66-559: The North Union Railway was an early British railway company, operating two main routes, from Parkside to Preston and from Bolton Trinity Street to Preston , all in Lancashire . The northerly part of the routes sharing the line from Euxton to Preston. The company was created in 1834 with the first parliamentary authorised railway amalgamation. The two companies amalgamated were the Wigan Branch Railway (WBR) and
132-573: A glass coach to meet the morning first class trains at Newton Junction and transport first class passengers to Parkside. These arrangements continued when the WBR amalgamated to become the North Union Railway (NUR) until the NUR line to Preston, and the relocated station opened on 31 October 1838. Services became more complicated in 1838–39 because the NUR opened between Wigan and Preston, and
198-471: A goods station, being labelled a "Luggage Station" on the 1849 OS map. It is not recorded when the goods station closed but by the 1894 edition of the Ordnance Survey the site was labelled as a pumping station with a couple of sidings leading into it. On 31 October 1838, the station was relocated approximately 17 chains (340 m) east, to be at the junction of lines with the NUR which opened on
264-586: A junction with the L&;MR to the East of Parkside station with an east curve (that is towards Manchester). A west curve and a flat crossing of the L&MR had been planned, and authorised, but weren't built because of financial considerations. One of these unconstructed sections had been intended to meet a similarly unconstructed east curve of the Warrington and Newton Railway which had also not been constructed for
330-516: A ladies room and offices. The station was gas-lit in 1841, the three companies shared the cost of the installation. This new station did not solve all the traffic problems, trains from the Liverpool, or Warrington (the east curve at Newton Junction had opened on 4 July 1837) directions still had to reverse at Parkside in order to access the northbound NUR line and vice versa. The Tate illustration does not appear to show any interconnection between
396-662: A line from the Liverpool and Manchester Railway (L&MR) near Parkside to Wigan. The act included a branch to the south of Wigan, the Springs branch, connecting to collieries in the district. The Preston and Wigan Railway had been authorised by the Preston and Wigan Railway Act 1831 ( 1 Will. 4 . c. lvi) in 1831 to construct a railway between Wigan and Preston but was struggling to find sufficient share subscriptions to start construction. The directors considered abandoning
462-520: A major road into Wigan town centre, by a bridge that was "in character architectural and handsome", this required raising the north end of the WBR on a substantial embankment. As Preston stands upon a ridge rising sharply from the north bank of the River Ribble reaching it involved some engineering, the North Union reached its northern terminus by descending gradients as steep as 1 in 100 into
528-442: A siding which ran into the point of the junction, this siding was probably used for an engine shed. The illustration by Tate shows the new station with the four lines running away from the junction to where the first station was located before the overbridge in the distance, also to be seen are the two NUR lines going to the right towards Wigan. After the passenger station was moved to the junction this first station remained open as
594-460: A week later running two daily in each direction, there were fewer trains on Sundays. The Company policy at the time was only to publish departure times from the termini, and there were no intermediate stations only recognised stopping places , of which Parkside was one as locomotives needed to take on water here. Quick (2022) documents the lack of timetables at this time, it is known how many trains ran but not where and when they stopped on-route.
660-457: A younger brother Hamer. The family established a carrier business at Hart Common , Westhoughton and Hargreaves's father had expanded it until it had become a substantial enterprise with "wagons to be seen on highways all over the North of England". Hargreaves was only 16, and therefore a minor, when his father died but he was the residuary legatee of his father's estate . His inheritance
726-519: Is only listed in the Liverpool to Manchester service table with four trains to Manchester and three to Liverpool. In 1864, the L&NWR constructed the Winwick cut-off which by-passed Parkside and its junctions, making the north–south journey much easier but effectively made Parkside redundant as an interchange. Finally, there was very limited local demand as Parkside, even today, remains relatively rural. The station closed on 1 May 1878, although
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#1732773354668792-533: The Lancaster Canal or the Leeds and Liverpool Canal . Wherever the branch cut across these tramways a flat crossing was provided. When it opened the branch had connections with several collieries and other industrial concerns, in 1845, when the first Ordnance Survey was conducted there were connections with: The branch was doubled in 1845 except for a short section where it crossed the canal spur. By 1838
858-658: The Manchester and Birmingham Railway (M&BR) opened the direct line between Crewe and Manchester, this shorter route was used by the GJR in partnership with the M&;BR and its trains to Manchester stopped running through Parkside. In 1843 the Bolton and Preston Railway (B&PR) opened the line between the NUR at Euxton and Bolton, the Manchester and Bolton Railway line was already operating between Bolton and Manchester. After
924-623: The North Union Railways Purchase Act 1846 ( 9 & 10 Vict. c. ccxxxi) for the line to be leased jointly to the Grand Junction Railway (GJR) and the Manchester and Leeds Railway (M&LR) but before this happened the GJR became part of the London and North Western Railway (L&NWR), the arrangement continued however with the L&NWR and the M&LR jointly leasing the NUR. On 9 July 1847
990-516: The Preston and Wigan Railway (P&WR), the first-ever parliamentary approved railway amalgamation. When it was created, the North Union Railway consisted of the single-track line constructed by the Wigan Branch Railway from the Liverpool and Manchester Railway (L&MR) at Parkside to Wigan Chapel Lane but little else. The WBR did not own any locomotives or rolling stock, its operations were all supplied under contract by
1056-429: The Preston and Wigan Railway (P&WR). In 1844 the company acquired the Bolton and Preston Railway (B&PR). The company operated independently until 1846, then under joint lease of London and North Western Railway (L&NWR) and Lancashire and Yorkshire Railway (L&Y) but continuing as an independent company until 1889. In 1889 it was absorbed by the lessees with the line from Parkside to Euxton going to
1122-517: The B&;PR became part of the NUR in 1844 the NUR used both this more direct route and via parkside for trains from the north to Manchester, partly because it combined the service with that bound for Liverpool, dividing the train at Parkside. The February 1844 departure schedule from Preston shows 5 services each way via Parkside (2 of which continued on to London and one to Birmingham) and 4 services via Bolton. A west curve and Preston Junction station
1188-474: The Bolton to Preston line opened on 4 February 1841 it met the Manchester, Bolton and Bury Railway (MB&BR) coming up from Salford which had opened on 29 May 1838. This railway was built by the Manchester, Bolton and Bury Canal Navigation and Railway Company who had in 1831 converted from a canal company. Their railway terminated at Bolton Trinity Street station and part of the enabling act of Parliament for
1254-541: The Grand Junction Railway (GJR) opened between Newton and Birmingham, and between Birmingham and London. This enabled through journeys from south–north as well as the original east–west, and additionally from the south and north to both Liverpool and Manchester. This was three railways running trains through or connecting at Parkside. The L&MR services continued much as normal with 11 trains each way between Liverpool and Manchester. From February 1839
1320-491: The L&MR did publish fares from intermediate stations even if they didn't provide times, in 1832 it cost 3s 0d first class to Liverpool or Manchester, 2s 6d second class to Liverpool but only 2s 0d to Manchester. The situation on the L&MR continued much as described above except the railway became more popular and therefore more trains were run, by 1836 the timetable had settled down to 10 trains daily each way between Liverpool and Manchester, with an extra two trains during
1386-487: The L&MR lines on the left and the NUR lines on the right, indeed it shows passengers making their way across the lines from one side of the station to the other, indicating a pedestrian changing of trains. In 1845 the L&MR and others amalgamated into an expanded Grand Junction Railway and a year later the GJR itself amalgamated to form the London and North Western Railway (L&NWR). There were two junctions associated with Parkside station; The two curves from
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#17327733546681452-477: The L&MR. The construction of the Wigan to Preston section did not start until after the amalgamation and the formation of the NUR. Within a month of the amalgamation the railway appointed Charles Vignoles as engineer on the railway at a salary of £1,200 (equivalent to £146,000 in 2023). His duties were to supervise the building of the 15 miles 30 chains (24.7 km) Wigan to Preston line and oversee
1518-548: The L&NWR and the line from Euxton to Bolton (the former B&PR) being taken by the (L&Y). The section from Euxton to Preston becoming jointly owned. Most of the line eventually became part of the West Coast Main Line (WCML). The Wigan Branch Railway obtained an act of Parliament , the Wigan Branch Railway Act 1830 ( 11 Geo. 4 & 1 Will. 4 . c. lvi) on 29 May 1830 to build
1584-583: The L&YR was absorbed by the L&NWR so from that date the former North Union Railway had only one owner. This section of the West Coast Main Line between London Euston and Carlisle had been the only part not wholly owned by the L&NWR. Balshaw Lane and Euxton station was opened by the L&;NWR on 2 September 1905, it closed on 6 October 1969. Services restarted from this station now named Euxton Balshaw Lane on 15 December 1997. Parkside railway station (Merseyside) Parkside railway station
1650-601: The Manchester & Leeds Railway changed its title to the Lancashire and Yorkshire Railway (L&Y) but the leasing arrangement continued. In 1845, in conjunction with the Ribble Navigation Company , the North Union obtained powers in the North Union and Ribble Navigation Branch Railway Act 1845 ( 8 & 9 Vict. c. cxvi) to build a branch to Victoria Quay on the River Ribble. This line
1716-489: The Manchester to Preston traffic and they tried to undercut each other's fares. The North Union managed to maintain the upper hand in the competition as they were able to extract tolls from its rival for running trains along its Euxton to Preston stretch. The rivalry was short-lived as the Bolton and Preston Railway was acquired by the North Union Railway by the Bolton and Preston Railway Act 1844 ( 7 & 8 Vict. c. ii) of 10 May 1844. In 1846 arrangements were authorised by
1782-427: The NUR ran four southbound passenger trains on weekdays, departing Preston for Liverpool, Manchester and Wigan at 0820 (mixed train), 1040 (first class), 1420 (second class) and 1620 (mixed train), on Sundays there were two mixed class trains at 0645 and 1715. Additionally, mail trains for Birmingham and London departed at 1710 and 0208, passengers were advised that in addition to the mail trains they could also proceed to
1848-413: The North Union Railway's line at Euxton , north of Chorley . The Bolton and Preston Railway Act 1837 was passed with the proviso that the line north of Chorley should be delayed for three years so that a compromise could be reached between the two companies about running trains into Preston. Section 17 of the Bolton and Preston Railway Company Act 1838 removed this restriction. When the first section of
1914-521: The Parkside to Wigan section of the railway had been double-tracked., a new Parkside station opened on 31 October 1838, providing improved connections with the Liverpool and Manchester Railway, it was east of the original station and situated at the junction with the L&;MR . It was constructed jointly by the L&MR , GJR and NUR. The former station became a goods station on the L&MR. Golborne
1980-454: The Preston and Wigan Railway. The board had active and powerful members in T. W. Rathbone, and Hardman Earle , who were also on the boards of L&MR and GJR . To cope with ever-increasing traffic, the line was quadrupled between 1889 and 1891. The stretch between Euxton Junction and Preston, which included the major part of Preston station , remained in joint ownership up to 1921 when
2046-515: The Preston to Bolton section made provision for the station to be converted to a through station to allow for traffic to Preston. In the same way as the L&MR provided operational services to the WBR and NUR over the Parkside to Wigan section, so the MB&;BR provided operational services to the NUR over the Bolton to Preston Section. There was immediate competition between the two companies for
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2112-574: The WBR train likely stopped before the junction and passengers simply walked to the L&MR station. Sweeney (2008) records there were complaints in October 1832 that passengers had to wait without shelter when changing trains, and the railways jointly funded the building of a waiting shed . In 1834 the WBR became part of the North Union Railway (NUR). By 1837 there were 5 tracks at Parkside, Up and Down L&MR lines, Up and Down NUR lines (the NUR had by now installed its second running line) and
2178-439: The Winwick cut-off opened in 1864 leading to closure in 1878. The original Parkside station opened on 17 September 1830 as part of the Liverpool and Manchester Railway (L&MR), and was one of the oldest passenger railway stations in the world. These early intermediate stations were often little more than halts, usually positioned where the railway was crossed by a road or turnpike . This probably accounts for variations in
2244-527: The above junctions joined to the north of Parkside where Preston Junction station was built, this junction was known initially as Preston Junction but then became Lowton Junction by which name it is still known. The lines from Newton-le-Willows through the west facing junction and Lowton junction formed a secondary West Coast Main Line (WCML) route that was electrified as part of the WCML modernisation which
2310-556: The buildings continued in use as cottages for some time afterwards. John Hargreaves (carrier) John Hargreaves (1780 - 1860) was an English carrier and businessman. Hargreaves and his son, also John Hargreaves , were carriers in the north west of England at the time when railways were being built and taking business away from the canals . John Hargreaves was the son of John (1739 - 1796) and Ann Hargreaves (nee Hamer) who had married in 1763. Hargreaves had three siblings, an older brother James, an older sister Elizabeth and
2376-459: The country". Father and son worked closely together as they moved into railway operations with John Hargreaves junior taking on the lease to operate the Bolton and Leigh Railway , they jointly took on the lease to operate the Kenyon and Leigh Junction Railway , but as the railways were joined this difference was at best academic as trains from one operated on the other. They were jointly offered
2442-529: The lease for carrying freight on the Wigan Branch Railway in 1834, but did not initially like the rates being offered and declined. They made a counter offer which was accepted by the North Union Railway which had in the meantime been formed by an amalgamation of the Wigan Branch Railway and the Preston and Wigan Railway . Hargreaves owned property in Hindley as well as Westhoughton and
2508-510: The line under NUR ownership. The service continued as thrice daily each way between Parkside and Wigan. The L&MR had initially provided the WBR with freight services but in 1834 the WBR offered John Hargreaves , an established carrier in the North West, the lease for operating the goods service on their line. Hargreaves, in partnership with his son (also called John Hargreaves) declined
2574-464: The mainline about a mile south of Wigan centre and ran north-east for most of its 2 miles 54 chains (4.3 km) length then turned sharply to run north-west after bridging the Lancaster Canal to the New Springs and Kirkless areas of Wigan. The branch was included in the initial plans of the company, and was included in its Act, it wasn't built immediately for financial reasons. Vignoles
2640-484: The names of these stopping places, this station was located where Parkside Lane (later called Warrington Road, a road between Wigan and Warrington) crossed the line. Quick (2022) reports that the station was variously known as Parkside , Park Side and Parkside & Wigan Junction in its first decade of existence before settling on Parkside . During the opening ceremony the MP William Huskisson
2706-484: The offer and made a counter offer based on the previous years receipts which was accepted by the new North Union Railway, as this was now after the merger of the railways. In July 1835 the son, John Hargreaves junior took over as the sole lessee over the Parkside to Wigan section of the line for all goods traffic with the exception of those who already had the right to operate their own trains, mainly coal mine owners like Richard Evans who operated Edge Green Colliery which
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2772-619: The opposite direction three of the GJR trains connected with NUR trains at Parkside. The L&MR and NUR companies agreed that each would operate its own passenger trains on its own line but that through coaches would be provided between Preston and Liverpool and Manchester. The GJR ran its own trains over the L&MR to Manchester. This was probably the peak of services through the station. The stations importance declined gradually. Advances to locomotive technology meant locomotives could make their journey between Liverpool and Manchester without needing to stop at Parkside to refuel. In 1842
2838-554: The project but decided that an amalgamation with the WBR would be of benefit to both companies. Within a month the board of the WBR resolved to consolidate with the P&;WR. The North Union Railway (NUR) was created by an act of Parliament, the North Union Railway Company Act 1834 ( 4 & 5 Will. 4 . c. xxv) on 22 May 1834 which authorised the amalgamation of the Wigan Branch Railway (WBR) and
2904-521: The proposed Bolton and Preston Railway (B&PR), whose original act of Parliament, the Bolton and Preston Railway Act 1837 ( 7 Will. 4 & 1 Vict. c. cxxi), of 15 July 1837 made for an independent route through to Preston. A further act of Parliament, the Bolton and Preston Railway Company Act 1838 ( 1 & 2 Vict. c. lvi), of 4 July 1838 was enacted withdrawing the B&;PR 's powers to build beyond Chorley and instead authorised an extension to join
2970-429: The regular and busy traffic already using the L&MR. This would have undoubtedly have caused operational problems and therefore Parkside became the terminus station for trains on the WBR. There is doubt about how any transfer of passengers took place between the lines, it is unlikely that WBR trains ran from their single-track railway into the station on the L&MR double track, they would have had to reverse to do so,
3036-487: The running of the already built 6 miles 47 chains (10.6 km) Parkside to Wigan line. The building and supervision of the Springs branch was not included and became a separate contract. A maintenance contract was let to Smith & Eckersley in May 1835, it was extended for a further two years. The L&MR had provided passenger services to the WBR under contract, they continued to provide passenger services for
3102-487: The same day through to Preston. The station was constructed jointly by the L&MR, NUR and Grand Junction Railway (GJR) which had by that time absorbed the Warrington and Newton Railway . The GJR apparently contributed to the cost of the new station as an alternative to having to build a direct connection between the Warrington and Wigan lines. It was a two-storey building with a booking office, general waiting room,
3168-407: The same reason. The lack of these two curves made through south–north journeys very difficult, for example a train or carriages coming from Warrington in the south heading to Wigan in the north would have to pass through Newton Junction station, reverse onto the mainline, pass through the station again, pass through Parkside station, then reverse again to take the WBR, avoiding any interference with
3234-651: The south by booking to Parkside and waiting for a short time for the next GJR train. All of these trains went through Parkside, and those in the opposite direction which are not mentioned in the company advertisement about return train times. The GJR had weekday trains leaving Manchester to Birmingham at 0330 (first class), 0600 (mixed class), 0815 (first class), 1030 (first class), 1215 (first class), 1600 (mixed class) and 1900 (first class), these trains all went through Parkside and Newton to connect with trains from Liverpool (which did not go through Parkside) at Warrington, most of them connected with London trains at Birmingham. In
3300-582: The summer. The L&MR agreed to operate the WBR when it opened in September 1832, initially a passenger service was run utilising "an engine of the 'oldest' construction hauling four coaches", and the fares were fixed at 5s 0d and 3s 6d from Wigan to Liverpool or Manchester (or the reverse) for first and second class respectively. The average journey time from Parkside to Wigan was 15 Minutes, and passengers would need to change trains at Parkside to continue their journey. The WBR arranged in October 1832 for
3366-455: The valley, crossing the river and cutting into the rising ground as far as Fishergate where it built the station. The river bridge was of five arches, each spanning 120 ft. The line was completed in 1838 and a trial run was held on 22 October with a train running from Wigan to Preston, and the line opened to the public on 31 October 1838. The NUR opened the Wigan to Preston section with the following stations: The Springs branch branched off
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#17327733546683432-415: Was absorbed by the two larger companies by the simple expedient of the section from Euxton to Bolton (the former B&PR) being taken by the L&YR and the section from Parkside to Euxton going to the L&NWR. The section from Euxton to Preston and Preston remained in joint ownership. The first chairman of the company was Sir Thomas Dalrymple Hesketh , Bart. He had previously held the same position at
3498-424: Was an original station on the Liverpool and Manchester Railway . It then became the interchange station between lines when the Wigan Branch Railway opened in 1832, moving to the physical junction of the two lines in 1838. The station continued as an interchange until being by-passed in 1847 when a west curve was opened to facilitate north–south links that did not go through the station. Traffic declined further after
3564-478: Was at Eccles ), it was well placed to do so being about halfway along the line, 14 miles 58 chains (23.7 km) from Edge Hill and 14 miles 29 chains (23.1 km) from Manchester Liverpool Road . In the early days the water was pre-heated by a lineside boiler. The boiler's chimney can be seen on the right in Bury's print. The Wigan Branch Railway (WBR) opened on 3 September 1832 forming
3630-473: Was authorised to set out the line in 1836 and it was opened by the North Union Railway as a single track line but with the infrastructure for double track on 31 October 1838, the branch was constructed for freight traffic, especially coal and had no passenger facilities. The area the branch was to run through had a number of coal mines some of which had been worked for decades, several of them had their own horse-drawn tramways, most of them were connected to either
3696-481: Was built to convey coal from the Wigan district to the river for shipment. Parkside west curve opened in 1847 by the L&NWR under powers obtained by the GJR. Preston Junction was opened by the L&NWR in 1849 at the junction of the two curves from the former L&MR line. Winwick cut-off opened in 1864 which provided a straight route between Warrington Bank Quay and Wigan North Western saving express trains 24 minutes along that stretch. Bamfurlong station
3762-491: Was completed in 1974. The east facing curve and the main line between Newton-le-Willows and Castlefield Junction in Manchester was electrified on 9 December 2013. What follows describes the passenger services that ran through Parkside, there were also freight trains, both owned by the companies and private operators. The L&MR started regular passenger services on 17 September 1830, they ran three first class trains in each direction daily and introduced second class trains
3828-409: Was just to the west of the NUR line and connected to it with a standard gauge siding. The NUR carried Post Office mail to Wigan, the mail being brought to Parkside from Liverpool and Manchester each evening, they were then handed to the guard of the Wigan train who handed them on to a messenger on arrival at Wigan. The construction was undertaken in three contracts which were let in 1835, progress
3894-402: Was killed in an accident at the station. A memorial to Huskisson was paid for by the railway and erected at the trackside in 1831. The memorial has subsequently been granted listed building status and remains at the site of the original station near Newton-le-Willows . Parkside was one of only two intermediate stops on the L&MR where locomotives could be fuelled and watered (the other
3960-542: Was never as fast as the board would have liked, they blamed much of the delay on Vignoles' frequent absences as he had taken on other work, including in Ireland. One of the contracts had to be re-let at the end of 1836 and a large culvert burst in a flood in November 1837 requiring the building of a 400 feet (120 m) wooden bridge. The line going north out of Wigan was required by its act of Parliament to cross Wallgate,
4026-605: Was often impassable to horse drawn wagons . After his father's death in 1796 Hargreaves conducted business together with his mother. The business started to change in 1808 when Hargreaves started to use the Lancaster Canal to transport goods to the North. By 1818 Hargreaves was transporting goods from New Market St, Bolton "to Preston and all parts of the North; also to Bolton , Manchester , Bury , Rochdale , Leeds and all parts of Yorkshire ". Hargreaves also operated from canal warehouse in Preston and advertised similar services including to London. In 1830 Hargreaves
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#17327733546684092-495: Was opened between Parkside and Wigan North Western as Golborne Gate or Gates by the NUR probably sometime before 1839 as the station started to appear on the maps in Bradshaw from then, fares to intermediate stations, including Golbourne Gate [sic] were published in 1839. The North Union Railway was concerned to protect its interests and had many disagreements with rival railways and canals. The North Union Railway opposed
4158-403: Was opened by the L&NWR in 1847 which made north–south travel easier but reduced Parkside's importance as an interchange. The L&NWR used Preston Junction to exchange passengers with the North Union Railway, so passengers no longer changed trains at Parkside. From around this time trains going north towards Wigan from Warrington or Liverpool didn't pass through Parkside. By 1855 the station
4224-437: Was opened on 1 April 1878 by the L&NWR and closed on 27 November 1950. The NUR continued independently under this leasing arrangement with the L&NWR owning 60 ⁄ 94 and the L&YR 34 ⁄ 94 . This was the situation until 26 July 1889 when it was jointly absorbed by the L&NWR and L&YR under the terms of the London and North Western Railway Act 1889 ( 52 & 53 Vict. c. xcviii). The NUR
4290-618: Was operating canal boats "from Manchester and Liverpool to Summit , a point on the Manchester and Leeds canal, from which place the communication with the Lancaster canal was made by a rail or tram road of five miles to the town of Preston, from there the route was again by canal to Lancaster and Kendal and thence by stage waggons , Scotch carts , &c., to Penrith , Carlisle , Glasgow , Edinburgh and intermediate towns. Mr. Hargreaves' stage waggons, drawn by four or six powerful horses , and his canal " fly-boats " were institutions of
4356-449: Was therefore held in trust until his coming of age, the trustee was Elizabeth's husband John Pennington. Hargreaves married Tabitha Duckitt (1781 - 1847) in 1800. There were thirteen children with the eldest John (junior) being born that year. The family were based at Hart Common where the business was also based. The business was primarily packhorse based, using strings of animals who could pick their way over difficult terrain that
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