “clear progression in [the text’s] description of a descent into moral decay, from idolatry to culturally unacceptable behaviour to sinful actions to moral decay to the complete destruction of humanity. ” [3]

Codrington asks us to consider other examples of the use of ἀτιμίας to which I have added one:

  • Romans 9:21 – ἀτιμίας “refers to a potter making a pot ‘for common use’. This is a euphemism for a chamber pot – not morally unclean, but culturally unacceptable to talk about in public … the same usage is found in 2 Timothy 2:20.” [3]
  • 2 Corinthians 6:8 the writer talks of being ‘shamed’ (ἀτιμίας) for the Gospel.
  • 2 Corinthians 11:21 – the writer refers to themselves as ἀτιμίαν, (NRSV: ‘To my shame…’.
  • 1 Corinthians 11:14 – it is ‘shameful’ (ἀτιμία) for a man to wear long hair – not a moral issue, nor a creation ordinance, just a societal norm being contravened.
  • 1 Corinthians 15:43 (ἐν ἀτιμία) – in a state of disgrace, used of the unseemliness and offensiveness of a dead body).

There is no New Testament occurrence of ἀτιμίας which expresses a moral judgment – it is used to refer to ‘unseemingliness‘, to cultural preferences and societal norms. “So when Paul calls certain passions ‘shameful’ in Romans 1:26, he is not saying they are wrong; he is merely saying they do not enjoy social approval and are culturally unacceptable.” [3]

There is a further word which we need to look at – ἀσχημοσύνη – it, or an associated word, appears only three times in the New Testament, in Romans 1:27, 1 Corinthians 12:23 and Revelation 16:15. In the book of Revelation, ἀσχημοσύνην is used to denote being seen naked as shameful. Literally, ‘without form’, not nice, unseemly, inappropriate. In 1 Corinthians it appears alongside ἀτιμότερα (less honourable). In that context, ἀσχήμονα seems to mean unpresentable [parts], less honourable parts. [9] It was socially unacceptable in Jewish Christian culture at the time to even name private body parts. “These references have no moral judgment in them.” [3]

In Romans 1:27 ἀσχημοσύνη appears to have the connotation of ‘lewdness’, of shameless behaviour. This seems to be the only location when the word is used in this way. Why, if it was intended to convey deep moral outrage, did the writer not use more unambiguous words? Does the use of ἀσχημοσύνη suggest that the actions to which it refers fall into a category of being unacceptable in Jewish Christian culture rather than morally wrong?

We have something else to consider before thinking about the meaning of the phrase παρὰ φύσιν. We need to try to determine exactly what it was that men and women were doing that was παρὰ φύσιν.

Women in Romans 1:26

Their women exchanged natural intercourse for unnatural, …” [Romans 1:26 (NRSV)]

This verse does not explicitly say that women were having sex with women. “It simply says that women were doing something unnatural with their bodies.” [3] Careful consideration of the context both in society and in the biblical text is critically important. What was it that Paul saw as unnatural?

The traditional argument relies of verse 27 and considers that Paul was paralleling the two matters – verse 27 refers to men having sex with men, so the reference in verse 26 must be about women having sex with women. But was that what Paul was saying?

Codrington reminds us that the “Old Testament never mentions, nor prohibits, lesbian sexual activity. In fact, there is almost no acknowledgement of female sexuality at all – the focus of all sexual prohibitions and instructions is the male. This is in line with Jewish – and ancient cultural – views on both gender and procreation. … Ancient cultures believed that all life was in the sperm, with the woman providing nothing more than an incubator for the foetus. That women would enjoy sex, or take an active role in it, was almost unthinkable. And for women to take a dominant role in sexual activity was considered, … ‘unnatural’.” [3]

The word that the NRSV translates as ‘intercourse’ is χρῆσιν (chrēsin). Apart from Romans 1:26-27 the word is absent from the New Testament but it is “used frequently in other literature of the time, and meant ‘use, relations, function, especially of sexual intercourse’ The emphasis of this word is on the functionality of the sex … insemination and procreation. Any sex that could not result in insemination is ‘unnatural’. [3] Verse 26 does not indicate the sex of the woman’s partner. Culturally, “the prohibitions on women having sex that was considered inappropriate include having sex during menstruation, oral or anal sex (these would involve non-procreative ejaculation), or mutual masturbation. Paul could also have been referring to having sex with an uncircumcised man.” [3]

It is, of course, possible that Paul is talking, in Romans 1:26, of lesbian sexual activity, but this is not certain and perhaps, in the light of the absence of references in the Old Testament and in the structure of Paul’s argument, unlikely. [15]

What Paul is probably saying is that “any sexual activity that is not aimed at insemination is considered socially unacceptable to the Jews.” [3] and as the letter to the Romans unfolds, Paul goes on in Romans 2 to tell his Jewish Christian readers that they should not judge others in this way and ultimately, in Romans 14:13-14 to say, “Let us therefore no longer pass judgment on one another. … I know and am persuaded in the Lord Jesus, that nothing is unclean in itself. …” [Romans 14:13-14]

Men in Romans 1:27

What does Paul condemn when he says, “Men, giving up natural intercourse with women, were consumed with passion for one another. Men committed shameless acts with men and received in their own persons the due penalty for their error.”? [Romans 1:27 (NRSV)]

We have noted that Paul’s argument focusses primarily on cultural rather than moral issues, societal norms rather than absolute morality, but what does Paul have on his mind as he writes Romans 1:27?

Paul could not help but be thinking here of Leviticus 18 and 20,” [17:p74] and the Holiness Code. Paul’s concern is to discourage his readers from involvement in Roman temple worship but also not to judge those involved. So in this verse, Paul could have been referring to pederasty. In Rome, “it was very common for young boys to give themselves to older men as a way of gaining social advantage. Mark Anthony had famously done this when he was a teenager, but was by no means an isolated case. This kind of mutuality in pederasty was considered “unnatural” (as in socially unacceptable) by Jews and most Gentiles as well.” [3][18]

Male same-sex sexual activity was normal in Roman and Greek culture. If Paul’s intention was to condemn all “homosexual activity in Rome, his words actually don’t go far enough. Paul is concerned here with men who’s sexuality is out of control.” [3] We must also note Paul’s use of the word χρῆσιν (chrēsin) which we have just seen relates to the ‘misuse’ of someone “upon whom a sexual act has been performed, and could apply to pederasty or temple prostitution. Both of these issues would make sense in the context of the passage, and be consistent with … Scripture … It definitely has the tone of abuse, excess and being out of control. The men are ‘inflamed with lust’.” [3]

So, is Paul condemning same-sex sexual practice, per se? Or is he more concerned about what is being done and for what reason? If same-sex sexual activity is occurring and neither partner is ‘inflamed by lust’ would he see that as wrong?

And what about the last phrase of verse 27 – ‘received in their own persons the due penalty for their error.’ We do not know what Paul was referring to here, but what is clear is that the word he uses to describe the behaviour to which he has been referring – ‘error’ (πλάνης (planēs)) – is a less judgemental word than ‘sin’, ‘evil’ or ‘wickedness’. When used elsewhere in the New Testament this word (it appears a total of six times) has been translated: ‘error’ (Romans 1:27); ‘deceit’, ‘deceitful’ (Ephesians 4:14); error, deceit (1 Thessalonians 2:3); ‘deluding’, delusion, ‘departure’, (2 Thessalonians 2:11); ‘error’, ‘wandering’ (James 5:20); ‘error’ (1 John 4:6). [19 + NRSV] The meaning of πλάνης appears to be around having been deceived, having wandered off. This meaning is far more neutral than other possible words such as ‘sin’ or ‘evil’. It is illuminating also to note that in each of the references to ‘deceit’ above, the sense is that of ‘having been deceived’ or ‘refusing to deceive others’ rather than ‘having been the deceiver’. So:

  • We must no longer be children, tossed to and fro and blown about by every wind of doctrine, by people’s trickery, by their craftiness in deceitful scheming.” [Ephesians 4:14]
  • Our appeal does not spring from deceit or impure motives or trickery.” [1 Thessalonians 2:3]
  • God sends them a powerful delusion, leading them to believe what is false.” [2 Thessalonians 2:11]
  • Whoever brings back a sinner from wandering will save the sinner’s soul from death and will cover a multitude of sins.” [James 5: 20] This is the closest link between πλάνης and ‘sin’, but sin here is regarded as a ‘wandering’ (πλάνης) not a wilful act.
  • From this we know the spirit of truth and the spirit of error.” [1 John 4:6] here the dynamic involved is truth/error, rather than right/wrong.

This begs the question of how certain we can be, that here in Romans 1:27, we find God’s final definitive statement against male same gender sexual activity?

Codrington asks: “If today’s LGBT people express their sexual activity without being “inflamed with lust”, and do not receive “the due penalty” in their bodies, can we say that God is not against their activity? … These verses … [are] not as clear as they may first appear.” [3]

We reached this conclusion without directly focussing on another important question of whether the same-sex sexual acts to which Paul refers are the same as loving faithful, committed, same-sex relationships which include sexual intimacy. As Michael Younis says: In Paul’s thinking, “the conception of sex and the roles of the respective partners differs drastically from today’s world.” [16] While there is undoubtedly still abuse in today’s world, for many gay couples, “Sexuality … is used not as a means for domination, but rather as a means of mutual love and respect. The use of sex as a means for domination constitutes rape or domestic abuse, both of which are criminal offences where the victim has the right to prosecute to perpetrator.” [16]

Against Nature (παρὰ φύσιν)

We focus now on the phrase that formed the tile of this article – παρὰ φύσιν.

Codrington tells us that in παρὰ φύσιν, παρὰ is a word that is familiar to modern ears because we have uses of the word derived from the Greek. παρὰ usually means ‘besides’, ‘more than’, ‘over and above’ or ‘beyond’. In English, we use this word to indicate similar things, “for example a paralegal is someone not totally qualified to be a lawyer, but who assists a real lawyer; and paranormal is something other than normal (rather than ‘opposed to normal’).” [3]

Codrington continues: In the Romans 1 context, the phrase παρὰ φύσιν “could mean ‘more than nature’ or ‘beyond nature’, but is probably better rendered ‘contrary to nature’ as most modern translations have it. But the sense of the phrase is not ‘in opposition to the laws of nature’ but rather ‘unexpected’ or ‘in an unusual way’. We might say, for example: ‘Contrary to his nature, John woke up early and went for a run’. This is not a moral issue, but refers to the character of something or someone.” [3]

In attempting to better understand the phrase παρὰ φύσιν,it is perhaps important that we look at other occurrences of its use, or of the use of φύσιν (or its derivatives). And here we have our first problem, The words φυσικός and φύσις, which are both translated as some form of the words ‘nature’, ‘natural’, or ‘instinctive’, present a considerable challenge. Paul only uses the phrase sparingly in his epistles. In fact, as Ness tells us, the word “is never used in the canonical books of the Septuagint, Paul’s source for Old Testament material. … The only other text in the [New Testament] that uses φυσικός is 1 Peter 2:12: ‘But these people blaspheme in matters they do not understand. They are like unreasoning animals, creatures of instinct (φυσικα), born only to be caught and destroyed, and like animals they too will perish.” [3]

So, perhaps Paul is speaking of something deeply engrained in human beings. Perhaps Paul is claiming that same-sex relations are unnatural, contrary to God’s plan for humanity, making all same-sex sexual relations a sin, regardless the context. If Paul was using παρὰ φύσιν in one particular way then that becomes a reasonable assumption.

However, we have already noted that the English phrase ‘contrary to nature’ does not necessarily refer to a moral issue.

To be sure of what Paul is talking about, we cannot just take our own understanding of one possible meaning, nor can we necessarily rely on our own instincts, our own cultural assumptions and apply them to the culture of Paul’s day. We have first to accept that in choosing to interpret the phrase ‘contrary to nature‘ as being about something utterly abnormal or abhorrent, we are making a choice to do so. We are perhaps, taking a cultural norm and making it a moral issue.

Here, starting with the example above, are ways in which the phrase, similar phrases or similar thinking might be used which imply no clear moral judgement, or which require considerable additional thinking to determine their ethics:

  • Contrary to his nature, John woke up early and went for a run;
  • Human beings cannot fly, if God had intended them to do so, he would have given them wings. Flight is ‘contrary to our nature‘, but we subvert that reality each time we fly to go on holiday;
  • Aldous Huxley: ‘Consistency is contrary to nature, contrary to life. The only completely consistent people are the dead.’ No moral judgement is implied by Huxley;
  • St. Augustine: ‘Miracles are not contrary to nature but only contrary to what we know about nature’;
  • Roger is naturally longsighted, so he wears glasses to correct his sight;
  • Is cosmetic surgery, or any surgery, contrary to nature?
  • Is genetic modification, or cloning, contrary to nature?
  • The choices made by different cultures about what it is appropriate to eat could also fall into this category – things that make me cringe, like the idea of eating dogs or horses, frogs legs or locusts.
  • Human beings cannot breath under water, yet, contrary to our nature we have found ways to over come this.

Perhaps we might want to argue that some of those things require significant ethical consideration before we agree that they are right or wrong, but simply describing them as contrary to nature does not get close to resolving the debate. Perhaps some of these things cause an emotional response in me either of fear or dislike.

Throughout history cultures have made similar judgements about a variety of things, men having long hair, the wearing of beards, women speaking/leading in church, what constitutes male or female clothing. Some of these things carry a lot of stigma in particular cultures but they are not, ultimately, moral issues even when they might be enforced as such.

Codrington encourages us to think carefully about this within the context of the Roman world: “This concept of ‘according to nature’ or ‘contrary to nature’ needs to be understood properly in context. It is only since the Renaissance that the concept of ‘natural law’ has embedded itself in Western philosophy. In Paul’s world, the concept of ‘natural law’ was something linked with Stoicism, and referred mainly to socially unacceptable behaviour. It was a commonly used concept, and was not typically associated with moral rights and wrongs built into the fabric of reality as we perceive it today. For example, the Greek Stoic philosopher Epictetus criticised men who shaved their body hair in order to look more like women, saying that such men act ‘against [their] nature’ (physis) (Discourses 3.1.27–37). [11] Philo of Alexandria, a Jewish contemporary of Paul living in Alexandria, used para physin three times in his ‘On the Special Laws’ (3.7-82), [12] where he applies it to: (1) intercourse between a man and women during her menstrual period, (2) intercourse between a man and a boy (pederasty), and (3) intercourse between a person and an animal (bestiality). He also calls men who have sex with barren women (instead of divorcing them and remarrying) ‘enemies of nature’. While we might find pederasty and bestiality vile and evil, what do we make of the other issues? The defining characteristic of these sexual activities is not consent, or mutuality or love. The defining characteristic that groups them together is that there is no possibility of having children. This is what is defined as ‘unnatural sex’ in classical literature.” [3]

Codrington quotes Marilyn Riedel who writes: “The concept of ‘natural law’ was not fully developed until more than a millennium after Paul’s death. He thought ‘nature’ was not a question of universal law or truth but, rather, a matter of the character of some person or group of persons, character which was largely ethnic and entirely human: Jews are Jews ‘by nature’, just as Gentiles are Gentiles ‘by nature’. ‘Nature’ is not a moral force for Paul: humankind may be evil or good ‘by nature’, depending on their own disposition. Paul uses ‘nature’ in the possessive, that is, not in the abstract ‘nature’ but as someone’s nature. Paul is therefore writing about the personal nature of the pagans in question.” [3][20]

Bryan Ness quotes James Brownson: “When we seek to bring ancient discussions into our modern context, we run into some problems. In the ancient world we see almost no interest at all in the question of sexual orientation, particularly among critics of same-sex behaviour. Rather, we see the kinds of discussion found in Romans 1 focusing on two problems: the subjective problem of excessive lust and the objective problem of behavior that is regarded as ‘contrary to nature’. Yet when these discussions are translated into a modern context, the question of lust tends to recede into the background, because, as we have seen, it seems irrelevant to the question of committed gay unions. Instead, the focus falls on the objective problem that same-sex eroticism is ‘contrary to nature’. Traditionalists generally are far more comfortable talking about sexuality ‘objectively’ than in dealing with the inner and subjective aspects of sexual orientation. This is true in no small part because the Bible does not envision the category of sexual orientation; it only addresses the problem of excessive desire.” [10][13: p170]

Returning to early Christian, and parallel Jewish, thought: “For early Jews in particular, the Alexandrian school had a great influence in what was considered ‘natural’. In the third century, Clement of Alexandria asserted that ‘to have sex for any purpose other than to produce children is to violate nature’. This concept was also taught by Philo (to a Jewish audience). For him, any use of human sexuality which did not produce children ‘violated nature’. For some early Christians, celibacy was as unnatural as homosexuality, and so was masturbation. Failure to divorce a barren wife was ‘unnatural’ as well. Jewish thinking … believed that ‘unnatural sex’ is any sexual activity which is not capable of inseminating a woman. This is not a moral category, but a cultural one. For example, Maimonides, an early Jewish scholar within the Rabbinic tradition (and hostile to [same-sex sexual] activity as well) … addressed the issue of ‘unnatural sex’ between a husband and wife: ‘A man’s wife is permitted to him. Therefore he may do whatever he wishes with his wife. He may have intercourse with her at any time he wishes and kiss her on whatever limb of her body he wants. He may have natural or unnatural sex, as long as he does not bring forth seed in vain’.” [3][14]

It is perhaps the last sentence of the quote from Maimonides that is the most instructive – the moral issue for him was about ‘bring[ing] forth seed in vain’. The natural/unnatural question was not a moral issue, it was neutral in any moral sense.

Codrington also reminds us that the letter to the Romans uses the phrase παρὰ φύσιν sparingly – in Romans 1:26-27, and Romans 11:24. It is used also in 1 Corinthians: “the word φύσις appears elsewhere in Romans and in 1 Corinthians.” [3] this is picked up in our next few paragraphs.

A biblical understanding of ‘Nature’

We have already looked at a number of biblical references with the hope of understanding what Paul and other authors understand by the use of the word φύσιν and the phrase παρὰ φύσιν.

There are more to consider:

  • Romans 2:27: Paul talks of Gentiles being ‘uncircumcised ‘by nature’ (ἐκ φύσεως);
  • Galatians 2:15: Paul talks of Jews being circumcised ‘by nature’ (φύσει) – often translated ‘by birth’ rather than ‘by nature’, but the same Greek word is used. Paul effectively argues that circumcision is a cultural practice, a social norm, rather than a moral requirement or an eternal command.
  • 1 Corinthians 11:14: Paul says: “Does not nature itself tell you that it is shameful for a man to have long hair.” (οὐδὲ ἡ φύσις αὐτὴ διδάσκει ὑμᾶς ὅτι ἀνὴρ μὲν ἐὰν κομᾷ ἀτιμία αὐτῷ ἐστιν). both φύσις and ἀτιμία are used here. Paul uses the same language when speaking of the length of men’s hair as he does when speaking about same-sex sexual activity.
  • Romans 11:24: Paul uses ‘nature’ (φύσιν), and ‘contrary to nature’ (παρά φύσιν) to describe Gentile conversion to Christian faith. “After all, if you were cut out of an olive tree that is wild by nature (φύσιν), and ‘contrary to nature’ (παρά φύσιν) were grafted into a cultivated olive tree, how much more readily will these, the natural (φύσιν) branches, be grafted into their own olive tree.” [Romans 11:24] Codrington comments: “Paul is saying, ‘you Jews might think that some of the actions of Gentiles are socially unacceptable, but God has done something even more culturally unacceptable to you as Jews: he’s included these Gentiles in His Kingdom, alongside you’. The key point here is simple: if God Himself can do something παρά φύσιν it clearly cannot be something inherently evil or immoral.” [3]

Alongside the fact that the idea of ‘natural law’ did not fully enter Western thought until the Middle Ages at the earliest (cf. Riedel, [20]) we can be relatively sure that ‘nature’ was not a moral force for Paul but rather a cultural/social norm or something personal to a particular person (according to ‘her nature’).

The evidence, here, is as clear as it can be. That something is ‘contrary to nature’ or ‘against nature’ does not make it “morally wrong, but rather indicates something that is against what the writer – and/or reader – would see as normal, expected and usual.” [3] The statement that specific sexual acts were ‘against nature’ does not necessarily mean “they were perceived to be morally wrong, but just [that] they were unusual, socially unacceptable or not normal.” [3]

In summary then:

In Romans 1 and 2 , it seems as though Paul holds his readers to account for judging others. He sees his readers’ position as being based on their own cultural mores and dislikes (their own ‘nature’). As the letter unfolds, it seems as though Paul is attempting to “encourage unity between Jewish and Gentile Christians, and to help them overcome the way they each saw each others’ cultural practices. Gentiles despised circumcision, and did not like the dietary laws of the Jews; and the Jews were disgusted by a whole range of Gentile practices, especially the way they flaunted their bodies in public at their bath houses, and their sexual habits.” [3] 

Paul wants his readers to recognise their own cultural prejudices. He chooses, when he is unambiguously speaking of same-sex sexual acts, not to use words which denote moral or ethical wrong. He is perfectly capable doing so as we have seen in parts of Romans 1. Where we might easily describe pederasty as heinous sin, the closest Paul gets to this is when talking of what he sees Gentiles doing more as ‘falling into error’ than ‘heinous evil’. He is cautious in his words and he is surprisingly unwilling to condemn. However, when talking of other things he is perfectly capable of condemnation: “They were filled with every kind of injustice, evil, covetousness, malice. Full of envy, murder, strife, deceit, craftiness, they are gossips, slanderers, God-haters, insolent, haughty, boastful, inventors of evil, rebellious toward parents, foolish, faithless, heartless, ruthless. They know God’s decree, that those who practice such things deserve to die.” [Romans 1: 29-32]

Romans 1: 26-27 is written in the midst of Paul’s comments about idolatry, cultic temple practices and Roman pagan activities in which same-gender sexual activity played a major part. It has to be stretched significantly beyond any ‘elastic limit’ to be seen as applying to faithful, loving, lifelong homosexual relationships today. And, even if this argument were to be pursued to its limit, it can only apply to sexual activity itself not to any ‘orientation’, feelings of love, or lifelong commitments of companionship and fidelity.

Even if everything is still remains less clear that this, Romans 1, for me at least, is not a passage which contains sufficient certainty of meaning to be used as a definitive statement of condemnation of those who as part of a loving, long-term, committed relationship engage in same-sex sexual activity.

Romans 1 is not a passage that can safely carry that burden. It must as a result be subject to a wider theological, ethical and biblical thinking and to the paramount understanding of God as a God of love who reaches out to his creatures in gracious, merciful love, making no distinction between male and female, Gentile and Jew, slave or free, [Galatians 3: 28] and not making a distinction between people on the basis of “disability, economic power, ethnicity, gender, gender identity, learning disability, mental health, neurodiversity, or sexuality.” [21]

References

  1. N.T. Wright: https://ntwrightpage.com/2016/05/07/romans-and-the-theology-of-paul, accessed on 7th June 2024.
  2. https://rogerfarnworth.com/2024/06/15/romans-1-16-32-pauls-discussion-considered
  3. Graeme Codrington: https://www.futurechurchnow.com/2015/10/15/the-bible-and-same-sex-relationships-part-11-shameful-acts-and-going-against-nature, accessed on 8th June 2024.
  4. Graeme Codrington: https://www.futurechurchnow.com/2015/11/12/the-bible-and-same-sex-relationships-part-12-what-romans-1-is-really-all-about, accessed on 8th June 2024.
  5. https://en.wikipedia.org/wiki/Epistle_to_the_Romans, accessed on 9th June 2024.
  6. Daniel Castello; Introduction to the Epistle to the Romans; https://spu.edu/lectio/introduction-to-the-epistle-to-the-romans, accessed on 9th June 2024.
  7. Gary Shogren; Romans Commentary, Romans 1:18-3:20; https://openoureyeslord.com/2018/02/27/romans-commentary-romans-118-320, accessed on 10th June 2024.
  8. Διὸ παρέδωκεν αὐτοὺς ὁ θεὸς ἐν ταῖς ἐπιθυμίαις τῶν καρδιῶν αὐτῶν εἰς ἀκαθαρσίαν τοῦ ἀτιμάζεσθαι τὰ σώματα αὐτῶν ἐν αὐτοῖς, οἵτινες μετήλλαξαν τὴν ἀλήθειαν τοῦ θεοῦ ἐν τῶ ψεύδει, καὶ ἐσεβάσθησαν καὶ ἐλάτρευσαν τῇ κτίσει παρὰ τὸν κτίσαντα, ὅς ἐστιν εὐλογητὸς εἰς τοὺς αἰῶνας· ἀμήν. … Διὰ τοῦτο παρέδωκεν αὐτοὺς ὁ θεὸς εἰς πάθη ἀτιμίας· αἵ τε γὰρ θήλειαι αὐτῶν μετήλλαξαν τὴν φυσικὴν χρῆσιν εἰς τὴν παρὰ φύσιν, ὁμοίως τε καὶ οἱ ἄρσενες ἀφέντες τὴν φυσικὴν χρῆσιν τῆς θηλείας ἐξεκαύθησαν ἐν τῇ ὀρέξει αὐτῶν εἰς ἀλλήλους, ἄρσενες ἐν ἄρσεσιν τὴν ἀσχημοσύνην κατεργαζόμενοι καὶ τὴν ἀντιμισθίαν ἣν ἔδει τῆς πλάνης αὐτῶν ἐν ἑαυτοῖς ἀπολαμβάνοντες.
  9. https://biblehub.com/text/1_corinthians/12-23.htm, accessed on 26th September 2024.
  10. Bryan Ness; Paul on Same-Sex Sexual Relations in Romans; in Spectrum, 4th May 2021; via, https://spectrummagazine.org/views/paul-same-sex-sexual-relationships-romans/, accessed on 30th September 2024.
  11. https://classics.mit.edu/Epictetus/discourses.3.three.html, accessed on 1st October 2024.
  12. Philo; De Specialibus Legibus, III; via https://scaife.perseus.org/reader/urn:cts:greekLit:tlg0018.tlg024.1st1K-grc1:3.7, cf.; https://summerstudy.yale.edu/sites/default/files/chapter_3._gender.pdf, https://www.earlychristianwritings.com/yonge/book29.html, https://www.loebclassics.com/view/philo_judaeus-special_laws/1937/pb_LCL320.473.xml, all accessed on 1st October 2024.
  13. James V. Brownson; Bible, gender, sexuality: Reframing the church’s debate on same-sex relationships; Wm. B. Eerdmans Publishing, Grand Rapids, Michigan, 2013.
  14. cf., the Mishneh Torah Issurei B’iah 21:9 (https://www.myjewishlearning.com/article/judaism-and-sexuality), https://prism.ucalgary.ca/server/api/core/bitstreams/770995b3-cc5b-4ed2-90be-7d0cb53e46a8/content, all accessed on 1st October 2024.
  15. Codrington asserts that “In classical literature … lesbianism is never discussed in this way. … Male homosexuality was discussed a lot in classical literature. When female homosexuality was discussed, it was always preceded by discussions of male homosexuality, which was itself typically preceded by discussions on unnatural heterosexual sexual activity. This is a very typical progression when dealing with sexual issues in ancient literature. It’s very unlikely that Paul would break with this literary form, unless he was trying to make a different point. To say that Romans 1:26 forbids lesbian sexual activity is to read much more into the verse than is actually there.” [3]
  16. Michael Younes; Engaging Romans: An Exegetical Analysis of Romans 1:26-27; John Carroll University, Summer 2017, via https://collected.jcu.edu/cgi/viewcontent.cgi?article=1077&context=mastersessays#:~:text=Romans%201:26%E2%80%9327%20offers,over%20against%20the%20LGBTQ+%20community, accessed on 1st October 2024.
  17. James D.G. Dunn; 38A Word Biblical Commentary Romans 1-8; Word Books, Dallas, Texas, 1988.
  18. This is what Martti Nissinen believes to be the case, Martti Nissinen; Homoeroticism in the Biblical World: A Historical Perspective; Fortress Press, 2004.
  19. https://biblehub.com/greek/plane_s_4106.htm, accessed on 2nd October 2024.
  20. Marilyn Riedel; Hermeneutics of Homosexuality; [broken link: http://users.wi.net/~maracon/lesson1.html, attempted access on 2nd October 2024.]
  21. https://www.inclusive-church.org/the-ic-statement, accessed on 2nd October 2024.
  22. https://bible.art/p/cslrdLTqR4obex8ipiFo/romans-1:26-27-for-this-reason-god, accessed on 2nd October 2024.

Shrewsbury Railway Station in 1905

The December 1905 Railway Magazine focussed on Shrewsbury Railway Station as the 34th location In its Notable Railway Stations series. [1]

The featured image above is not from 1905, rather it shows the station in 1962. [14]

Shrewsbury railway station was originally built in October 1848 for the Shrewsbury to Chester Line. The architect was Thomas Mainwaring Penson (1818–1864) of Oswestry. The building style was imitation Tudor, complete with carvings of Tudor style heads around the window frames to match the Tudor building of Shrewsbury School. It was operated jointly by the Great Western Railway (GWR) and the London and North Western Railway (LNWR). Drawn by I.N. Henshaw, © Ironbridge Gorge Museum Trust. [2]
Shrewsbury Station before the refurbishment and extension which was undertaken in 1901. [3]
Shrewsbury Station in 1901, partway through the excavation of the forecourt area. [4]
A postcard view of Shrewsbury Station after the completion of the 1901 extension and refurbishment. [5]

Lawrence begins his article about the relatively newly refurbished Shrewsbury Railway Station by remarking on the debt Shrewsbury Station owes to the construction of the Severn Tunnel: “it is to the Severn Tunnel that Shrewsbury owes the position it claims as one of the most important distributing centres in the country if not the most. In telephonic language, it is a “switch board,” and those on the spot claim that more traffic is interchanged and redistributed at Shrewsbury than even at York.” [1: p461]

At the Southeast end of the station site, rails predominantly from the South and West converge. At the Northwest end of the station lines predominantly from the North and East meet to enter the Station.

Lawrence highlights the origins of different trains by noting the “places in each direction to and from which there are through carriages.” [1: p461]

From the South and West: London, Worcester, Dover, Kidderminster, Minsterley, Bournemouth, Cheltenham, Portsmouth, Cardiff, Bristol, Swansea, Penzance, Torquay, Weston-super-Mare, Southampton, Carmarthen, and Ilfracombe.

From the North and East: Aberystwyth, Criccieth, Barmouth, Llandudno, Dolgelly, (all of which are more West than East or North), Manchester, Leeds, Liverpool. York and Newcastle, Glasgow and Gourock, Edinburgh, Perth and Aberdeen, Chester and Birkenhead.

Lawrence comments that “these are terminal points, and separate through carriages are labelled to the places named; but, of course, the actual services are enormous: Penzance, for instance, means Exeter, Plymouth, and practically all Cornwall; and London, means Wolverhampton, Birmingham, Leamington and Oxford. And the bulk of these through connections only came into existence – and, in fact, were only possible – after the opening of the Severn Tunnel.” [1: p461-462]

Before 1887, the Midland Railway “had something like a monopoly of the traffic between North and West, and Derby occupied a position analogous to that occupied by Shrewsbury today, but, of course, on a much smaller scale. In 1887, the North and West expresses were introduced by the London and North Western Railway and the Great Western Railway, and then Ludlow, Leo- minster, Hereford, and a host of sleepy old world towns suddenly found themselves on.an important main line.” [1: p462]

From Manchester and Liverpool, Lawrence says, “the new route not only saved the detour by way of Derby, but incidentally substituted a fairly level road for a very hilly one. There are now nine expresses in each direction leaving and arriving at Shrews-bury, connecting Devonshire and the West of England and South Wales with Lancashire and Yorkshire.” [1: p462]

Shrewsbury Station was erected in 1848, and was the terminus of the Shrewsbury and Birmingham Railway, constructed by Mr. Brassey. It was enlarged in 1855, and practically reconstructed in 1901.

The current Historic England listing for the Station  notes that it opened in 1849 and was extended circa 1900. The architect was Thomas Penson Junior of Oswestry. The building is “Ashlar faced with Welsh slate roof. Tudor Gothic style. 3 storeys, though originally two. 25-window range, divided as 4 principal bays, articulated by polygonal buttresses with finials. Asymmetrical, with tower over main entrance and advanced wing to the left. 4-storeyed entrance tower with oriel window in the third stage, with clock over. Polygonal angle pinnacles, and parapet. Mullioned and transomed windows of 3 and 4 lights with decorative glazing and hoodmoulds. String courses between the storeys, with quatrefoil panels. Parapet with traceried panels. Ridge cresting to roof, and axial octagonal stacks. Glazed canopy projects from first floor. Platforms roofed by a series of transverse glazed gables. The building was originally 2-storeyed, and was altered by the insertion of a lower ground floor, in association with the provision of tunnel access to the platforms.” [6]

Lawrence says that the building “possesses a handsome façade and is of freestone, in the Tudor Gothic style. Unfortunately, its imposing frontage is not shewn to the best advantage, as the station lies literally in a hole. Previously to 1901 there was direct access from the roadway to the platforms; but the principal feature of the 1901 alteration was the excavation of the square in which the station was built to a depth of 10 or 12 feet, in order to allow the booking offices, parcels offices, etc., to be on the ground floor, under the platforms, and passengers thus enter the station from a subway, wheeled traffic approaching the platform level by means of a slope. On one side frowns the County Gaol, on the other is the Castle, now a private residence. All around and in front are small shops, for the approach is only by way of a back street.” [1: p462]

A satellite image showing Shrewsbury Prison, the Railway Station, the River Severn and Shrewsbury Castle. [Google Maps, September 2024.

Shrewsbury Gaol is more normally referred to as Shrewsbury Prison, but you may hear it called ‘The Dana’. It was completed in 1793 and named after Rev Edmund Dana. The original building was constructed by Thomas Telford, following plans by Shrewsbury Architect, John Hiram Haycock.

William Blackburn, an architect who designed many prisons, also played a part in drawing up the plans for a new prison. It was Blackburn who chose the site on which the prison is built. Blackburn was influenced by the ideas of John Howard, … a renowned Prison Reformer. … Howard visited Shrewsbury in 1788 to inspect the plans for the new prison. He disliked some aspects of the designs, such as the size of the interior courts. … Consequently, redesigns were undertaken by Thomas Telford who had been given the position of Clerk of Works at the new prison the previous year. Shrewsbury Prison was finished in 1793 with a bust of John Howard sitting proudly above the gate lodge. He gives his name to Howard Street where the prison is located.” [7]

The gatehouse of Shrewsbury Prison with the bust of John Howard above. [7]

Shrewsbury Castle was commissioned by William the Conqueror soon after he claimed the monarchy and was enlarged by Roger de Montgomery shortly thereafter “as a base for operations into Wales, an administrative centre and as a defensive fortification for the town, which was otherwise protected by the loop of the river. Town walls, of which little now remains, were later added to the defences, as a response to Welsh raids. … In 1138, King Stephen successfully besieged the castle held by William FitzAlan for the Empress Maud during the period known as The Anarchy [and] the castle was briefly held by Llywelyn the Great, Prince of Wales, in 1215. Parts of the original medieval structure remain largely incorporating the inner bailey of the castle; the outer bailey, which extended into the town, has long ago vanished under the encroachment of later shops and other buildings. … The castle became a domestic residence during the reign of Elizabeth I and passed to the ownership of the town council c.1600. The castle was extensively repaired in 1643 during the Civil War and was briefly besieged by Parliamentary forces from Wem before its surrender. It was acquired by Sir Francis Newport in 1663. Further repairs were carried out by Thomas Telford on behalf of Sir William Pulteney, MP for Shrewsbury, after 1780 to the designs of the architect Robert Adam.” [10]

A late 19th century view of the Station forecourt with Shrewsbury Castle beyond. This photograph was taken before the refurbishment of the station and the lowering of the forecourt. [1: p467]
A colourised postcard view of Shrewsbury Castle, seen across the Station forecourt early in the 20th century, © Public Domain. [8]

At the time of the writing of Lawrence’s article in The Railway Magazine, the castle was owned by Lord Barnard, from whom it was purchased by the Shropshire Horticultural Society. The Society gave it to the town in 1924 “and it became the location of Shrewsbury’s Borough Council chambers for over 50 years. The castle was internally restructured to become the home of the Shropshire Regimental Museum when it moved from Copthorne Barracks and other local sites in 1985. The museum was attacked by the IRA on 25 August 1992 and extensive damage to the collection and to some of the Castle resulted. The museum was officially re-opened by Princess Alexandra on 2 May 1995. In 2019 it was rebranded as the Soldiers of Shropshire Museum.” [10]

Shrewsbury Castle in the 21st century, © Julian Nyča and authorised for reuse under a Creative Commons Licence (CC BY-SA 3.0). [9]

Lawrence continues to describe the Railway Station building: “Inside, one notices how the prevailing style of architecture of the front is carried into every detail of the interior. All the windows of waiting room and other platform offions are in the peculiar Tudor style, and the whole interior is graceful and handsome. The excavation of the station square involved the removal of a statue erected to the memory of one of the foremost citizens, Dr. Clement, who lost his life in combating the cholera in the early [1870s]. It was removed to the ‘Quarry’, a place of fashionable public resort.” [1: p462]

An extract from the 25″ Ordnance Survey of the turn of the 20th century showing Shrewsbury Railway Station, Castle and Prison, and the River Severn in 1901 after the construction of the bridge widening but before new track laying commenced. [11]
A first internal view of Shrewsbury Railway Station which shows the length of the covered roof and platforms. The camera is facing North. The windowed structure to the right is the signal cabin referred to in the text. [1: p464]
This second internal view of the station looks Northwest along Platform 7 and shows the bookstall on that platform with its shutters open. The signal cabin is just off the photograph to the right. [1: p465]
Looking Southeast through the interior of Shrewsbury Railway Station. [1: p466]
The waiting room, Platform 1 & 6. [1: p466]
Shrewsbury Station looking South in October 2016. Shrewsbury Abbey is just visible beyond the Station site, © John Lucas and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [19]
The Southeast end of Shrewsbury Station. View northward on Platform 5, towards Crewe, Chester etc. The train on the left, headed by Stanier 5MT 4-6-0 No. 45298, is the 12.00 to Swansea (Victoria) via the Central Wales line. Stanier 4P 2-6-4T No. 42488 is at Platform 6, © Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [14]
View northward from the south end of the station. The train is for Wolverhampton (Low Level) by the ex-Great Western & London & North Western Joint main line via Wellington and is headed by Hughes/Fowler 5P 4F 2-6-0 No. 42924. Over on the right is Shrewsbury Prison, © Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [15]
The South end of the Station again, with a train arriving from Aberystwyth in June 1962. To the left, the main line to Wellington (thence Stafford), Wolverhampton, Birmingham etc.; to the right is the Welsh Marches Joint line from Hereford etc., which has been joined about a mile beyond at Sutton Bridge Junction by the Joint line from Welshpool etc. and the GW (Severn Valley) line from Bewdley via Bridgnorth. The massive signalbox in the background is Severn Bridge Junction, beyond which is the Shewsbury Curve connecting the Birmingham with the other routes south and west. The train is the 07.35 stopping service from Aberystwyth, with Collett ‘2251’ 0-6-0 No. 3204 (built 10/46), it is arriving after taking three hours for the 80 miles via Machynlleth and Welshpool, © Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0).[17]

The two main platforms are of considerable length, 1,400 and 1,250 ft. respectively, and each of them can accommodate two trains at once. The station was designed with this object in view, being divided into two block sections by a cabin, from which the whole of the station traffic is controlled. There are seven cabins in all, the most important of which contains 185 levers.” [1: p462-463]

Shrewsbury’s large signal box stands above the triangle of lines which are beyond the River Severn at the Southeast end of the station site. [1: p462]
The same signal box in the 21st century (1st May 2024) – Severn Bridge Junction Signal Box. The church to the right is Shrewsbury Abbey which sat directly across the road from the Shrewsbury  terminus of the Shropshire & Montgomeryshire Light Railway, © Foulger Rail Photos and authorised for reuse under a Creative Commons Licence (CC BY-SA 2.0). [16]

The lines approaching the station are laid out in curves of somewhat short radius, and the system of o guard rails is deserving of notice. Instead of being in short lengths, as is frequently the case, they are in apparent continuity with the respective facing points, and any derailment seems to be impossible. The new station is built over the river, and consequently the bridge which formerly carried only the permanent way was considerably widened – more than trebled in width, in fact. The platforms are supported by piers driven 25 ft. below the bed of the river by hydraulic pressure.” [1: p463]

The station straddled the join between two 25″ OS map sheets. The two extracts above come from the revision in the 1920s. They show the development of the station since the turn of the century. [12][13]
The bridge over the River Severn on 10th January 2020, © Tom Parry and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [18]

Lawrence continues: “Looking across the river, the stationmaster’s house, ‘Aenon Cottage’ it is now called, is seen on the opposite bank, a house which has had a very chequered history. It started life as a thatched cottage; then it became a public house; then a ‘manse’, the residence of the Baptist minister. Then it was altered and enlarged and afforded house room for the Shropshire Union Railway and Canal Offices, and has now entered upon another phase of its railway history as the residence of Mr. McNaught, the stationmaster.” [1: p463] I have not been able to determine the exact location of this property.

Lawrence shares details of McNaught’s employment history with the railways, including periods as Stationmaster at Craven Arms and Hereford before arriving at Shrewsbury in 1890. Under McNaught at Shrewsbury were a joint staff of 160, including 16 clerical and 25 signalmen. Additional non-joint staff included clerical staff in the Superintendent’s office and the carriage cleaners.

At Shrewsbury there were locomotive sheds of the LNWR (57 engines and 151 staff) and the GWR (35 locomotives and about 110 staff).

The station was 171.5 miles from Paddington, the fastest scheduled journey was 3 hr 28min. The route via Stafford to London was 9 miles shorter than the GWR route, the fastest scheduled train in 1905 did that journey in 3hr 10min.

Lawrence notes that “the really fast running in this neighborhood is that to be found on the Hereford line, the 50.75 miles being covered in 63 min.” [1: p464]

Lawrence comments that beyond the station site, “The town of Shrewsbury is not the important place it once was. … Shrewsbury was the centre whence radiated a good deal of warlike enterprise. All this glory has departed, and Shrewsbury has not been as careful as its neighbour, Chester, to preserve its relics of the past. The walls have almost gone, railway trucks bump about on the site of the old monastic buildings, public institutions of undoubted utility but of very doubtful picturesqueness have replaced abbey and keep and drawbridge and its very name has disappeared into limbo. … (‘Scrosbesberig’).” [1: p465]

But, it seems that its importance as a railway hub in someway makes up for other losses of status: During a typical 24 hour period, “there are 24 arrivals from Hereford, 21 from Chester, 18 from Crewe, 18 from Wolverhampton, 13 from Stafford, 7 each from Welshpool and the Severn Valley, 4 from Minsterley, and 2 local trains from Wellington. There are thus 114 arrivals, and the departures are 107, making a total of 221. But a considerable number of these trains break up into their component parts when they reach Shrewsbury, and are united with the fragments of other trains in accordance with the legend on their respective destination boards, so that the total number of train movements is a good deal in excess of the nominal figure.” [1: p465]

Lawrence talks of Shrewsbury as the starting point for GWR trains to make a vigorous attack upon North Wales and similarly as the starting point for their rivals to make a descent upon South Wales. For 115 miles, all the way down to Swansea, the they had local traffic to themselves. Trains ran on the Shrewsbury and Hereford Joint line for twenty miles, as far as Craven Arms, a journey which took about half-an-hour. Trains then commenced on a leisurely run of 3 hours 5 min to 4 hours 40 min. Much of the line was single and stops were numerous. Lawrence remarked that, in the early part of the 20th century, “the fastest train from Swansea stops no less than fourteen times, eight booked and six conditional. This is the favourite route from the north to Swansea, for the scenery along the line is pretty, and, as far as alignment goes, it is much more direct than any other, although the Midland obligingly book travellers via Birmingham and Gloucester.” [1: p466]

Lawrence continues: “The only purely local service in and out of Shrewsbury is that to the little old-world town of Minsterley, 10 miles away, served by four trains each way daily. … The Severn Valley branch connects Shrewsbury with Worcester. The latter city is 52.25 miles away, but there is no express running. It forms no part of any through route. … Two hours and a half is [the] … allowance for 52 miles.” [1: p466-467]

Of interest to me is the time Lawrence quotes for the 63 mile journey from Manchester to Shrewsbury, 1 hour 45 minutes. The shortest train journey from Manchester to Shrewsbury in the 21st century is from Manchester Piccadilly to Shrewsbury, which takes about 1 hour and 9 minutes, although a more typical journey would take more like 1hour 40 minutes. The distance is, today, quoted as 57 miles. There are currently 20 scheduled services on a weekday (15 of which are direct) from Manchester to Shrewsbury. In the opposite direction, there are 37 scheduled rail journeys between Shrewsbury and Manchester Stations (with 17 being direct).

Improvements to Shrewsbury Station Quarter

In 2024/25 Shropshire Council is undertaking work in front of Shrewsbury Railway Station. Work began in June 2024. [20]

Two artists impressions of the work being done in 2024/25  conclude this look at Shrewsbury Station at the start of the 20th century.

Two drawings showing the improvements underway at the time of writing. [20]

References

  1. J.T. Lawrence; Notable Railway Stations, No. 34 – Shrewsbury: Joint London and North-Western Railway and Great Western Railway; in The Railway Magazine,London, December 1905, p461-467.
  2. https://artuk.org/discover/artworks/railway-station-shrewsbury-338500, accessed on 20th September 2024.
  3. https://es.pinterest.com/pin/shrewsbury-railway-station-before-extension-in-2024–608830443403748397, accessed on 20th September 2024.
  4. https://walkingpast.org.uk/the-walks/walk-1, accessed on 20th September 2024.
  5. https://parishmouse.co.uk/shropshire/shrewsbury-shropshire-family-history-guide, accessed on 20th September 2024.
  6. https://historicengland.org.uk/listing/the-list/list-entry/1246546?section=official-list-entry, accessed on 20th September 2024.
  7. https://www.shrewsburyprison.com/plan-your-day/history, accessed on 29th September 2024.
  8. https://www.ebid.net/nz/for-sale/the-castle-shrewsbury-shropshire-used-antique-postcard-1907-pm-215879875.htm, accessed on 20th September 2024.
  9. https://commons.m.wikimedia.org/wiki/File:Shrewsbury_Schloss.JPG, accessed on 20th September 2024.
  10. https://en.m.wikipedia.org/wiki/Shrewsbury_Castle, accessed on 20th September 2024.
  11. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=52.71185&lon=-2.74940&layers=168&b=1&o=100, accessed on 20th September 2024.
  12. https://maps.nls.uk/view/121150019, accessed on 20th September 2024.
  13. https://maps.nls.uk/view/121150052, accessed on 20th September 2024.
  14. https://www.geograph.org.uk/photo/2202736, accessed on 22nd September 2024.
  15. https://www.geograph.org.uk/photo/2165363, accessed on 22nd September 2024.
  16. https://www.flickr.com/photos/justinfoulger/53692950655, accessed on 22nd September 2024.
  17. https://www.geograph.org.uk/photo/2540220, accessed on 22nd September 2024.
  18. https://www.geograph.org.uk/photo/6374074, accessed on 22nd September 2024.
  19. https://www.geograph.org.uk/photo/5153766, accessed on 22nd September 2024.
  20. https://newsroom.shropshire.gov.uk/2024/06/work-to-begin-to-improve-shrewsbury-railway-station-area, accessed on 22nd September 2024.

Light Railways in the UK – the early years after the 1896 Act – The Railway Magazine, August 1905. …

A note in the August 1905 edition of The Railway Magazine mentions a 1904 report from the Light Railway Commissioners and comments from the Board of Trade in 1905. [1: p170]

The Regulation of Railways Act 1868 permitted the construction of light railways subject to ‘…such conditions and regulations as the Board of Trade may from time to time impose or make’; for such railways it specified a maximum permitted axle weight and stated that ‘…the regulations respecting the speed of trains shall not authorize a speed exceeding at any time twenty-five miles an hour’. [2]

The Light Railways Act 1896 did not specify any exceptions or limitations that should apply to light railways; it did not even attempt to define a ‘light railway’. However, it gave powers to a panel of three Light Railway Commissioners to include ‘provisions for the safety of the public… as they think necessary for the proper construction and working of the railway’ in any light railway order (LRO) granted under the act. These could limit vehicle axle weights and speeds: the maximum speed of 25 miles per hour (mph) often associated with the Light Railways Act 1896 is not specified in the act but was a product of the earlier Regulation of Railways Act 1868. … However, limits were particularly needed when lightly laid track and relatively modest bridges were used in order to keep costs down.” [2]

Sir Francis Hopwood’s report to the Board of Trade on the proceedings of the Light Railways Commission during 1902, indicated “a growing tendency to embark on private and municipal light railway schemes all over the country. Thirty-one fresh orders, of which only two for steam traction, were submitted, eighteen being confirmed, making a total of thirty-five for the year. No order was rejected. Since 1896, 420 applications [had] been made, more than half being confirmed. They represented 3,900 miles of line, with a capital expenditure of £30,371,193. The total mileage sanctioned during 1902 amount[ed] to 1,500 miles, with a capital expenditure of £10,148,900, or over a third of the aggregate for five years.” [10]

The short report in the August 1905 Railway Magazine highlighted the “number of applications made to the Commissioners in each year since the commencement of the Act, the number of orders made by the Commissioners, and the number confirmed by the Board of Trade, with mileage and estimates.” [1: p170]

Applications for Light Railway Orders (*From 278 applications. + From 237 Orders submitted). [1: p170]

Railways built under the Light Railways Act 1896 struggled financially and by the 1920s the use of road transport had put paid to the majority. Some survived thanks to clever management and tight financial control.

The Light Railways Act was repealed in 1993 for England and Wales by the Transport and Works Act 1992 and no new light railway orders were allowed to be issued for Scotland after 2007. … Until the Transport and Works Act 1992 introduced transport works orders, heritage railways in the UK were operated under light railway orders.” [2]

Among many others, Light Railways which were built under the Act include these examples:

Welshpool and Llanfair Light Railway, opened in 1903, closed in 1956, reconstructed and reopened between 1963 and 1981 on the entire route except Welshpool town section. Articles about this line can be found here, here and here.  [3]

Tanat Valley Light Railway, articles about the line can be found here and here. [4]

Shropshire & Montgomery Light Railway, five articles about this line and its rolling stock can be found here, here, here, here and here. [5]

Kelvedon & Tollesbury Light Railway, an article about this line can be found here. [6]

Campbeltown and Machrihanish Light Railway is referred to in this article. [7]

Bere Alston and Calstock Light Railway, the East Cornwall Mineral Railway and this line are covered in three articles which can be found here, here and here. [8]

Ashover Light Railway, is covered in three articles which can be found here, here and here. [9]

A parallel act governed light railways built in Ireland.

References

  1. The Railway Magazine, London, August 1905.
  2. https://en.m.wikipedia.org/wiki/Light_Railways_Act_1896, accessed on 14th August 2024.
  3. https://rogerfarnworth.com/2022/07/24/the-welshpool-llanfair-light-railway/ and https://rogerfarnworth.com/2022/09/23/the-welshpool-llanfair-light-railway-an-addendum/.
  4. https://rogerfarnworth.com/2019/09/18/the-tanat-valley-light-railway-and-the-nantmawr-branch-part-1/ and https://rogerfarnworth.com/2020/03/17/the-tanat-valley-light-railway-and-the-nantmawr-branch-part-2/.
  5. https://rogerfarnworth.com/2019/05/18/the-shropshire-and-montgomeryshire-light-railway-and-the-nesscliffe-mod-training-area-and-depot-part-1/ and https://rogerfarnworth.com/2019/07/21/gazelle/ and https://rogerfarnworth.com/2019/07/27/gazelles-trailers/ and https://rogerfarnworth.com/2019/08/02/ford-railmotors-on-colonel-stephens-lines-in-general-and-on-the-smlr/ and https://rogerfarnworth.com/2019/08/12/the-shropshire-and-montgomeryshire-light-railway-and-the-nesscliffe-mod-training-area-and-depot-part-2/.
  6. https://rogerfarnworth.com/2019/01/29/the-kelvedon-and-tollesbury-light-railway/
  7. https://rogerfarnworth.com/2024/08/08/water-troughs-major-works-campbeltown-machrihanish-light-railway-welsh-highland-railway-and-other-snippets-from-the-railway-magazine-january-1934/.
  8. https://rogerfarnworth.com/2019/03/26/the-east-cornwall-mineral-railway-part-1/ and https://rogerfarnworth.com/2019/03/28/the-east-cornwall-mineral-railway-part-2/ and https://rogerfarnworth.com/2019/04/02/the-bere-alston-to-callington-branch/.
  9. https://rogerfarnworth.com/2019/01/15/the-ashover-light-railway-part-1/; and https://rogerfarnworth.com/2019/01/19/the-ashover-light-railway-part-2/ ; and https://rogerfarnworth.com/2019/01/19/the-ashover-light-railway-part-3/
  10. The Railway Magazine, London, July 1903.

‘Demountable Flats’ – The Railway Magazine – February 1922 – and developing methods of reducing freight handling costs in the 20th century. …

The Railway Magazine of February 1922 introduced its readers to the advantages of ‘demountable flats’. ‘Demountable flats’ significantly improved the loading and unloading of consignments of goods on railways and road motor vehicles. ‘Demountable flats’ made it possible to transfer a load from one to the other or vice versa in a few minutes. The result was a significant “saving in time and labour. … The system, which [was] capable of considerable extension, [was] finding favour on several railways. It [had] recently been adopted by the London and South Western Railway with great advantage and two illustrations [were] reproduced [in their article] showing the arrangements employed.” [1: p137-138]

Demountable flat in position on stand-dray, London & South Western Railway. [1: p137]

The old method of collecting goods was to despatch a pair-horse van with two men at 9 a.m. each day to pick up a load. The horses and men were compulsorily kept idle while the goods were loaded piecemeal, the van eventually returning to the goods yard with its load and frequently being unable to perform more than one return journey in the day. Under the new arrangement a motor lorry leaves the depôt at 9 a.m. with an empty demountable flat to pick up a load. Upon arrival the flat is pushed or lifted off the chassis and a loaded one transferred thereto by similar means. The lorry is able to return with this load at 10 a.m., the load being then transferred to the stand-dray, after which the motor sets out again on another trip at about 10.15 a.m., carrying an empty flat as before.” [1: p138]

Two men transferring a load of 50 barrels of apples (weight: 4 tons), London & South Western Railway. [1: p138]

Horses are harnessed to the stand-dray to which the first load was, as stated, transferred, and haul it to the goods siding ready to load it on to a wagon of the goods train. By this means loads collected late in the afternoon can be delivered at far distant points early the following day per goods train. Also six return journeys can be accomplished in a day, whereas previously this might necessitate the employment of twelve men and six pairs of horses. The inward traffic or goods delivery is conducted on the same lines and with the same saving of time and labour. The wheels of the demountable flats illustrated are fitted with self-aligning ball bearings, which considerably facilitate the ease of handling of the flats, especially in their loaded condition.” [1: p138]

These revised methods of working were relatively novel in 1922. As can be seen in the text above,, working patterns were changing and manual labour was becoming less important as more mechanised operations were undertaken. No doubt, the reduced number of men required for these operations eventually saw redundancies.

The larger the unit loads the greater the reduction in handling time for a given quantity of cargo. To make economic sense any container system has to be widely adopted, prior to the 1930s this meant that the majority of containers used were for bulk flows of minerals.” [4]

The presence of an article focussing on the use of ‘demountable flats’ in The Railway Magazine might suggest that they were a relatively early form of ‘unit load’ used on the railways. Their use was certainly a development in a flow of innovation in the movement of goods across different modes of transport. They were, though, effectively, but loosely, a form of ‘containerisation’. And containers had, by 1922, been around for some time, “various kinds were in regular use on the canals from the 1780s and wooden containers were adopted by the Liverpool & Manchester line in the 1830s for both coal and general goods.” [4]

The Liverpool & Manchester Railway built open frame ‘skeliton (sic) wagons’ to carry rectangular bottom-door coal containers already in use of the canals but used their standard flat wagons to carry Pickfords general goods containers.” [4]

Although some of the mineral ‘containers’ “travelled on specially built wagons a lot were carried in three and four plank standard open wagons.” [4]

In 1841 Brunel introduced iron mineral boxes/containers in South Wales to protect friable coal. Cranes then lifted these containers into the holds of ships at Swansea docks. They were then emptied using bottom doors. 8ft long by 4.5ft wide, these containers were carried four to a wagon. [4]

During the pre-grouping era, containers were also used for passenger luggage where that luggage needed to be loaded onto boats travelling to the continent. Certainly, both the Great Eastern Railway and the South East & Chatham Railway provided this service. [4]

By about 1900 road furniture vans were fitted with removable wheels so they could be moved on standard railway wagons, these evolved into covered furniture containers by the time of the First World War. Building on the work done by the pre grouping (pre 1923) companies railway container designs were standardised during the later 1920’s. The new RCH approved standard containers were based on the existing designs of the time. This move was mainly lead by the LMS who began promoting containers in 1928 in order to counter the competition from road haulage companies for door-to-door services.” [4]

By the 1930s, furniture and some high value items were being carried in containers. In the late 1930s almost all meat transportation by rail was undertaken using dedicated containers.

British railways built many thousands of containers, mainly to the standard pre-war ‘van’ type designs. Up to the 1960’s it was usual to send containers through the system as single loads, hauled in standard mixed goods trains but under British Railways all-container ‘liner’ services began to emerge in the late 1950s.” [4]

The breweries used tank wagons of both the fixed and ‘demountable’ kind for beer and spirits. “Guinness developed a steel tank in the 1940s that could be carried in ordinary open wagons but demountable beer tanks were in effect containers and ran on purpose built chassis. Bass built up quite a fleet of these tanks, some of which were later used for other work, one example being the movement of glue to chipboard factories. This latter traffic was carried throughout the 1950s and 60s but … transferred to road in the 1970s. There were a few demountable tanks carried in pairs on a single wagon, Scottish and Newcastle had two of these and Truman’s had one (which could carry either two tanks or a single tank mounted … centrally).” [2]

‘Conflats’ were developed, in the era before nationalisation of the railways. ‘Conflat’ was the telegraphic code within the GWR’s “coding of railway wagons for a container wagon. Unlike normal wagon loads, containers were only listed to carry furniture or goods (unless they were refrigerated containers, which carried frozen products kept cold by ice) which needed to be placed on a specialist flatbed wagon which had train braking capability due to the fragile nature of the products carried.” [3]

These “wagons were removed from service (as were the containers themselves) when more modern containers came into use.” [3]

Two Conflats at Ruddington in 2008, © Thomas H-Taylor at English Wikipedia and licensed for reuse under a Creative Commons Licence, (CC BY-SA 3.0). [3]

British Railways used several standard types of wagon. The Conflat A, which could carry one type ‘B’, or two type ‘A’, containers, was the most common. It was regularly used to carry AF (frozen food) containers: while the Conflat L, which could carry three smaller containers for bulk powders, was also produced in large numbers. … The Conflat B wagon could carry 2 AFP (frozen food) containers. These were slightly wider than the standard AF containers, and were designed to carry loads on pallets.” [3]

Innovation continued through the 1950s, 1960s and 1970s, but this discussion has taken us quite a distance from the ‘demountable flats’ of the 1920s and their dramatic impact on goods handling.

References

  1. The Railway Magazine, February 1922, p137-138.
  2. https://www.igg.org.uk/gansg/7-fops/fo-grain.htm, accessed on 3rd September 2024.
  3. https://en.m.wikipedia.org/wiki/Conflat, accessed on 3rd September 2024.
  4. https://igg.org.uk/rail/5-unit/unitload1.htm, accessed on 16th September 2024.

Welshpool and Llanfair Light Railway again – The Railway Magazine, July 1903. ……

I was reading (in August 2024) the July 1903 Railway Magazine and came across an article about the Welshpool & Llanfair Light Railway. [1: p64-68] The article marked the opening of the line at the beginning of April 1903.

After the first railway entered Welshpool on 10th June 1862 – the Oswestry (by 1903, the Cambrian) Railway – a series of three different schemes were proposed to connect Welshpool and Llanfair Caereinion. The first scheme was put forward in 1864, the second in 1875, the third in 1887. None of these schemes came to fruition. However, “in 1896 a ray of light (the Light Railways Act) illumined the gloomy darkness of uncertainty and failure. Before the measure had received the Royal assent, Dr. C. E. Humphreys (Llanfair) had launched a scheme for connecting Llanfair with the Cambrian Railways, by means of a line through the Meifod Valley and Four Crosses. This was not allowed to pass unchallenged. Immediately Welshpool … entered the lists with a Bill for a 2ft. 6in. gauge light railway, to run from Welshpool to Llanfair. If Llanfair was to have a railway (which was of all things most desirable) that railway, said they, must run from Welshpool. … A spirited war of routes resulted, terminated by the Light Railways Commissioners giving the award to Welshpool for a 2ft. 6in. gauge railway from Welshpool to Llanfair.” [1: p64]

The successful company “was liberally supported by Welshpool, the Montgomery County Council, Forden District Council, and Llanfyllin Rural District Council.” [1: p64]. The Treasury granted a gift of £17,500 – one-third of the estimated cost. The new railway was planned as a single line, 2ft, 6in. gauge running from the road outside Welshpool Railway Station, along “the Lledan Gorge, over the Pass at Glyn Golfa to Castle Caereinion, through the Banwy Valley to Llanfair. An agreement was entered into with the Cambrian Railways to work and maintain the line; the construction of the line [was] … under the supervision of the Cambrian Railway’s Engineer, Mr. A.J. Collin: Mr. Strachan (Cardiff) being the contractor. On 30th May 1901, … Viscount Clive the son of the Earl and Countess Powys … cut the first sod for the new line. In February [1903] the line was completed; and passed by Major Druitt, of the Board of Trade.” [1: p64-65]

On 4th April 1903, the first passenger train navigated the new line. The Railway Magazine described the route: “The new railway [cut] through the town of Welshpool, over the brook and canal, and burrow[ed] its way up the Golfa Pass.” [1: p66]

The length of the line through the town of Welshpool has already been covered. For the relevant articles, please check these two links …

Those articles cover the length of the line abandoned when Welshpool undertook highway improvements, the run from Welshpool Railway Station as far as Raven Square, now a roundabout.

The roundabout at Raven Square appears top-right. The abandoned length of line heads off to the Northeast. The preservation line has a new station to the Southwest of the roundabout, approximately on the site of the passing loop shown here. 1:2500 Ordnance Survey SJ2007-SJ2107 – AA Revised: 1966, Published: 1967. [4]
A sketch map of the Welshpool & Llanfair Railway. [1: p64]

The preservation line occupies the trackbed of the line from Raven Square to Llanfair. It runs immediately alongside the A458 on the North side of Nant-y-caws Brook.

A first length of the line to the West of Raven Square. This extract, and the following map extracts, is from the OS Landranger map series as held by Streetmap.co.uk. [5]
The same length of the line as it appears on railmaponline.com’s satellite imagery. [6]
This extract from the OS War Office, England and Wales One-Inch Popular, GSGS 3907 – 1933-43, Sheet 60 – Shrewsbury & Welshpool was printed in 1943 on a base map dated around 1916. It shows the location of the halt at Raven Square (immediately above the ‘309’) and shows the line continuing Northeast towards the centre of Welshpool. [18]
Looking Southwest along the A458. The road and railway are separated by no more than a hedge or fence. [Google Streetview, May 2024]
Ungated crossing adjacent to the A458 at the junction with the lane which appears bottom-left in the map extract and satellite image above. [Google Streetview, May 2024]

The Railway Magazine continues: In the Golfa Pass, “by means of a series of curves of small radii and steep inclines, the great natural beauty of the surrounding country has been retained. Rising 300ft, in the first two miles it reache[d] Golfa … with its lung-filling expanse of common – its garden of fern, gorse, and broom –  where at 1,000ft above the sea level is presented a glorious panorama of typical Welsh pastoral scenery – the ideal of the pedestrian, artist, and rambler.” [1: p66]

The line then moves away from the A458 to enable it to best find its way up the valley at a reasonable grade. In doing so it follows the contours and passes through a series of tight curves. [5]
The same length of the line on satellite imagery. [6]
In Sylfaen Dingle, to the West of Barn Farm, it returns to run very close to the A458. [5]
Once again, this satellite image covers the same length of the line as the map extract above. [6]
The level crossing at Cwm Ln from the Northeast. [Google Streetview, May 2024]

The Railway Magazine continues to describe the route ahead, the line “threads the beautiful Pass of Sylvaen; there, far to westward, is spread the famous vale of Caerinion, where, silhouetted against the misty horizon, Cader Idris and The Arrans lend an air of magnificent solemnity to an impressive scene.” [1: p66]

The railway remains close to the road as far as Sylfaen Halt after which it turns away to the South. [5]
A similar length of the line on railmaponline.com’s satellite imagery. [6]
Farm/forest access road crossing just to the East of Sylfaen Halt. [Google Streetview, May 2024]
Sylfaen Halt seen from the A458. The photo is taken from the East. [Google Streetview, May 2024]
Gradients are shallower here, witnessed by the broadening of the contours. the line crosses Coppice Lane and passes to the North of the Sewage Works. [5]
A very similar length of the line as it appears on railmaponline com’s satellite imagery. [6]

Castle Caereinion is South of the line down Coppice Lane from the level crossing which can be seen in the bottom-left of the image above.

Coppice Lane level crossing seen from the South. [Google Streetview, May 2024]

Again, the article in The Railway Magazine continues: the village of Castle Caereinion is about 0.5 mile from the station bearing its name. The line passed the site of the Castle of Caereinion and ran on through Cyfronydd and along the banks of the Afon Banwy, also known as the Afon Einion. It crossed the Bryn-Elen Viaduct, “a very substantial piece of engineering. The rails [were] then carried across the dingle which [ran]up to Cwmbaw by a stone bridge of six arches, at a considerable height above the bottom of the ravine. Half a mile further on is the Banwy Viaduct.” [1: 67]

After another tight curve the line enters Castle Caereinion Station. It is here that some of the services from Llanfair on the preservation line terminate. The loco runs round its train and then shepherds its carriages back to Llanfair Caereinion. Immediately at the edge of the station site the line crosses the B4385 and turns sharply to the Northwest. [5]
Once again, a similar area to that covered by the OS map extract above. Along this length of the line trains for Llanfair first encounter Castle Caereinion Station, then cross the B4385 and, as they turn northward they again cross the B4385. [6]
Castle Caereinion Railway Station as seen from the first level-crossing with the B4385, looking East. [Google Streetview, May 2024]
The first rail-crossing on the B4385 seen from the South. Castle Caereinion Station is of the picture to the right. [Google Streetview, May 2024]
The vIew West along the line from the same level-crossing with the B4385. [Google Streetview, May 2024]
The second, more westerly, level-crossing over the B4385. [Google Streetview, May 2024]
The view back towards Welshpool. [Google Streetview, May 2024]
The line ahead towards Llanfair. [Google Streetview, May 2024]
The line runs Northwest towards Cyfronwydd Bridge and Cyfronydd Station from the crossing on the B4385. [5]
Railmaponline.com covers the same length of the railway. [6]

The line continues down through Cyfronydd Railway Station, over Bryn-Elen Viaduct to the banks of the Afon Banwy.

Just beyond Cyfronydd Station, the track crossed a minor road and ran out over Bryn-Elen Viaduct and then reaches the South bank of the Afon Banwy (Afon Einion). [5]
The same length of the line, through Cyfronydd Station and out onto Bryn-Elen Viaduct. [6]
Looking East through Cyfronydd Railway Station. [Google Streetview, April 2024]
The level-crossing on with the minor road at the West end of the Cyfronydd Station site, seen from the Northeast. [Google Streetview, April 2024]
The line West towards Llanfair Caereinion. [Google Streetview, April 2024]
The building of Bryn-Elen Viaduct. [7]
The Earl crossing Bryn-Elen Viaduct in the year 2000, © Keith Halton. This image was shared on the Welshpool and Llanfair Light Railway Facebook Page on 9th May 2020. [9]
One of a series of postcards produced in a set by Dalkeith, “On the Bryn-Elen Viaduct in GWR days.” [8]

After running for a while on the South bank of the Afon Banwy (Afon Einion) the line crosses the river on a three-span girder bridge, Banwy Viaduct. It turns West once again and enters Heniarth Railway Station. Opened as Heniarth Gate on 6th April 1903 the station was renamed ‘Heniarth’ on 1st February 1913. [16]

The railway crosses the Afon Banwy (Afon Einion)  on the Banwy Viaduct, just short of Heniarth Station. [5]
Close to the same length of line as shown by railmaponline.com. [6]
The approach from the East to the Banwy Viaduct, © John Firth and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [13]
A mixed train crosses the Banwy Viaduct. [1: p66]
Another from the series of postcards produced in a set by Dalkeith, “Crossing the Afon Banwy, 1903.” [8]
‘The Earl’ heads a special enthusiasts’ train across the River Banwy bridge on the way back to Llanfair Caereinion in June 1968.
On 13th December 1964, the western masonry pier supporting the steel girder bridge was seriously damaged by flood waters and the bridge dislodged. During the spring and early summer of 1965 the 16th Railway Regiment of the Royal Engineers replaced the damaged masonry pier with a fabricated steel one and repositioned the span. Train services between Llanfair Caereinion to Castle Caereinion resumed on 14th August 1965. The steel pier is clearly evident in the photo. It has since been replaced by a masonry one, but more substantial than the one damaged in 1964, © Martin Tester and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [11]
On the line between Heniarth Station and the Banwy Bridge. A view from the first coach behind ‘The Earl’, facing Southeast, © Martin Tester and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [10]
Heniarth Gate Railway Station seen from the Banwy Viaduct, Llanfair Caereinion is away to the left, © John Firth and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [15]

Heniarth “is the centre for Meifod District. A short distance further on is the picturesque Melin [Dol-rhyd-y-defaid] where the rails are carried between the mill race and the River Banwy, by means of a substantial stone embankment.” [1: p67]

The railway is now on the North bank of the river. After leaving Heniarth Station it is met once again by the A458. Both railway and road pass a mill which, along with the mill race, separates the two. [5]
Almost the same length of line as shown on the map extract above. [6]
The line continues to follow the river bank into Llanfair Caereinion and it’s terminus adjacent to the river. [5]
The last of this series of extracts from the railmaponline.com satellite imagery bring us to the location of the terminus at Llanfair Caereinion. [6]
‘The Earl’ heads its train on the run-in to Llanfair Caereinion in April 1968. It is just passing the outer home signal about 100 metres from the station, © Martin Tester and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [12]
‘The Earl’ at the water tank near Llanfair Caereinion Station – 1969. At the time this was the only watering facility on the railway. ‘Earl’ is seen heading a special train run by the Liverpool University Public Transport Society, © Alan Murray-Rust and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [14]
This extract from the OS map SJ10 (33/10)-A
(Revised: 1900 to 1949), originally published: 1952, shows the railway approaching Llanfair Caereinion. Earlier mapping from 1901 does not show the line. The faded appearance of this extract matches the full map sheet provided by the NLS. [20]
The station at Llanfair Caereinion, a postcard view looking Northeast from the platform, © Public Domain. [19]
Llanfair Caereinion Railway Station in 1963. The original passenger service was withdrawn in 1931 in favour of a bus service. Lorries also began to poach traffic from the railway but the coal-powered trains came into their own again during the petrol scarcity of the Second World War, when Britain had to increase domestic food production. Local farms needed more feed for livestock but there was nowhere to store it at the terminus here. The solution was to place the bodies of two Victorian carriages (standard gauge) on the disused passenger platform. One is visible in this photograph, © Peter Clark. The photo comes from the history points.org website (https://historypoints.org/index.php?page=llanfair-caereinion-railway-station) and is included here by kind permission of the site owner.. [21]
The station buildings at Llanfair Caereinion looking Southwest towards the buffers from the rear veranda of one of the carriages on 1st June 2011, © John Firth and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [22]

The Railway Magazine commented on the importance of this new railway: “This railway opens up and connects to an established system of railways, an area of over 100 square miles of Welsh scenery of great natural beauty-possessing abundance of excellent fishing and many other attractions. … Llanfair, a typical little Welsh town, is now within easy access, and the greatest obstacle to its success as a health resort has been removed. In the year 1824 (Montgomeryshire Collections) the medicinal properties of the springs of Llanfair, were discovered by one ‘Madock’, sulphur being present in one; another, close by, had chalybeat properties; while a third was saline. Pumps and other appliances were erected for the convenience of those who would make use of the springs, and the value of the waters becoming more widely known, the place was largely visited by invalids. The waters are still in good repute, and now that the difficulties consequent upon bad roads are removed, it is believed that they will become as popular as the waters of Llandrindod and Llanwrtyd in South Wales.” [1: p67]

The track is of a small gauge – 2ft 6in. The Railway Magazine described the rails as being “of the Vignoles section, flat bottomed, 421bs. per yard. The small radii of the curves, with their steep gradients, have necessitated a general use of check rails, sole-plates, and cross-stays to ensure a safe and substantial track.” [1: p67]

Although the railway gauge is only 2ft 6in “care in designing the rolling stock has prevented this line being catalogued under the title of ‘Toy Railways’, as will be apparent from the photographs. The responsibility of designing and providing the whole of the rolling stock devolved upon Mr. Herbert Jones, the Locomotive Superintendent of the Cambrian Railways, and is of a substantial and commodious character. The coaches, very roomy and comfortable vehicles – bogie type being built after the style of the one-storey electric car, are provided with first, third, and smoking compartments, divided by sliding doors; adjustable platforms, also, at the ends provide a convenient means of communication.” [1: p68]

The railway was initially worked by the Cambrian Railways, for 60 per cent. of the earnings. [1: p68]

Original Locomotives

The railway originally operated with two locomotives, No. 1, ‘The Earl’ and No. 2, ‘The Countess’.

‘The Earl’ at Raven Square Station taking on water in 2015, © Rwendland and licenced for use under a Creative Commons Licence, (CC BY-SA 4.0). [18]
The manufacturer’s photograph of The Countess. [1: p68]

As The Railway Magazine says: the engines were “two in number, named respectively ‘The Earl’ and ‘The Countess’, [they were] six-wheeled coupled, side tanks, with outside cylinders, built by Messrs. Beyer, Peacock and Co. Weight in working order, 194 tons; cylinders, 11in. diameter by 16in. stroke; diameter of cast-steel wheels, 2ft. 9in.; wheel base, 10ft.; steel boiler, 7ft long, 3ft. 5.5in. diameter; 119 copper tubes, 1.75in. diameter.” [1: p68]

With Walschaerts valve gear and a maximum boiler pressure of 150 lbf/in2 (1.03 MPa), they yielded a tractive effort of 8,175 lbf (36.36 kN). [17]

The Earl and The Countess ran the line from 1903 until closure of the railway in 1956. The engines were overhauled at Oswestry Works and were sent there on closure of the railway. [17]

By 1959, negotiations had begun with British Railways and the Welshpool and Llanfair Light Railway Preservation Company had leased the line from British Railways by the end of 1962. On 28 July 1961, The Earl returned after storage and overhaul at Oswestry Works, with Countess following not long after. They have continued to work on the line ever since. [17]

During their lifetime the locos have had many modifications, particularly after the takeover by the Great Western. During this period they were fitted with a larger cab, handles on the smokebox door, rather than the original wheel, a larger dome, a much larger and more sophisticated safety valve and two different funnels. They were painted in Great Western green. … When taken over by British Railways, their shunting bells and chopper couplings were removed, and were repainted black. … From 1997 to 2001, the locomotives were fully overhauled at Llanfair, which included the fitting of new boilers and cylinders. They are currently the same design as the BR era, but have worn different liveries in preservation. [17]

Original Rolling Stock

The Railway Magazine said: “The stock is painted in the Cambrian colours coaches, bronze, green and white; engines, black, picked out with red and yellow.” [1: p68]

3rd class bogie coach. [1: p67]

Carriage details were: “Length over headstocks, 35ft.; centres of bogies, 24ft.; width outside, 6ft. 6in.; wheel base of bogies, 4ft.; size of journals, 6in. by 3in. diameter; centres of journals, 4ft. The body [was] built of oak and mahogany, the steel underframes [were] fitted with the automatic vacuum brake, and a hand brake [was] placed on each carriage. Weight of carriage, 94 tons.” [1: p68]

Cattle Wagon. [1: p67]

The whole of the stock was fitted with central ‘buffer couplings’ and safety chains.” [1: p68]

Goods Brake Van [1: p67]

Sadly, the coaches purchased for the opening of the line did not survive into preservation. When passenger services were suspended in 1931 the coaches were sent to Swindon for ‘storage’ but never re-entered traffic and were broken up in 1936. That would have been the end of the story but for a desire by the preserved Welshpool & Llanfair Light Railway to reverse history and through the generosity of donors a complete new rake was built by the Ffestiniog Railway at their Boston Lodge works. [23]

References

  1. Welshpool & Llanfair Light Railway; in The Railway Magazine, London, July 1903, p64-68.
  2. https://rogerfarnworth.com/2022/07/24/the-welshpool-llanfair-light-railway/
  3. https://rogerfarnworth.com/2022/09/23/the-welshpool-llanfair-light-railway-an-addendum/
  4. https://maps.nls.uk/view/188900409, accessed on 18th August 2024.
  5. https://www.streetmap.co.uk/map?x=314500&y=307500&z=120&sv=Welshpool&st=3&tl=Map+of+Welshpool+and+Llanfair+Railway,+Powys&searchp=ids&mapp=map, accessed on 18th August 2024.
  6. https://railmaponline.com/UKIEMap.php, accessed on 19th August 2024.
  7. https://wllr.org.uk/our-railway/our-history, accessed on 21st August 2024.
  8. https://www.ebay.co.uk/itm/204467180155?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=tL4T-ZhGQ3-&sssrc=4429486&ssuid=afQhrar7TGK&var=&widget_ver=artemis&media=COPY, accessed on 21st August 2024.
  9. https://www.facebook.com/109476715927837/posts/pfbid0ENUcCSDiS5cYXkJut2j291owAcq3GZAJK7xmfZ25MjnkZJLhzaNgKexKV7fzbg8Jl/?app=fbl, 21st August 2024.
  10. https://www.geograph.org.uk/photo/7681103, accessed on 25th August 2024.
  11. https://www.geograph.org.uk/photo/7681029, accessed on 25th August 2024.
  12. https://www.geograph.org.uk/photo/6788156, accessed on 25th August 2024.
  13. https://www.geograph.org.uk/photo/1559805, accessed on 25th August 2024.
  14. https://www.geograph.org.uk/photo/6957406, accessed on 25th August 2024.
  15. https://www.geograph.org.uk/photo/5542428, accessed on 25th August 2024.
  16. https://en.m.wikipedia.org/wiki/Heniarth_railway_station, accessed on 26th August 2024.
  17. https://en.m.wikipedia.org/wiki/Welshpool_and_Llanfair_Light_Railway_No.1_The_Earl_and_No.2_Countess, accessed on 28th August 2024.
  18. https://maps.nls.uk/view/239291707, accessed on 29th August 2024.
  19. https://www.redbubble.com/i/poster/Welshpool-and-Llanfair-Light-Railway-by-Yampimon/9375190.LVTDI, accessed on 29th August 2024.
  20. https://maps.nls.uk/view/196757669, accessed on 29th August 2024.
  21. https://historypoints.org/index.php?page=llanfair-caereinion-railway-station, accessed on 29th August 2024.
  22. https://www.geograph.org.uk/photo/2437193, accessed on 129th August 2024.
  23. https://www.accucraft.uk.com/products/welshpool-llanfair-pickering-coaches, accessed on 17th September 2024.