76-615: The Leeds and York Railway was a proposed railway line, promoted in the mid 1840s, intended to connect York and Leeds. The line lost a significant promoter, the Manchester and Leeds Railway in 1845/6 as a result of a non-competition arrangement between that company and the York and North Midland Railway . The York and North Midland Railway successfully promoted a rival line in the same session of parliament, and obtained an act for its construction in 1846. The only part of either scheme that
152-452: A 5 ⁄ 8 in (16 mm) diameter ball and key fitted into grooves in each side of the stem of the rail. Sleepers consisted of sandstone blocks of about 4 cubic feet (0.11 m ) each in cuttings, and Kyanised larch sleepers, 9 ft (2.7 m) by 11 in (28 cm) by 5 in (13 cm), on embankments. On Wednesday 3 July 1839, the line was formally opened from Manchester to Littleborough and two trains conveying
228-622: A connection with the Y&;NMR's Church Fenton to Harrogate line south of Tadcaster . The route then ran north for approximately 1 mile, before bearing east across the River Wharfe to meet the York and North Midland's main line at Copmanthorpe, and thence to York. The Y&NMR's line was successful in parliament over the rival Leeds and York Railway scheme. An act, the "York and North Midland Railway (Leeds Extension) Act" (Victoria 9/10, Cap.89)
304-655: A high profit level, owing to the density of population along the route and the fact that in the early years much southbound traffic from Manchester was routed this way owing to disputes affecting the Grand Junction Railway. In July 1844, the M&;LR seized all the Midland Railway goods wagons on its system in order to run a cheap excursion from Dewsbury to Liverpool —at the time a commonplace form of accommodation. The Midland reacted by taking all
380-447: A large drum at the head of the incline. This arrangement continued until some time between 1851 and 1856, after which ordinary locomotive working was used. "There is a steep gradient in this branch of 1 in 27, 1 mile [1.6 km] in length, situated between Middleton Junction and Werneth, Oldham, and a stationary engine was fixed at the top of the incline, with a rope attached to it, for the purpose of pulling up and letting down trains to
456-571: A line from Manchester to Normanton where it made a junction with the North Midland Railway , over which it relied on running powers to access Leeds . The line followed the valley of the River Calder for much of the way, making for easier gradients but by-passing many important manufacturing towns. Crossing the watershed between Lancashire and Yorkshire required a long tunnel. The line opened throughout in 1841. Early on,
532-486: A machine for printing railway tickets on cards of standard size, numbered progressively, and another machine for stamping the date on each ticket. Edmondson's ticket system and machines were used into the 1970s, almost identical with those first used on the M&LR in 1839. The next section that opened was from Normanton to Hebden Bridge on Monday 5 October 1840. The North Midland Railway had opened its line to Leeds, using its own terminus at Hunslet Lane on 30 July. As
608-442: A portion of the invert failed, allowing the side walls to move by 3 ⁄ 4 inch (19 mm), requiring them to be rebuilt. Stephenson explained the failure by saying The blue shale through which the excavation passed at that point, was considered so hard and firm, as to render it unnecessary to build the invert very strong there. But shale is always a deceptive material... In this case, falling away like quicklime, it had left
684-444: A through line from Liverpool to Hull . As well as the inconvenience to passengers, goods had to be unloaded and carted across Manchester and reloaded into railway wagons. The companies agreed to make a connecting line from the M&LR at Miles Platting to a new station at Hunt's Bank and on to the terminus of the Manchester and Bolton Railway (close to the present-day Salford Central station ) and over an S-shaped link to join
760-518: A wire rope; descending trains were controlled by brake wagons in front. In the Railway Chronicle , Hawkshaw is reported as saying that the use of the stationary engine had been largely discontinued, the ordinary engines taking up passenger and goods trains weighing over 80 long tons (81 tonnes). It thus seems that the rope haulage might have been in operation for only a year and a half. With the opening of Victoria station, Oldham Road station
836-829: The L&;MR to the west of its terminus in July 1838. The Hunt's Bank site was purchased privately by Samuel Brooks, vice-chairman of the M&LR , and presented to the company in August 1838. The section from Miles Platting to Hunt's Bank was built by the M&LR , and the western section by the L&MR . Royal assent was given to the Liverpool and Manchester Railway Act 1839 ( 2 & 3 Vict. c. xli) for this arrangement on 14 June 1839, followed by an Manchester and Leeds Railway Act 1839 ( 2 & 3 Vict. c. lv) on 1 July, which also authorised branches to Oldham and Halifax. There
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#1732801515165912-589: The M&LR had been retitled the Lancashire and Yorkshire Railway. This 13-mile (21 km) line was authorised by the Huddersfield and Sheffield Junction Railway Act 1845 ( 8 & 9 Vict. c. xxxix) on 30 June 1845 to connect Huddersfield with the Sheffield, Ashton-under-Lyne and Manchester Railway near Penistone . There was to be a branch to Holmfirth . Amid considerable political tactics,
988-698: The East Lancashire Railway at Bury to join the Heywood branch extension and to make an east to north connection between the two railways at Bury. On 28 January 1845, the boiler of locomotive No. 27 Irk exploded at Miles Platting, Lancashire. Line & stations shown as of 1847 Not showing the Manchester and Bolton Railway acquired by the M&;LR in 1846 John Towlerton Leather John Towlerton Leather (1804–1885)
1064-585: The East Riding of Yorkshire ; together they represented a potential strong competitor to George Hudson 's railway network in Yorkshire. In 1845 the Leeds and York company gained the support of the Manchester and Leeds Railway , which decided to take up shares in the company on the condition that the line would use the station of the proposed West Riding Union company ; the company also determined to support
1140-621: The Great Northern Railway . As the scope of the network of the Manchester and Leeds Railway was extending considerably, it was decided on 9 December 1846 to change the name of the company; the title "the Lancashire and Yorkshire Railway" was settled upon, and this was confirmed by an act of Parliament, the Lancashire and Yorkshire Railway Act 1847 ( 10 & 11 Vict. c. clxvi), of 9 July 1847. The act also incorporated
1216-546: The Leeds, York and Midland Railway , and the Leeds Extension of the York and North Midland Railway, both of which followed a route via Aberford and Tadcaster a few miles to the south of the Leeds and York company's plans. The Y&NMR applied for an act for a railway over its proposed route in 1845, starting from a junction with the Leeds and Selby Railway near Cross Gates and continuing roughly north-east to make
1292-573: The Manchester, Bolton and Bury Canal Company had been created. In 1832, it decided to build a railway beside its canal, changing the company name to the Manchester, Bolton & Bury Canal Navigation and Railway. It never reached Bury , and its "Manchester" terminal was in fact in Salford, and its title is usually shortened to the Manchester and Bolton Railway. The railway opened for public traffic as far as Bolton on 29 May 1838; there were six trains each way on weekdays and two on Sundays. From May 1844,
1368-543: The North Union Railway in 1846, the Manchester and Leeds Railway had now extended its influence to Preston. It had already had a close association with the Preston and Wyre Railway in running excursion traffic, and a closer connection was appropriate. The amalgamation of the two companies was authorised by the Manchester and Leeds Railway Act 1846 ( 9 & 10 Vict. c. cclxxvii) of 3 August 1846. A branch
1444-472: The River Wharfe near Thorp Arch continued via Walton , Syningthwaite , Bilton , Hutton Wandesley , Rufforth and Acomb to York. The line was 6.5 miles (10.5 km) shorter than the existing route between the two cities ( York and North Midland and Leeds and Selby lines). An associated scheme the York, Hull and East and West Yorkshire Junction Railway was also proposed, connecting towns in
1520-541: The York and North Midland Railway's York to Leeds line , the construction of which was abandoned before it was completed. Between 1847 and 1850 he carried out the Erewash Valley Line . In the mid 1850s he was contracted to carry out improvements to the River Nene , which were also abandoned. In 1849 he was awarded the contract for the construction of the breakwater at Portland Harbour . J. T. Leather
1596-601: The Bolton company was absorbed by the M&LR . Industrialists in Bolton and Wigan were dissatisfied with the service offered by the Liverpool and Manchester Railway and they formed what became the Liverpool and Bury Railway . It was authorised on 31 July 1845 to make a 28-mile (45 km) line from a junction at Sandhills , near Liverpool Exchange station , to Bury. The L&BR directors continued to fear coercion by
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#17328015151651672-506: The LNWR route through Batley in 1848. This crossed over the Midland Railway 's Leeds–Bradford line at Holbeck and terminated at a temporary station, about 1 ⁄ 4 mile (0.4 km) from Wellington, near the site of Leeds Central where the permanent structure was opened about 1851. When the company obtained its original act of Parliament, the Manchester and Leeds Railway Act 1836 ( 6 & 7 Will. 4 c. cxi), on 4 July 1836, this
1748-543: The Leeds and York in their obtaining an act of parliament. In late 1845 the York and North Midland Railway company and the Manchester and Leeds company entered into a non-competition arrangement as part of an agreement between the two firms on the leasing of the Hull and Selby Railway . Part of the agreement was that the M&L would withdraw its support from both the York-Leeds and York-Hull schemes. The new agreement with
1824-480: The Liverpool and Manchester Railway, and sought the protection of the Manchester and Leeds Railway; the M&LR was delighted to be gifted a route to Liverpool and amalgamation was quickly agreed. The Manchester and Leeds Railway absorbed it on 1 October 1846 (by an act of Parliament, the Manchester and Leeds Railway (No. 2) Act 1846 ( 9 & 10 Vict. c. cclxxxii) on 27 July 1846) before it had been completed. It opened for traffic on 20 November 1848, by which time
1900-403: The M&LR wagons it could find and moving them to Derby . On 16 September 1847, a train headed by a 2-2-2 engine was derailed by a broken rail at Sowerby Bridge, killing two passengers and injuring one. In his report Captain J L A Simmons, the government inspector, strongly condemned the permanent way. Over a distance of 410 yards (370 m) the chairs had worked loose in the stone blocks,
1976-554: The MB&;BR reached Victoria station over the rails of the Liverpool & Manchester Railway. The Manchester and Bolton Railway saw that an ally in Manchester was necessary, and after failed talks in 1844, more favourable terms were offered by the M&LR at a meeting on 30 January 1846. An operating agreement came into force on 1 July, and by the Manchester and Leeds Railway (Manchester, Bolton and Bury Canal and Railway) Act 1846 (9 & 10 Vict. c. ccclxxviii) of 18 August 1846,
2052-521: The Sheffield, Ashton and Manchester Railway, the predecessor of the Manchester, Sheffield and Lincolnshire Railway, which was authorised on the same day. The respective branches were required to be connected at Stalybridge. The Ashton, Stalybridge and Liverpool Junction Railway Act 1845 ( 8 & 9 Vict. c. cix), on 21 July 1845, authorised the branch from Miles Platting to connect with the Manchester and Birmingham Railway at Ardwick. The line to Ashton
2128-525: The Wakefield, Pontefract and Goole Railway and the Ashton, Stalybridge and Liverpool Junction Railway into the L&YR . The Lancashire and Yorkshire Railway Act 1847 also authorised a south connection at Castleton from the M&LR main line onto the Heywood branch, allowing direct running from Manchester to Bury. In addition it authorised the Liverpool and Bury Railway to extend eastwards under
2204-702: The Wakefield, Pontefract and Goole Railway. The planned line ran from the east end of the L&MR Wakefield Kirkgate station and headed broadly east through Crofton , Featherstone , Pontefract , Knottingley and Hensall to Goole. The line was opened on 1 April 1848 by which time the company had amalgamated with the M&LR and others to form the Lancashire and Yorkshire Railway on 9 July 1847. An act of Parliament ( 9 & 10 Vict. c. ccxii) of 16 July 1846 authorised dock improvements at Goole, and another ( 9 & 10 Vict. c. clxxxv) also of 16 July 1846 authorised branches from Pontefract to Methley , opened on 12 September 1849, and from Knottingley to Askern , joining
2280-480: The Y&NMR was contradictory to the previous one with the proponents of the Leeds and York and York and Hull schemes, and the board of the M&L withdrew their support and connection to the scheme in November 1845. The Leeds and York refused an offer to return the shares, and the M&L was required to take up 5,000 £25 shares. Rival schemes between Leeds and York were also proposed in the same period, including
2356-474: The bottom of the incline." Also authorised in the Hunt's Bank Act was a Halifax branch. It too was a short line, 1 + 3 ⁄ 4 miles (2.8 km) with severe gradients. Its junction with the main line at North Dean (later Greetland) faced Wakefield. The Halifax station was at Shaw Syke, and the branch opened on 1 July 1844. Through the Manchester, Bolton and Bury Canal Act 1791 ( 31 Geo. 3 . c. 68),
Leeds and York Railway - Misplaced Pages Continue
2432-413: The company realised that the initial route required expansion, and branches were built by the company or by new, sponsored companies. In Manchester steps were taken to make a railway connection with the Liverpool and Manchester Railway , and a connecting line was built, including an important joint passenger station, named Victoria station . The pace of expansion accelerated, and in 1846 it was clear that
2508-477: The company was reconstituted with capital fixed at £800,000; Stephenson was again appointed chief engineer, and plans were deposited for the following parliamentary session. The 51-mile (82 km) route was altered from the earlier proposals to run via Wakefield to Normanton to join the North Midland Railway over which it would have running powers from Normanton into Leeds. The eastward diversion
2584-399: The company's name was no longer appropriate, and the opportunity was taken, when getting Parliamentary authority for further amalgamations, to change the name to the Lancashire and Yorkshire Railway ; this took effect by an act of Parliament, the Lancashire and Yorkshire Railway Act 1847 ( 10 & 11 Vict. c. clxiii) of 9 July 1847. From that time, coupled with the considerable expansion of
2660-417: The direct route towards Leeds. Running powers over 9 miles (14 km) of the North Midland Railway to Leeds were given and a clause in the act that should the North Midland Railway fail to build its line, the Manchester and Leeds Railway would have the power to do so. The Manchester and Leeds Railway Act 1836 ( 6 & 7 Will. 4 . c. cxi) was given royal assent on 4 July 1836. Authorised share capital
2736-399: The directors and invited guests ran as far as Summit Tunnel. On the following day the line opened to the public over that section; 3,100 passengers were carried. The fare for the 13 + 1 ⁄ 2 miles (21.7 km) from Manchester to Littleborough was first class 4s, second class 2s 6d, and third class 6d. The chief booking clerk at Manchester was Thomas Edmondson who had invented
2812-598: The disaster stated that sufficient care had not been taken in the construction of the works. In 1864 he established the Hunslet Engine Company , a locomotive manufacture, in Leeds on part of the site of the former Railway Foundry . The company was sold to James Campbell in 1871 for £25,000. He was employed by the War Office in the 1860s, for the construction of the sea forts at Spithead , as well as Fort Gilkicker and St Helens Fort . In 1867 he
2888-400: The dissenters, but a new Liverpool and Manchester Railway Act. the Liverpool and Manchester Railway Act 1842 ( 5 & 6 Vict. c. cviii) was obtained on 30 July 1842, finalising the matter. The M&LR part of the construction was beset by accidents, but it was opened on 1 January 1844. The extension descended to Hunt's Bank with gradients from 1 in 47 to 1 in 59. A stationary engine
2964-452: The eastern end of the M&LR was isolated by the uncompleted Summit Tunnel, the NMR provided locomotives for this section until the line was completed. Passengers could now book from Manchester to Leeds, the journey from Littleborough to Hebden Bridge was made in road coaches provided by the company. The line from Hebden Bridge to Summit tunnel opened on 31 December 1840. When Summit Tunnel
3040-690: The foundations of the Ness Suspension Bridge in the 1850s, and repair work to the Middle Level Navigations in the 1860s under John Hawkshaw . In 1864 the Dale Dyke Dam , the construction of which he had been supervising, collapsed, causing the Great Sheffield Flood which killed over 200 people. Expert opinion at the time differed over the causes of the collapse. The jury at the inquest into
3116-475: The gauge varied by up to 1 inch (2.5 cm) each way and the rails were badly worn. Between 1844 and 1846, some 17 + 1 ⁄ 2 miles (28 km) of line had been relaid with 80 lb/yd (40 kg/m) double-head rails in chairs, but much remained to be done. After the opening of the Leeds to Manchester line, only the gap between the M&LR 's Oldham Road station and the L&MR 's Liverpool Road terminus in Manchester, prevented there being
Leeds and York Railway - Misplaced Pages Continue
3192-456: The interim among the extortions to which existing Railway Companies were then compelled to submit, to save their property from being wholly confiscated. If it be the wiser course to defer the portion of the line between York and Tadcaster, it is certainly so to defer that between Tadcaster and the Leeds and Selby Line. The junction at Leeds may probably be desirable at some future day. In 1849 the Y&NMR applied for deviation of and abandonment of
3268-553: The latter calling at eight intermediate stations compared with 15 intermediate stops for all-stations trains. The stopping trains took about 3 hours and 20 minutes to and from Leeds, the semi-fast trains took 2 hours and 45 minutes. The fact that the line by-passed many important towns is emphasised by the notes in the timetable: Mills Hill (for Oldham ); Blue Pitts (for Heywood ); Todmorden (for Burnley ); Sowerby Bridge (for Halifax ); Brighouse (for Bradford ); and Cooper Bridge (for Huddersfield ). The M&LR quickly achieved
3344-484: The lip of the invert alone to support the pressure of the arch above, and hence its springing inwards and upwards. At the time of its completion it was the longest railway tunnel in the world, at 2,885 yards (2,638 m). The brickwork varies from five to ten rings in thickness. The total cost of Summit Tunnel was £251,000. There was a problem at Charlestown Tunnel, between Eastwood and Hebden Bridge . The ground consisted of loose, sandy earth which gave trouble from
3420-404: The network, the Lancashire and Yorkshire Railway took on a new dynamic. . Proposals to build a railway from Manchester to Leeds originated at about the same time as those for the Liverpool and Manchester Railway and a company was formed in 1825 but despite the involvement of George Stephenson , the scheme was abandoned, and a reintroduced scheme in 1831 also failed to gain approval. In 1835,
3496-544: The original section from Tadcaster to York (Copmanthorpe), passed as part of the "York and North Midland Railway Act" of 1849. No line was completed along the route, either by the Leeds and York, York and North Midland or other companies. A shorter route from Leeds to York was opened in 1869, via a cut off from Micklefield to Church Fenton . The Tadcaster Viaduct (also known as the Virgin Viaduct, or Virgin Bridge)
3572-453: The start. On 8 June 1840 it was reported that the masonry inside the tunnel was collapsing and eventually, after much further consideration, the tunnel was abandoned and the line built round the hill at ground level on curves of 12 to 15 chains (240 to 300 m) radius. Whishaw wrote in 1842, "The [track] gauge is 4 feet 9 inches [1,448 mm], in order to allow 1 ⁄ 4 of an inch [ 6.4 mm] play on either side for
3648-425: The time the locality was known only as Blue Pitts, 2 miles (3.2 km) south-west of Rochdale . It cost £10,000 to build. The branch trains used horse traction, until a locomotive was used on the line from 1 May 1847. When the Hunt's Bank extension was authorised, an Oldham branch was included in the Manchester and Leeds Railway Act 1839 ( 2 & 3 Vict. c. lv) of 1 July 1839. It opened on 31 March 1842. The line
3724-424: The town council from British Rail . The structure was listed in 1985. 53°53′19″N 1°15′52″W / 53.8885°N 1.2645°W / 53.8885; -1.2645 Manchester and Leeds Railway Line & stations shown as of 1847 Not showing the Manchester and Bolton Railway acquired by the M&LR in 1846 The Manchester and Leeds Railway was a British railway company that built
3800-450: The unbuilt Huddersfield and Sheffield Junction Railway was absorbed into the Manchester and Leeds Railway on 27 July 1846. The H&SJR opened to the public on 1 July 1850. At first the MS&;LR worked the line (as it was disconnected from the M&LR ), but in 1870 the L&YR began running Sheffield-Huddersfield trains from Penistone. The West Riding Union Railways Company
3876-601: The viaduct crossed the river upstream and north of the town. From 1882 or '83 to 1955 there was a siding across the viaduct which was used to supply corn and later coal to Ingleby's Mill on the east bank of the river. After 1901 the Mill was converted to a power station for the Tadcaster Electricity Company. The siding, known as the Ingleby's Mill branch closed in 1959. In 1980 the viaduct was acquired by
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#17328015151653952-465: The wheels of the locomotives and carriages. The rails are of the single parallel form... They are in 15-foot [4.6 m] lengths, having 3-foot [0.9 m] bearings..." The track consisted of T-section rails, 5 in (13 cm) deep with heads 2 + 1 ⁄ 2 in (6.4 cm) wide and 1 + 1 ⁄ 4 in (3.2 cm) deep, weighing 56 pounds per yard (28 kg/m), secured in chairs 10 by 5 in (25 by 13 cm) by means of
4028-464: The young John Fowler trained under him. In 1839 he entered into partnership with Mr Waring (later of Waring Brothers ) as contractors - they were involved in construction of parts of the Midland Railway (Chesterfield) and London and North Western Railway (Chester and Crewe). The partnership with Waring ended and Leather undertook the construction (c.1846-9) of the Tadcaster to York section of
4104-455: Was 2 miles (3.2 km) long, climbing 186 feet (57 m) from a junction on the main line at Middleton ; a station there was named Oldham Junction at first. The branch had a gradient of 1 in 27 for more than half the distance. The method of working was devised by Captain Laws, the company General Manager; it used a balancing load of mineral wagons on a reserved track, with a cable passing round
4180-472: Was a British civil engineering contractor. In his early career was employed by the Sheffield Waterworks company, and involved in the construction of several dams. He entered private practice in 1839, initially in partnership with Mr Waring (of Waring Brothers ). He was contracted on civil engineering works including railways, harbour walls and bridge foundation construction. In the 1860s he
4256-540: Was a consulting engineer on the Dale Dyke Dam which collapsed causing the Great Sheffield Flood . He also known for his work on the breakwater at Portland harbour , the forts at Spithead , an extension to the Portsmouth Dockyards , and as the founder of the Hunslet Engine Company of Leeds. Leather was also, for many years, the proprietor of Waterloo Main Colliery near Leeds. John Towlerton Leather
4332-436: Was also involved in coalmining enterprises. In 1843 he invested £3500 to join in a new partnership with Kirkby Fenton to run his existing Waterloo colliery at Temple Newsam near Leeds and he came to live at Leventhorpe Hall which had recently been vacated by Fenton. Leather withdrew from the partnership in 1851 and shortly after opened his own colliery nearby, calling it Waterloo Main. He was also involved in difficult work on
4408-465: Was an important industrial centre, home to numerous cotton mills and an iron foundry. A 1 + 3 ⁄ 4 -mile (2.8 km) single line branch to Heywood was made, opening on 15 April 1841 without getting parliamentary authorisation, until obtained retrospectively on 10 May 1844 in the Manchester and Leeds Railway Act 1844 ( 7 & 8 Vict. c. xvi). It left the main line at Castleton , but at
4484-701: Was born in Beeston Park , Yorkshire on 30 August 1804. He trained under his uncle George Leather, engineer of the Aire and Calder Navigation , and of the Goole docks . In 1829 he began his own practice in Sheffield, and became engineer of the Sheffield Waterworks in 1833. As engineer to the Sheffield Waterworks he helped create the Redmires Reservoirs and the Crooke's Moore reservoirs , during which time
4560-598: Was closed to passengers after only four and a half years of use, and became a goods station. The first terminus in Leeds used by the Manchester and Leeds Railway was at Hunslet Lane situated to the south of the city centre and shared with the Midland Railway. In 1846, the Midland Railway transferred most of its services to the centrally situated Wellington Station which was built by the Leeds and Bradford Railway . The Manchester and Leeds Railway stayed at Hunslet Lane after 1846, but diverted most of its trains via
4636-747: Was completed, the line was inspected by Sir Frederick Smith who sanctioned its opening to the public on behalf of the Board of Trade in February 1841. The main line opening took place on Monday 1 March 1841. The timetabled four trains each way on Sundays encountered strong opposition from religious bodies. The board was divided and the chairman and two directors resigned in protest against running Sunday trains. The first timetable showed nine passenger trains each way except Sundays when there were four. The first weekday eastbound train started from Sowerby Bridge. The trains alternated between all stations and semi-fast,
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#17328015151654712-409: Was considerable controversy because a southern route was strongly advocated; the L&MR in particular was attracted to a connection to the Manchester and Birmingham Railway, giving better connections southwards, at the cost of failing to connect the Bolton line at all, and of requiring some form of transshipment for Leeds traffic, because of incompatibility in the levels. It took some time to pacify
4788-570: Was constructed as part of the northern section of the Leeds-York Line. The viaduct was constructed of 11 arches, 7 west of the river, 2 east of the river, and 2 wider arches across the River Wharfe ; made of magnesian limestone with millstone grit arch voussoirs . Earthworks were constructed for a triangle junction connection to the Harrogate-Church Fenton line immediately northwest of Tadcaster railway station ;
4864-558: Was done on 17 November 1846; the actual construction of the line was carried out by the M&LR , which changed its title the following year to the Lancashire and Yorkshire Railway. The section from Low Moor to Mirfield was opened on 18 July 1848, but the more difficult construction from Bradford to Low Moor was delayed until 9 May 1850, and Mirfield to Halifax on 7 August 1850; the Sowerby Bridge section opened on 1 January 1852. The Preston and Wyre Railway and Harbour Company
4940-685: Was ever constructed was the Tadcaster Viaduct , built by the Y&NMR on a short spur from the Y&NMR's existing Church Fenton to Harrogate branch. This was completed by 1848 before the Y&NMR decided to abandon construction of the line. The Leeds and York Railway was promoted in the 1840s, during the Railway Mania ; the line formed an alternative route from Leeds to York, starting in Wellington Street (Leeds), passing Seacroft , Thorner , Clifford Moor , and crossing
5016-437: Was for the main line only, between Manchester and Normanton, giving access to Leeds. The main line was complete in 1841; the extension to Victoria station in Manchester followed, being ready in 1844. It was obvious that many other important manufacturing locations were in the general area served by the company, and it began to take steps to connect many of them, by building branches, or later, by absorbing other companies. Heywood
5092-571: Was forced upon the Company, as a protective measure in 1845 [...] in order to prevent others doing so. The portion of this line between York and Tadcaster was commenced soon after the obtaining of the Act in 1846, and has been proceeded with to a considerable extent. An expense of between £30,000 and £40,000 has already been incurred thereon, and a further outlay to that amount will be necessary to complete it [...] The outlay already incurred may be reckoned in
5168-401: Was formed in 1846 from the wreckage of George Hudson's duplicity; he had promised to promote a southward line from Bradford to Halifax and elsewhere. The West Riding Union Railways Act 1846 ( 9 & 10 Vict. c. cccxc) of 18 August 1846 authorised a line supported by the Manchester and Leeds Railway; the act required amalgamation with the Manchester and Leeds Railway within three months. This
5244-408: Was founded in 1835 to build from Preston via Poulton to the new town of Fleetwood ; it opened in 1840. The company amalgamated with the Preston and Wyre Dock Company to form the Preston and Wyre Railway, Harbour and Dock Company in 1839. A branch from Poulton to Blackpool North and another to Lytham , both opening in 1846. With the absorption of the Manchester and Bolton Railway and a share of
5320-531: Was just under 2 miles (3 km) long, and opened on 20 November 1848 for goods trains only; regular passenger trains starting operating at the end of 1852. Seeing potential in expanding eastwards, especially in connecting directly to an east coast port, the M&LR sponsored the promotion of a line from its Wakefield station . An act of Parliament, the Wakefield, Pontefract and Goole Railway Act 1845 ( 8 & 9 Vict. c. cxlii), of 31 July 1845 authorised
5396-500: Was obtained in 1846, for a line of 17.2 miles (27.7 km) with power to raise capital of £360,000 and a further third in loans. John Towlerton Leather was contracted to build the Tadcaster-York section, a viaduct at Tadcaster was completed before the work was abandoned after the end of the Railway Mania . (See §Viaduct .) In its 1849 report to shareholders the company reported: The line from York to Tadcaster and Leeds
5472-444: Was opened on 13 April 1846, and on to Stalybridge on 5 October 1846. The branch was 6 miles 793 yards (10.381 km) long. It was a single line; double track was completed except across Medlock viaduct, by 1 March 1849, but approval for opening this second line was not received until 1 August. The Medlock viaduct was made suitable for double track which was opened towards the end of 1849. The Ardwick branch from Miles Platting
5548-512: Was proposed to run from Miles Platting to Ashton and Stalybridge , with a short branch to Ardwick , in Manchester. The bill was successful and the branch was authorised by the Ashton, Stalybridge and Liverpool Junction Railway Act 1844 ( 7 & 8 Vict. c. lxxxii) of 19 July 1844; there was no intention to build to Liverpool. The line was to terminate adjacent to the Stalybridge station of
5624-436: Was provided at Miles Platting to work the incline by rope. The Hunt's Bank station was named Victoria from the beginning, and at the time of its completion was the largest station in the country. Even so, a single platform was considered sufficient for all the traffic, the west end for the Liverpool trains and the east for the Leeds trains: it was 852 feet (260 m) long. The trains were hauled up to Miles Platting by
5700-430: Was to form easier gradients than previously proposed, but nearer Manchester there were three inclines, each about 4 miles (6 km) long at 1 in 165 and 1 in 130. In 10 miles (16 km) from Manchester the line would climb 358 feet (109 m) to a tunnel, 1,705 yards (1,559 m) long, and two other tunnels of 126 yd (115 m) and 280 yd (260 m). Normanton is some distance east of Wakefield and not
5776-521: Was £1,300,000. The Manchester and Leeds Railway Act 1837 ( 7 Will. 4 & 1 Vict. c. xxiv) on 5 May 1837 authorised changes to the route. Work on the section from Manchester to Littleborough began on 18 August 1837, and on the Summit Tunnel the following year. The tunnel proved much more expensive than planned, and took longer to complete. It was nearly finished in December 1839 when
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