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North Midland Railway Artwork …. plus … Shady Dealings Before the Formation of the Midland Railway

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The featured image for this article is a lithograph created by Samuel Russell of the North Midland Railway Station in Chesterfield. [1][17] For the short note about the shady dealings preceding the formation of the Midland Railway, please see the last paragraphs before the References at the bottom of this article.

The BBC reported on 11th October 2026 that lost artwork of former stations on the North Midland Railway had gone on display at the recently-restored Grade II* listed Wingfield Station.

The artwork was commissioned by Francis Thompson and graced the boardroom of North Midland Railway in Derby, the artworks were removed during a 19th Century refurbishment and stored for more than a century at Derby Loco Works.

When the loco works closed and were cleared in the early 2000s to become Derby College’s Roundhouse Campus, the artworks passed to the Midland Railway Society at the Silk Mill in Derby.

I guess that means that they were not actually lost!  Rather that they were not on public display.

The Midland Railway Society has now refurbished the lithographs and loaned the collection to Wingfield Railway Station. The original metal etchings from 1841 have now been placed on display at Wingfield, the sole survivor from the original 16 stations on the North Midland Railway.

The railway was engineered by George Stephenson and opened in 1840. It linked Derby to Leeds via a main line which followed river valleys. “Along its route, a series of ornate and unique station buildings were designed by architect Francis Thompson – from a palatial 1,000ft frontage with a piazza and fountains at Derby, to a miniature Italianate design at Belper, to Jacobite-style buildings at Ambergate and Chesterfield.” [1]

Thompson commissioned artist Samuel Russell to produce the lithographs. Volunteers who have restored Wingfield Railway Station were delighted that after their restoration they had been offered on loan to the station at Wingfield.

Derby

“One lithograph showcases Derby’s original station, which stood before the gothic building replaced in the 1980s by the current Derby Midland station.” [1]

Derby’s first railway station was said to be the biggest in the world when it opened! [1]

“When it opened in 1840, … Derby was the biggest station in the world. … It was quoted as being the grandest railway station in the world, … it was quite early on in the history of the railways, none of the big London stations had been built at that stage as we know them today.” [1]

Derby Railway Station and the Midland Hotel at the turn of the 20th century. This extract comes from the 25″. Ordnance Survey of 1899, published in 1900. [15]

Derby Railway Station in the 21st century. [Google Maps, October 2026]

When the original buildings on the North Midland Railway were built, railway stations were ‘statement’ buildings and were often the highest quality buildings that the new railway companies could afford. They were designed “to impress their passengers as well as their shareholders with the quality of their product.” [1]

They contrast with many of today’s railway stations which are utilitarian in nature, “in those days they were built as signatures and statements.” [1]

However, this practice was not universally well-received as this short paragraph from one critic suggests: “we cannot but deplore the growing evil of expending large sums of money on railway appendages. Instead of cottage buildings, which, for the traffic of most of the intermediate stopping places on this line, would have been amply sufficient, we find the railway literally ornamented with so many beautiful villas, any one of which would grace the sloping lawn of some domain by nature highly favoured.” [2][3]

Belper

Belper’s railway station echoed the design of the railway’s terminus in Derby. [28]

The first station at Belper is shown in the engraving above. It was built south of the Derby Road bridge. The local Strutt family (owners of the cotton mills) opposed routing it closer to the town centre out of fear it would disrupt water supplies and views. The result was an expensive deep cutting running North-South through the town.

In the 1870s, the Goods Station in Belper sat to the South of the town just beyond the Derby Road Bridge. This was the site of the 1840-built station shown in the lithograph above. [19]
The site of the first railway station in the 21st century. [Google Maps, October 2026]
Another Samuel Russell lithograph. This shows the cutting in Belper, © Public Domain and sourced from the National Trust, Ironbridge Gorge. [13]

The original station was moved to its current town-centre site off King Street because the old location was too inconvenient. As we have already seen, the original site became a goods-only station.

The site of the later station, opened in 1878. This extract is taken from the 25″ Ordnance Survey of 1878, published in 1880. [18]
The same location in the 21st century. [Google Maps, October 2026]
View of New Street Bridge etc. in Belper, Looking South, another lithograph by Samuel Russell, 1840, © Public Domain and sourced from the National Trust, Ironbridge Gorge. [11]

In the 1960s, Belper Station was slated for closure but plans were halted because local MP and Deputy Prime Minister George Brown refused to close a station in his constituency. By 1973, however, the original King Street station buildings were removed, making way for commercial development (such as a supermarket). The old goods station finally closed down in 1979. [20] The station was refurbished in 2005 and adopted by local community groups in 2012. [21]

The site of Belper Railway Station as it appears on the 25″ Ordnance Survey of 1877/1878, published in 1890. [18]

Derwent Viaduct

On the approach to the next station – Ambergate – a viaduct carried the North Midland Railway over the River Derwent and the Matlock road.

This is Samuel Russell’s lithograph of the viaduct, seen from the North with the Matlock road on the left. [54]

The River Derwent Viaduct at Ambergate. This extract comes from the 1877/1878 25″ Ordnance Survey published in 1880. [25]
The same viaduct in the 21st century: the original viaduct is the most easterly of the two at this location. [Google Maps, October 2026]

Ambergate

Ambergate Railway Station Building which opened in 1840. This is another of Samuel Russell’s lithographs, © Public Domain. [22]

Ambergate Railway Station and associated line in 1878. This extract comes from the 1877/1878 25″ Ordnance Survey published in 1880. The original line is shown passing through a tunnel adjacent to a gravel pit. The original station was roughly at the location where the West to East curve joins the old railway line in the top-right of this map extract. [25]
The same area in the 21st century. [Google Maps, October 2026]

From Belper, the North Midland Railway ran along the Derwent Valley, along a stretch called Broadholme with four bridges across the river; it continued through Longlands Tunnel, across the River Derwent and Derby Road with a five-arch viaduct. It then entered Hag Wood Tunnel as it turned towards the Amber Valley. The station building was just north of this tunnel.

In 1849, the branch from Ambergate to Rowsley was built by the proposed Manchester, Buxton, Matlock and Midland Junction Railway, with a west to north connection between the lines at the original Ambergate Junction. When a south to west connection was made, for trains from Derby to Rowsley, the station building was rebuilt in 1863 adjacent to the new Ambergate South junction. The original bridge was also widened at its northern end to accommodate the new junction. [24]

In 1867, the Rowsley line had reached New Mills, which meant that the Midland Railway could operate from London to Manchester and Liverpool.

In 1875, Ambergate to Pye Bridge Line was opened from Crich Junction, near Bullbridge, which ran through Butterley to Pye Bridge, near Ironville on the Erewash Valley Line. Much of its business was coal traffic from Nottinghamshire to Manchester and Liverpool, avoiding Derby. [24]

In 1876, a loop was built passing the west side of Hag Wood Tunnel, as a diversion from the original line to a third platform, which allowed for Derby to Sheffield stopping trains. The station was completely rebuilt, with the old building remaining in use as a plans store. This third and final station was a triangular one, making it one of the four triangular stations in the UK, (c) Chevin and licensed for reuse under a Creative Commons Licence (CC BY-SA 3.0). [23][24]

The curved platform at Ambergate Railway Station in 2005, (c) R. Howarth and licensed for reuse under a Creative Commons Licence (CC BY-SA 3.0). [24]

All that is left now is one platform on a single track to Matlock; the original main Derby to Sheffield line passes to the east through Hag Wood (Toadmoor) Tunnel and onwards to Clay Cross and Chesterfield. The original listing of Ambergate station for closure under the Beeching Axe led to its mention in the song “Slow Train” by Flanders and Swann. [24]

The Cromford Canal

A short distance from Ambergate, towards Chesterfield, the next difficulty for the North Midland Railway was the intersection with the Cromford Canal, where the line intersected with the Bullbridge Aqueduct, before it carried on through a station at Wingfield to Stretton.

The canal aqueduct carrying the Cromford Canal over the North Midland Railway, another lithograph by Samuel Russell, © Public Domain. [14]
The location of the Bullbridge Aqueduct on the Cromford Canal as shown on the 25″ Ordnance Survey around the end of the 19th century. [26]
The same location in the 21st century. [Google Maps, October 2026]

The Aqueduct was approximately 150 feet long, 9 feet wide, and 6 feet deep in its iron trough section. The canal went out of use in the 20th century and the aqueduct was ultimately demolished in 1968 to accommodate road improvements. [27]

Wingfield

Wingfield’s railway station, wrongly attributed by the BBC article to Belper. [1]

Wingfield Station building was designed in the Grecian style by the architect Francis Edward Thompson and is a remarkable survivor from the very earliest days of the railways.

The station is important as it is: the last surviving North Midland Railway station building; the best surviving work of its architect; and it is the oldest surviving completely original railway station building in the World. The building is simple and symmetric but constructed to the highest quality from hand-carved local Ashover stone beneath pitched roofs made from Welsh slate. The building has large overhanging eaves and concealed, recessed guttering to maintain simplicity of form. [29]

“After opening in 1840, the station remained unaltered throughout its operational life and, after closure in 1967, was let as commercial premises by British Rail until being sold into private ownership in 1977. Over the next 5 decades, the station became neglected and derelict, but crucially was also never altered in any way, meaning all its original features survived. After local campaigning, the listing status of the station was upgraded from Grade 2 to Grade 2 Star in 2015, and compulsory purchase legal action was completed in 2019 by Amber Valley Borough Council. The Council then transferred legal ownership to Derbyshire Historic Buildings Trust, who undertook the restoration of the building and site, which was completed at the end of 2023. The station has been restored as close as possible to its original 1840 opening condition and appearance.” [29]

In September 2024, two local benefactors leased the whole station site and opened as a heritage centre, tearoom, local community amenity, event space and private hire venue. The operation is branded “Wingfield Station 1947” and a limited company Midland Heritage Partners has now been formed as the legal entity to operate the site as a not-for-profit community business. [29]

Chesterfield

Each station, like the Jacobite design at Chesterfield, was a unique design. Chesterfield’s first station building was swept away in works to construct a direct line to Sheffield, which was opened in 1870. Today’s main-line railway station stands roughly on the same site. [1][17]

Chesterfield Railway Station at the end of the 19th century – the 25″ Ordnance Survey of 1897/1898 and published in 1898. The station building was built in 1870 to the North of the original station building. The 1840 station was built roughly 200 yards South of the modern Chesterfield Railway Station. Today’s station carpark and the isolated ‘North Midland House’ sit approximately where Thompson’s original station once stood. [16]

Chesterfield Railway Station in the 21st century. Today’s station carpark and the isolated ‘North Midland House’ (just off to the left of this satellite image) sit approximately where Thompson’s original station once stood. The railway was realigned to suit the needs of the 1870s. [Google Maps, October 2026][17]

The modern station approach at Chesterfield, seen from the Northwest. North Midland House is marked by the grey flag towards the right side of the image. The modern station buildings are beyond the tree and the brown sign to the left side of the photograph. The first station building was positioned close to the centre of this image beyond the red car. [Google Streetview, July 2026]

Eckington

Eckington Railway Station as built in 1840 – another lithograph attributed to Samuel Russell, (c) Public Domain. [30]

The original station of 1840, shown above, was reconstructed in 1874 and then renamed Eckington and Renishaw in 1886. It closed to passenger traffic on 1st October 1951.

The location of Eckington Railway Station is marked by the blue flag on the adjacent map extract. [35]

Ecklington Railway Station as it appears on the 25″ Ordnance Survey undertaken between 1874 and 1885, published in 1897. [36]

The location of Ecklington Railway Station in the 21st century. [Google Maps, October 2026]

Beighton

Beighton station existed on three sites at different times – the first station, built and opened with the line in 1840, was apparently little more than a halt and appears not to have been included in the series of lithographs produced by Samuel Russell.

The first station was located 1 1⁄4 miles (2.0 km) south of Woodhouse Mill, approximately halfway between what is, in the 21st century, Beighton Junction and the overbridge, which still carries passenger trains east–west between Sheffield and Worksop. The location proved to be too far from the village of Beighton, and the station/halt was closed in January 1843. [32]

The approximate location of the later two stations is shown on this CAD drawing. The original station sat on the purple line to the East of the location marked, (c) Chevin and licensed for reuse as ‘Public Domain’. [32]

The blue flag in this image shows the location of the later two stations, the black dot marks the location of the original station. [32]

The original location of Beighton Station/Halt as it appears on the earliest Ordnance Survey that we have access to – the 25″ survey of 1875-1890, published in 1892. [34]

The same location in the 21st century. [Google Maps, October 2026]

“In 1849, the Manchester, Sheffield and Lincolnshire Railway (MS&LR) completed its Sheffield to Worksop line, which included a branch from just east of Woodhouse to join the North Midland line at what became known as Beighton Junction. They built Beighton’s second station at a site on their line only, close to, but not on, the junction. … This second station closed temporarily from 1852 to 1854, then continued in use until 1892.” [32]

“In 1892, the MS&LR opened its “Derbyshire Lines” route near Beighton. This would eventually become part of the Great Central Main Line. On 1stNovember 1893, the MS&LR closed Beighton’s second station, and opened its third and final station at a site 132 yards (121 m) north west of the second site, immediately north of the Rotherham Road level crossing.” [32][33: p33]

Masborough

We have already noted that the route followed the river valleys from Derby to Leeds, with minimal gradients and large radii curves. It therefore bypassed Sheffield, but met the Sheffield and Rotherham Railway at Masbrough (Masborough).

Masborough Station was the main railway station for Rotherham between 1840 and 1987! Another of Russell’s lithographs, © Public Domain and sourced from the National Trust, Ironbridge Gorge. [12]
Masborough Railway Station at the beginning of the 20th century. This extract is taken from the 1901/1902 25″ Ordnance Survey, published in 1905. [22]

The site of Masborough Railway Station in the 21st century. [Google Maps, October 2026]

Masborough Railway Station opened with the North Midland Railway in 1840, as Masbrough. It initially feature only two platforms. The Midland Railway enlarged and rebuilt the station late in the 19th century or early in the 20th century. The new station featured four platforms, a large sandstone building on Platform Four, iron and glass canopies, a fully enclosed footbridge, and wooden waiting rooms. Through the years it saw a number of name changes: Masbrough (1840); Masbrough & Rotherham (1896); Rotherham Masborough (1908); Rotherham (1969); Rotherham Masborough (in the period before closure).

Closure occurred (1987–1988) after the newly renovated Rotherham Central reopened in 1987. Most of the station buildings were demolished in the 1990s. The brick-built station building was converted into an Indian restaurant (historically known as The Orient Express), and while the platforms and through-lines remain active for freight and express trains, it is no longer a public stop.

The remaining station building at Masborough Station. This is nothing like the original 1940s structure. It was built when the Midland Railway considerably enlarged the station. [Google Streetview, August 2022]

Swinton (for Doncaster)

Old Town Station was Swinton’s first passenger station. It opened with the North Midland Railway in 1840 and stood on the same site as the 21st century Interchange. It was built in a classical style by the North Midland Railway. Goods facilities occupied what, in the 21st century, is the station car park.

Swinton, South Yorkshire’s Railway Station built in 1840. This is another lithograph made by Samuel Russell, (c) Public Domain. [37]

Swinton railway Station as it appears on the 25″ Ordnance Survey of 1890, published: 1892. [38]

Swinton Railway Station in the 21st century. [Google Maps, October 2026]

Swinton Railway Station in the 21st century. [Google Streetview, August 2024]

Darfield

The original Darfield Station at Cat Hill Tunnel, both of which were swept aside when the line was improved. The photograph comes from the Glynn Waite Collection, © Public Domain. [41]

Two extracts from the 25″ Ordnance Survey of 1890, published in 1892, show the original Darfield Station and, to the North, Cat Hill Tunnel which were constructed under George Stephenson’s supervision. Further North still was Millhouses Bridge. [42]

George Stephenson’s station and the nearby Cat Hill Tunnel were swept away in the improvements to the railway line at the turn of the 20th century. By 1901, a new station had been built closer to Mill Houses Bridge. As part of the works an additional bridge across Doncaster Road was built alongside the original. This meant that four lines ran North from the new Darfield Station.

A postcard view of Darfield Railway Station, © Public Domain. [40]

This next map extract comes from the 25″ Ordnance Survey of 1904, published in 1906. It shows the enlarged railway station sited closer to the bridge over Doncaster Road. The tunnel through Cat Hill has been replaced by a deep cutting. [43]

The station has significantly improved facilities, extended platforms and a goods yard.

As will be evident on the satellite image below, none of this infrastructure remains! The line closed permanently to passengers in June 1963, and completely in 1988, due to colliery closures and mining subsidence.

Wkipedia says that, “In 1901, … the new station had typical Midland Railway timber panelled buildings. The new goods lines passed to the east. These had access to three major collieries Grimethorpe, Dearne Valley and Houghton Main – and connected to the GCR and L&Y lines.” [44][45]

The location of the second Darfield Station as it appears on modern satellite imagery. [Google Maps, October 2026]

This photograph taken by Ben Brooksbank shows the North end of the station site close to Mill Houses Bridges in 1992, (c) Ben Brooksbank and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [46]

Barnsley

Samuel Russell completed a lithograph of what was at the time Barnsley Railway Station. It sat close to Cudworth, 2.5 miles from Barnsley. As a result other railways found ways into Barnsley and took the majority of trade as a result. The station was renamed Barnsley for Cudworth in 1854, and later shortened simply to Cudworth in 1870. For decades, the station remained an important junction. It was extended in 1885 for the Hull and Barnsley Railway. In the 1860s/1870s, the Midland Railway built a branch line from Cudworth South Junction into Barnsley, opening Regent Street / Barnsley Court House railway station to give the town a direct Midland connection.

Samuel Russell’s lithograph of Barnsley Station. [47]

Cudworth Railway Station – the original Barnsley Railway Station – as it appears on the 25″ Ordnance Survey of 1890, printed in 1893. [48]

The station site in the 21st century. Little of substance remains – a brick building which is shown below. [Google Maps, October 2026]

The remaining brick structure at Cudworth Railway Station in October 2022, (c) Jim Lucas. [Google Maps, October 2026]

Oakenshaw

There was a station between Barnsley and Oakenshaw – Royston and Notton – but this did not open with the line in 1840 and so was not included in the lithographs produced by Samuel Russell. Oakenshaw did feature and its lithograph appears below.

Oakenshaw (for Wakefield) Railway Station which opened with the North Midland Railway in 1840 and closed in 1861. [39]

Oakenshaw Railway Station was located about two miles south-east of Wakefield. Originally built to serve Wakefield by omnibus, it had suitably ornate buildings, but was closed by the Midland Railway in 1870 when the station at Sandal and Walton was opened instead. [49]

The remains of the old Oakenshaw Railway Station as shown on the 25″ Ordnance Survey of 1890, published in 1893. [50]
The same location in the 21st century. [Google Maps, October 2026]

Kirkthorpe Junction

Samuel Russell created a lithograph showing a train on the North Midland Railway at this location. I have not been able to locate a copy of the lithograph online. The lithograph should be included in those on display at Wingfield Railway Station.. [55]

Normanton

I have not been able to locate a lithograph by Samuel Russell of Normanton Railway Station. So here is the next best thing! … Arthur Fitzwilliam Tait created a lithograph in 1845, just five years after the Station opened.

This is the lithograph. It is hand-coloured, printed by Day & Son and is 260 x 355 mm. (10 1/4 x 14 in) in size. It is from ‘Views on the Manchester and Leeds Railway, Drawn from Nature and on Stone by A.F. Tait’. Tait emigrated to America, in 1850, where he became well-known as a wildlife painter, was widely published by Currier & Ives, and was elected a member of the National Academy of Design in New York. [51]

The station was built by George Stephenson as a junction between the Manchester and Leeds, the North Midland, and the York and North Midland railways, making it at one time the most important station in the North of England, such was its role in the transport network serving regional industries. 

Normanton Railway Station in 1890, 50 years after it first opened in 1840. [52]

The original station was opened by the North Midland Railway (NMR) on 30th June 1840 (this was one day before nearby Castleford Railway Station which opened on 1st July 1840) on their main line towards Leeds, creating an interchange station between the North Midland Railway (NMR), the York and North Midland Railway (Y&NMR) and the Manchester and Leeds Railway (M&LR) – establishing the three company junction that is noted above. [53]

Wikipedia goes on to say that “The station lost many of its services in the aftermath of the Beeching Report, with both express and local trains on the NMR main line ceasing to call in 1968 and trains to York ending in 1970, leaving only Hallam Line trains to serve the station. The NMR was closed completely in 1988 south of the former Goose Hill Junction (where it diverged from the M&L line to Wakefield) although part of the route further south remains open to serve a glassworks at Monk Bretton, near Barnsley. This has led to much of the railway infrastructure becoming redundant and being removed – the main buildings have been demolished, the sidings and goods lines lifted, the bay platforms filled in and the main island shortened considerably. The old Station Hotel still stands, but it has been converted into residential apartments.” [53]

Woodlesford

Although Woodlesford Railway Station was one of the original stations on the North Midland Railway, there is no record of Samuel Russell creating a lithograph of the station. Woodlesford appears not to be included in his surviving collection.

Woodlesford Railway Station on the North Midland Railway. [56]
Woodlesford Railway Station as shown on the 25″ Ordnance Survey of 1891, published in 1893. [57]
Woodlesford Railway Station in the 21st century. [Google Maps, October 2026]

Leeds

The northern terminus of the North Midland Railway was in Leeds. Situated at Hunslet Lane in Leeds (now the site of Crown Point Retail Park, which opened in 1989). It was designed by Francis Thompson, featuring an iron four-span roof, five track lines, and 300-yard-long platforms. [58]

Three of the lines were used for stabling carriages not in use under the central span, and each outer span had one line with a platform. Turntables were provided at each end and the offices on the western side were fronted by an arcade with an arch surmounted with the arms of Leeds, Sheffield and Derby. It was shared by the Manchester and Leeds Railway, which ran on the NMR tracks from just north of Normanton since Parliament had refused to sanction two lines running side by side. [58]

The station was replaced by the Midland Railway in 1846 by Leeds Wellington railway station[3] and became a goods depot which closed in 1972. [58]

The 1840-built North Midland Railway Station in Leeds which was closed by 1846 becoming the Hunslett Goods Yard – few records seem to have survived. [31]

It is possible that Samuel Russell created a lithograph of the original Leeds Railway Station. I have not been able to locate a copy of the lithograph online. If it exists, the lithograph should be included in those on display at Wingfield Railway Station.. [55]

The same station in use as Hunslet Lane Goods Station under Midland Railway control. [59]

Wikipedia provides this map of the North Midland Railway’s line, © Public Domain. [2]

Not all of the stations shown on the route map were opened with the line. The original intermediate stations were Belper, Amber Gate, Wingfield, Chesterfield, Eckington, Beighton, Masbrough, Swinton, Darfield, Barnsley, Oakenshaw, Normanton and Woodlesford. All were designed by Francis Thompson. [2]

Stephenson’s practice when building the line had the advantage that industrial customers would in most cases, “be transporting their goods downhill from the mines and quarries to the railhead. It should be said, however, that the North Midland was among the first of the new breed of railway conceived as a means of improved passenger travel between the great cities, particularly London, rather than, like the Midland Counties and earlier lines, an adjunct to coal mines and quarries. Indeed, the rise in the coal trade, which was to become so important to the railways, had barely begun and, even a few years later, directors of the Midland Railway were questioning whether the revenue made it a worthwhile market to pursue.” [2]

Stephenson followed his usual practice of following river valleys as far as possible. The people of Sheffield engaged Joseph Locke to argue for them (his belief was that lines should pass through towns, proceeding along hills, if necessary, with bridges, embankments and cuttings. Stephenson and Locke “represented two opposing schools of thought at the time and, in this case, Stephenson had his way.” [2]

By 1870, economics were different, what was once very costly in terms both of construction and operation had become economically feasible. The Midland Railway opened a diversion through Dronfield and Sheffield, which became known to railwaymen as the “New Road”, as opposed to the “Old Road”. [2]

But, the terrain traversed by the old road was more difficult than for the other two railways which served Derby, “requiring 200 bridges and seven tunnels, and an aqueduct for the railway to pass underneath the Cromford Canal. By that time, Stephenson, who was wishing to concentrate in exploiting the coal around Ashby-de-la-Zouch, delegated the responsibility for almost the entire work of its design and construction to his engineer Frederick Swanwick.” [2]

Wikipedia tells us that, “The major bridges were at Oakenshaw, over the Barnsley Canal, and the Calder and Chevet Viaducts. In addition there were massive stone retaining walls for the cutting through Belper and the embankment north of Ambergate. Although the general radius of curves was one mile (1.6 km), gradients were as steep as 1 in 264 and practically the whole length was embanked or in cuttings, when not proceeding through a tunnel. The number of men employed [on the construction] was 8,600, with eighteen pumping engines providing drainage. It was tough work and a number of people died, particularly in the boring of the Clay Cross Tunnel.” [2]

The line was completed to Masbrough on 11th May 1840, [5] and to Leeds on 1st July 1840. [6]

There is a shady story to tell about the life of the North Midland Railway and the behaviour of shareholders, including, principally George Hudson in the years before the Midland Railway was formed by the amalgamation of other companies.

George Hudson and ‘Shady’ Manoeuvring at Board Level

From their inception, there was intense competition between the Birmingham and Derby Junction Railway and the Midland Counties Railway for traffic into London. … Though this did not directly affect the North Midland, it had financial problems of its own. With so many earthworks it had been extremely expensive to build, and its station and other buildings were arguably extravagant. Moreover, by the time it opened, the country had entered an economic depression. In the first two years, dividends were as low as 3.5%, compared with 10% for the London and Birmingham Railway. Economies were put in place but in 1842 the dividend was a mere 1% and shareholders of the North Midland Railway called for a Committee of Enquiry. [2][4]

George Hudson was one of these shareholders, and after a tour of the complete network, he insisted on drastic measures. Against the wishes of the Derby directors, Hudson and others from Lancashire & Yorkshire insisted on halving expenditure. At a meeting on 16th November 1842 in Leeds, Hudson’s group had their way. “On 30th November 1842 at a meeting in Derby, John Walbanke Childers MP, Mr. Pickersgill, Hatton Stansfield, T. B. Pease, F. Carbutt, and Mr. Hall retired from their positions as directors, and W. L. Newton (chairman), A. Titley (deputy-chairman), Mr. Laycock, Mr. Lee, Mr Cox and J. Holdsworth remained. Six of the Committee of Inquiry, P. W. Brancker, J. T. Alston, George Hudson, George Wilson, John Waddingham and William Murgatroyd, forced their way onto the board.” [2][7]

The new directors forced through a number of measures: the closure of Beighton, Killamarsh and Kilnhurst stations from 1st January 1843; boys, instead of men, would work points at junctions; services were reduced, fares raised and a number of carriages were sold. [2]

But things got considerably worse: a quarter of the footplate staff were sacked. The remainder (43 enginemen, stokers and turners) protested over the lower wages, and were sacked as well, on Christmas Eve 1842, without pay in lieu of notice. Hudson “employed in their place, enginemen he described as ‘skilled replacements’ who included in their number a platelayer, a fireman, a stonemason, two had been sacked for drunkenness and one who had been sacked for overturning a train of wagons. [2]

Unsurprisingly, “the result was chaos, with trains running late or erratically, and the remainder of the workforce demoralised. Finally a luggage train, with an elderly driver of only three weeks experience, collided with the rear of a stationary train at Cudworth in fog on 12th January 1843. [8] The inquest sent the … driver, Edward Jenkins, to the York Assizes for trial and criticised the cutbacks. … There was wide publicity about the trial of the driver for manslaughter. The jury at the York Assizes acquitted Jenkins and censured the directors. Meanwhile, the Board of Trade was also extremely critical and the directors made somewhat grudging improvements to working practices.” [2]

“Meanwhile, the situation between the Birmingham & Derby and the Midland Counties was becoming steadily worse. Hudson’s first approach was to the Midland Counties in 1843. He then negotiated a secret amalgamation with the Birmingham and Derby which would remove all the Midland Counties’ trade and, in August, returned to the latter with an ultimatum. Finally, on 22nd September 1843, at a meeting in Derby [a] triple merger was agreed.” [9]

The Midland Railway Consolidation Bill was placed before Parliament, and was passed as the Midland Railway Consolidation Act 1844 (7 & 8 Vict. c. xviii), and from May of that year the Midland Railway came into being. [2][10: p308]

References

  1. Isaac Ashe; Long-lost artworks of former stations go on display; BBC local News, Derbyshire, 11th October 2926; via https://www.bbc.co.uk/news/articles/c6y93q5gp000o?app-referrer=deep-link, accessed on 12th October 2026.
  2. https://en.wikipedia.org/wiki/North_Midland_Railway, accessed on 12th October 2026.
  3. Francis Whishaw; The Railways of Great Britain and Ireland practically described and illustrated (2nd ed.); John Wesley, London, 1842; (1840 1st ed., Simpkin, Marshall & Co.); via . http://archive.org/stream/railwaysgreatbr00whisgoog#page/n0/mode/1up (requires login details to access).
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  5. Opening of the North Midland Railway; The Evening Chronicle. England. 11th May 1840; via British Newspaper Archive; (requires login details to access).
  6. North Midland Railway. Opening of the Line from Derby to Leeds; Derby Mercury. England. 1st July 1840; via British Newspaper Archive; (requires login details to access).
  7. North Midland Railway; Lincolnshire Chronicle. England. 2nd December 1842; via British Newspaper Archive, https://www.britishnewspaperarchive.com/image-viewer?issue=BL%2F0000354%2F18421202&page=1; (requires login details to access).
  8. Fatal Railway Accident; Yorkshire Gazette. England. 14th January 1843; via British Newspaper Archive, https://www.britishnewspaperarchive.com/image-viewer?issue=BL%2F0000266%2F18430114&page=8; (requires login details to access).
  9. North Midland Railway Company; Derbyshire Courier. England. 23rd September 1843; via British Newspaper Archive, https://www.britishnewspaperarchive.com/image-viewer?issue=BL%2F0000395%2F18430923&page=2, (requires login details to access).
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Modern Tramway – January 1951 – The ‘Felthams’ in Leeds

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I have a few older copies of Modern Tramway which I had not yet read. The first of these is the January 1951 issue, this is a second reflection from that copy of the Journal.

As the London network began to close a significant number of trams were sold. This copy of Modern Tramway notes that the remaining ‘Felthams’ were sold to Leeds City Transport.

The featured image for this article shows Feltham No. 331 which was actually transferred to Sunderland, becoming No. 100 in Sunderland. This Feltham was unique, having central doors. It is now resident at Crich, © Nathan 1492 and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [6]

By the late 1920s trams operated by both the Metropolitan Electric Tramways and the London United Tramways were increasingly aged. The two operators co-operated in the development of a new tram design – the ‘Feltham’. Conceived following detailed research and the construction of a number of prototype cars, the production ‘Felthams’ all entered service by the early 1930s. However, the LPTB’s plans for converting tram routes to trolleybus operation soon saw these modern cars transferred from north of the River Thames to south of the river. Here the production cars mostly survived until the final conversion programme. This was not the end of the story, however, as the majority were sold for further service to Leeds, where the last survivors were to see the final closure of the West Riding system in November 1959. The book explores the story of the ‘Felthams’ in London, Leeds and Sunderland. [2]

“In 1929 the Metropolitan Electric Tramways (MET) placed into service an experimental tramcar, No. 320, manufactured by the Union Construction Company which was located in Feltham. This tram was of a significantly more advanced design than other experimental cars that the MET had trialled in the previous few years, and was the first of three prototypes that led to the final design of what became known as the “Feltham” trams. Two more experimental tramcars were then constructed: MET No. 330 later the same year, and No. 331 the next. After experience in passenger service was assessed, the best features of each were combined to form the final design.” [3][4]

After service in London until 1949 and into the very early 1950s, 92 of these trams were to be purchased by Leeds City Transport. In January 1951, Modern Tramway reports:

“The purchase of the remaining 92 London ‘Feltham’ type cars by Leeds City Transport at a cost of £500 each is a wonderful bargain for the latter city; a bus with the same expectation of life as one of these still very modern cars would cost about £4,000, and a new bogie tram at least £7,000.

“On arrival at Kirkstall Works the trucks are completely stripped and all worn parts are replaced. The hornways where worn are built up by a welding process. It has been found necessary to replace the rubber blocks used in the driving-wheel hornways in London by the correct springs, and the tyres are turned to the standard Leeds profile.

“It was found that the car bodies were structurally quite sound on arrival from London; all that it has been necessary to do to the exterior has been to replace damaged panels and to remove dents in the dash; internally, all the woodwork has had the old varnish removed and has been repolished with a light oak finish, all interior panels being finished in light brown. The seats are removed from the cars and the upholstery thoroughly cleaned. Any cars that are received with seat coverings in poor condition will be re-upholstered in the standard Leeds red leather. A combined route-number and destination blind has been fitted, the apertures used in London for displaying the service number having been painted out; a lower saloon side indicator-blind is also provided. The front exit has not been restored for passenger operation, the air-operated front door being used solely for perambulators and luggage.

“The cars, which are arriving at the rate of two a week, are being numbered from 501 upwards in the order of arrival from London, up to 515 having been received at the time of writing and up to 504 being in passenger service. Arrangements have been made with London Transport for the ex-Metropolitan cars with B.T.H. equipment to be despatched first, to be followed by the ex-London United cars with G.E.C. equipment. The ex-Metropolitan and ex-London United cars will be classified in Leeds as types UCC/1 and UCC/2 respective’y.

“The livery finally decided upon for these cars is ‘British Electric Traction’ red all over, relieved by a cream band below the upper saloon windows and a cream panel above the lower saloon windows. The cars are lined out in gold and the roof, trucks and lifeguards are painted Brunswick black. Car No. 503 lacks the cream bands, whilst car No. 501 is still in London Transport livery.

“The cars have proved very satisfactory in service and are popular with the passengers. Those at present in service operate from Torre Road Depot which will eventually operate ‘Felthams’ exclusively. The riding qualities of these cars on the long reserved-track routes to Crossgates and Templenewsam are good. The Leeds undertaking is to be congratulated on obtaining and reconditioning these fine cars.” [1: p6]

The ‘Felthams’ served in Leeds until the closure of that city’s network in 1959. Wikipedia talks of 90 rather than 92 of these trams operating in Leeds. [3] The Seashore Trolley Museum in Maine, USA agrees with this assessment. [5]

The Seashore Trolley Museum reports:

“Car  No. 341 was one of this class known as the ‘Felthams’ (after their place of construction).  The ‘Feltham’ cars were the result of a complete vehicle redesign similar to the development of the PCC car in the USA at about the same time.  No. 341 was one of 54 cars built for the MET which served London’s northern suburbs.  At over 40 feet long, the ‘Felthams’ were relatively long and had a tapering body, large entrance/exit vestibules and a low floor height.  A distinctive feature was the higher floor for the operator’s cab.  Rather than using overhead wires, London trams (including the MET trams) drew power from an underground conduit, similar to systems in Washington, DC and New York City.  When the London Passenger Transport Board acquired the Metropolitan Electric in 1933, No. 341 became No. 2085.  The car survived the World War II blitz, but the LPTB’s policy was to replace trams with trolley buses and expanded underground lines.  The ‘Felthams’ were the last new trams purchased for London.  After 1938, most of LPTB’s remaining tram lines were in South London.  In 1948, LPTB was nationalized and became the London Transport Executive.  The last London tram ran in 1952.  The tram system in Leeds acquired 90 ‘Felthams’ from London Transport in 1950, including No. 2085, which became No. 526 at Leeds.  Leeds painted its trams red and used overhead bow collectors rather than trolley poles.  Leeds abandoned its trams in 1959.” [5]

Two other ‘Felthams’ have been preserved:

Car No 331 (LTPB No. 2168) which was transferred to Sunderland. This tram was a central entrance prototype which was numbered 100 when in service in Sunderland. It now is part of the National Tramway Museum, Crich, collection. [3]

Car No. 355 (LTPB No. 2099, later Leeds No. 501) is now part of the collection at London Transport Museum, Store, Acton, London. [3]

Car No. 355 on display in London Transport Museum, © James Petts and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [7]

References

  1. The ‘Felthams’ in Leeds; in Modern Tramway Volume 14 No. 157; The Light Railway Transport League, London, January 1951, p6.
  2. Peter Waller; The London Feltham Tram – London’s Last Modern Tramway; Pen & Sword, 2020.
  3. https://en.wikipedia.org/wiki/Feltham_Tram, accessed on 11th May 2026.
  4. T. A. Gibbs; The Metropolitan Electric Tramways, a Short History; The Oakwood Press, 1964.
  5. https://trolleymuseum.org/london2085, accessed on 11th May 2026.
  6. https://en.wikipedia.org/wiki/Feltham_Tram#/media/File%3ALondon_Metropolitan_Tramways_%22Feltham%22_Tram_No.331%2C_National_Tramway_Museum%2C_Crich.JPG, accessed on 11th May 2026.
  7. https://en.wikipedia.org/wiki/Feltham_Tram#/media/File%3ALondon_Tram_(no._355)_-_Flickr_-_James_E._Petts.jpg, accessed on 11th May 2026.

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

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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
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‘The Modern Tramway’ – Part 8 – Leeds City Tramways, 1956. …

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The Modern Tramway Journal in February 1957 carried an article about the tramways of Leeds. The data for the article was collated by A.K. Terry and the article was written by J.H. Price. [1] Please note that the copyright of the featured image above is owned by the National Tramway Museum at Crich. The museum are content for it to be shared in this way provided that their copyright is acknowledged.

The Suez crisis brought a temporary halt to a number of things within the UK economy. One of these was the planned scrapping of the tram routes and tramcars in Leeds. That pause provided the opportunity for the Light Railway Transport League to compile a map, fleet list and list of services for the city. Everything included in the February 1957 article was correct as of 31st December 1956.

In 1953, Leeds City Council decided to substitute buses for trams over a period of ten years. This meant tha by the end of 1956, ten nineteen of the city’s tram routes had been abandoned and the 1953 roster of 417 tramcars reduced to 170.

Those changes were recorded by the article as follows:

“The first conversion was the service from the Corn Exchange to Half Mile Lane (No. 14) on 4th October 1953, followed on 4th April 1954, by Kirkstall Abbey (No. 4) and Compton Road (No. 10). The latter abandonment saw the withdrawal of the last ex-Manchester and ex-Southampton cars and the Pivotal-truck Chamberlain cars, while Headingley depot was closed to trams at the same time. No further abandonments took place in 1954, but 1955 and 1956 have witnessed six closures and the concentration of all tramway operations on the large central depot at Swinegate.

Chapeltown Depot was closed as a running shed on 24th April 1955 … and the Gipton tram service (No. 11) was replaced by buses on the same day, followed by Meanwood (No. 6) and Elland Road (No. 8) from 26th June. But as a result of the oil crisis, trams are now running to Elland Road again, after an absence of over seventeen months! The explanation is that this line remained intact to serve Low Fields Road scrapyard, and with the oil shortage special trams now run again on certain Saturday afternoons in connection with football matches at the Leeds United ground.

The replacement by buses of the Beeston service (No. 5) on 20th November 1955, enabled the depart- ment to cease using Torre Road depot (except to store some cars awaiting scrap) and this building is being converted to a bus garage, unlike Chapeltown depot which is to be sold. The 1956 abandonments – Lawnswood (No. 1) from 4th March, followed by Whingate (No. 15) and New Inn (No. 16) from 22nd July have removed trams from the city’s busiest thoroughfare (Boar Lane) and have eliminated the last of the Chamberlain cars. These vehicles were former Pivotal cars of 1925-26 remounted on new P.35 type trucks built at Kirkstall Road Works from 1944 onwards, mostly after the patent had been purchased in 1948 from the Brush company. Save for works journeys, trams no longer run through City Square, another notable traffic centre which provided one of the few British examples of the familiar Continental technique of using the centre of a square or roundabout as a full-scale tramway station.

The abandonment of the routes on the west side of Leeds has left the works at Kirkstall Road rather unfavourably placed. At present, tracks are maintained from Swinegate through City Square and Wellington Street to the works, but the Chairman of Transport Committee … stated some time ago that the Department was considering moving trams to and from the works on a special road vehicle. This has not materialised, and it is thought that when the fleet has been further reduced, the rear tracks of Swinegate Depot will be fitted with lifting gear and equipped to carry our body repairs, the trucks, motors and controllers then being taken by road to and from Kirkstall Road Works for attention.

Although no definite indication of policy has been given, it seems likely that after the completion of the present scheme to convert all lines laid entirely in streets (of which three remain Hunslet, Dewsbury Road and Moortown), the routes with reserved tracks may remain for several years. Track renewals have been taking place on all routes, notably on York Road where some of the former wooden sleepers have given way to a concrete base as already used on the Belle Isle reservation. The Roundhay reserved track has also received attention.

Since the Leeds Transport Committee seem to consider the sub-ject solely from the financial angle, the retention (or otherwise) of the reserved-track routes will presumably depend on the Department’s ability to keep the cost of tramway operation down to a figure comparable with that of the buses. The Chairman has admitted that reserved tracks are much cheaper to maintain than street tracks, and the concentration of all the cars at one large depot is evidently another step in this direction, as is the elimination of non-standard cars and equipments from the tram fleet. The diversity of types in the Leeds tram fleet will be seen from the accompanying table, and it is significant that only Horsfield and Feltham cars are now receiving major overhauls; these two classes between them would be more than sufficient to work the reserved-track routes.

Of the other types, the Headingley streamlined and Chamberlain cars have already departed from passenger service, and one of the three ex-London H.R.2 cars (No. 277) has been withdrawn following a collision, while London’s famous No. 1 (Leeds 301) will soon find its way back to its birthplace at Charlton as a prized exhibit in the B.T.C. collection of historic vehicles. The most unfortunate demise in Leeds is that of the Middleton bogie cars, of which only one (No. 268) now remains in service. Whatever the virtues of standardisation and maintenance-simplification, one cannot but regret the passing of what were some of the smoothest-riding double-deck cars ever built; so far as can be judged from personal observation, their withdrawal is due to body defects and the need to retyre the wheels at very frequent intervals lest the swing links of the trucks fail to clear the road surface. The extra cost of four-motor maintenance, as also experienced in Liverpool, may have been a factor. Enquiries were made as to the possibility of preserving one of these cars, but the scrap value and consequent purchase price would be in the region of £145. Nevertheless, anyone willing to help is invited to contact Mr. C. Routh, 17, Wynford Rise, West Park, Leeds 17, so that the potential financial support for such a scheme may be assessed.

The former preserve of these cars, the No. 12 route to Middleton, is now linked with the Belle Isle and York Road services and served mainly by Horsfields and Felthams. Both classes acquit themselves surprisingly well on the reserved track, but on such a route as this the 4-wheeled double-decker must inevitably proceed more cautiously than an equal-wheel bogie car, and the exhilarating dash down through the woods by the last few cars at night is now almost a thing of the past. Various minor improvements are being made to the Horsfield cars, including the replacement of air bells by electric bells, smaller destination boxes which no longer occupy the entire end window space, and fixed upper-deck windows with sliding ventilators to replace the winding type made famous elsewhere by the twin notices “Do not spit on the car. The conductor will adjust the win- dows on request.”

Since Leeds does not intend to buy or to build any more trams, the life of the reserved track lines may in the end be determined by the life of the cars, most of which are already 26 years old. Yet the Middleton route with its private express track has a wonderful potential advantage in time and distance over the shortest route to Middleton by road, and if the private track were extended into the city along the colliery railway, and modern coupled single-deckers introduced to run at railway speeds, the earning power of the trams would certainly be superior to that of buses using the increasingly congested streets. Birmingham is considering using its former tramway reservations, linked by subways, to form a rapid-transit system, but Leeds is even more fortunately placed, for the modern substations and suburban reserved tracks already exist, and present slum-clearance and road-widening schemes could bring the York Road reserved track almost to the city centre. It would be a short step to link this with the Middleton route by a subway, a new road, or even a private surface line laid partly over the river. These are real possibilities, and should be examined now, while the chance exists, so that they can be taken into account in town planning schemes. The opportunity is far too good to miss. [1: p23-24 & 27]

The article included a plan of Leeds City Tramways as they existed on 31st December 1956.

The Leeds City Tramway Network as on 31st December 1956. [1: p22]

The article also provides a table showing tram services in Leeds as at 31st December 1956

Leeds Tram Services recorded at the end of 1956. [1: p25]

The next two images show the table of rolling stock still in use on the tramway network at the end of 1956. The first image tabulates the rolling stock, the second provides explanatory notes and details of manufacturers.

Tramcars in use in Leeds at the end of 1956. [1: p30-31]

A separate numbering system was used for ‘Works Cars’ – snowplough cars, rail grinders, stores cars, water cars and rail Derrick’s. All of the Works Cars apart from the snow brooms and rail derrick No 1 were converted from passenger cars.

Works Cars and Former Passenger Cars [1: p32]

The article also included photographs of some of the Leeds tramcars.

This and the image below show two of the Middleton bogie-cars, No 268 (still in service at the end of 1956) with the bow collector introduced in Leeds between 1935 and 1938, and No. 255 with its original trolley-poles. Both tramcars are in the dark blue (pre-war?) livery. [1: p26]
These two images show ex-London cars numbered in Leeds as 278 and 301 (London Nos 1881 and 1) © A.K. Terry & R. Brook respectively. [1: p28]
These two images show experimental single-deck cars Nos. 600 and 601, © R. Brook and R.B.Parr respectively. [1: p29]

References

  1. J.H. Price & A.K. Terry; Leeds City Tramways, 1956; in The Modern Tramway, The Light Railway Transport League, Volume 20, No. 230, p22-32.