Calder Valley

Calder Valley Main Line (Manchester to Normanton)
1840 - Present
Lancashire & Yorkshire railway

Contributors:  © Reproduction prohibited / Alan S Bagot / Paul Holroyd / David Hey / Stephanie Penny / David Taylor / Jonathan Armitage / MD /Roy Lambeth
                       Chris Newton / Richard Johnson / Michael Kaye / Andrew Stopford / Dave Heatley / Martin Wilson / Bernard Coomber / Phill Davison
                       Chris Newsome / Keith Rose / Charles Boylan / Malcolm Mallison / Adrian Clarkson / Cyril Towell / Christopher Franz / David Cant
                       David R Ball / Nigel J Lloyd / Dave Pattern / John Marsh / Andrew Gallon / David Webdale

The Route
From Manchester to Normanton,
via Littleborough, Walsden, Todmorden, Eastwood, Hebden Bridge, Mytholmroyd, Luddenden Foot, Sowerby Bridge, Greetland, Elland, Brighouse, Cooper Bridge, Mirfield, Ravensthorpe, Thornhill, Horbury & Ossett, Horbury Millfield Road & Wakefield Kirgate.

Length
?

Original Company
Opened by the Manchester & Leeds railway company. Became the Lancashire & Yorkshire railway in 1847.

Openings
October 1840 between Normanton & Hebden Bridge
March 1841 between Hebden Bridge & Littleborough.

9 Elland
10 Brighouse

Manchester & Leeds Railway opening. Leeds Mercury Archive 1840 PDF download : Chris Newton
On Monday last, pursuant to public notice, this great and important line of Railway was opened for the conveyance of passengers from Leeds to Hebden Bridge thus completing, with the exception of nine miles, the entire distance between Leeds and Manchester.

Gauxholme Viaduct

Gauxholme Viaduct (19-04-11) : MD
The Gauxholme viaduct, near Todmorden.

Gauxholme Viaduct (19-04-11) : MD
The Gauxholme viaduct, near Todmorden.
This type of bridge uses an arch with hangers supporting the deck. It was introduced into Britain by George Leather,
a Leeds engineer who may also be responsible for the Wharfe viaduct at Tadcaster. see Homeless section

Todmorden Triangle

Todmorden triangle junctions : David Taylor
Diagram of Todmorden Triangle. When the 'Copy Pit' line opened in 1849 Yorkshire trains had to reverse on and off it until opening of the spur between Hallroyd Junction and Stansfield Hall Junction in 1862 but that then resulted in trains from Yorkshire to the North West, particularly Blackpool, by-passing Todmorden so to overcome this a station was built at Stansfield Hall in 1869.

Todmorden
Opened 03-1841.

Todmorden station (c1900) : David Taylor
Todmorden station looking east c.1900. Courtesy Pennine Horizons Digital Archive.

Todmorden station subway (11-11-15) : Nigel J Lloyd
The subway at Todmorden station, West Yorks.

Todmorden station (03-13) : David Taylor
The up platform looking west. March 2013.

Todmorden station (03-13) : David Taylor
The down platform looking east.

Todmorden station (03-13) : David Taylor
Site of the down bay and goods warehouse.

Todmorden station (03-13) : David Taylor
Station Approach and site of up warehouse.

Todmorden station masters house (03-13) : David Taylor
Up platform and site of the station master's house.

Todmorden station masters house (03-13) : David Taylor
Station Approach and site of station master's house.

Todmorden station (03-13) : David Taylor
Site of the goods yard off the up line now the station car park.

Todmorden station (03-13) : David Taylor
'Great Wall of Todmorden'. Constructed in 1881 to support the goods yard west of the station above the Rochdale Canal.

Todmorden Blue Plaque (03-05-08) : Paul Holroyd
Blue Plaque at Todmorden. Todmorden Town Council has erected this memorial to John Ramsbottom of the Lancashire & Yorkshire Railway,
who was born in Todmorden in 1814.

Todmorden Gresley L.N.E.R. pacific (03-05-08) : Paul Holroyd

A Gresley L.N.E.R. pacific on the L. & Y. main line.
Charles Shepard's stylized class A4 loco design was used by the L.N.E.R. in publicity material for the "West Riding Limited" streamlined train, which entered service between Leeds and London on 27 September 1937. This copy of the design is on the door of the Platform One Gallery, run by the Todmorden Art Group on platform one of the ex Lancashire. & Yorkshire Railway station at Todmorden, on the Calder Valley main line.

Note : Cyril Towell (Guard)
L.N.E.R , A4 class at Todmorden. How on earth did it get there? According to printed booklet information issued to train staff known as Weekly Notices, or Fortnightly Notices, and Monthly Notices , remember one instruction which banned such locomotives passing through Hall Royd Tunnel which lay between Todmorden and Eastwood . Apparently the chimney was too high for tunnel roof clearance. Incidentally Eastwood was a divisional passing point . All train times were entered at the time of passing on the guards journal. Guards pocket watch issued, the issued wrist watch came later.

Todmorden coal drops (03-13) : David Taylor
Coal drops east of the viaduct.

Todmorden Viaduct (19-04-11) : MD
The viaduct in Todmorden

Eastwood

Opened ? Closed 03-12-1951.
Eastwood station building (1951) : David Taylor
The station building on the down line after closure in 1951. Courtesy Pennine Horizons Digital Archive.

Eastwood station (03-13) : David Taylor
Site of the station in March 2013.

Eastwood station (03-13) : David Taylor
The unusual two sided ramp up to the station and level crossing. March 2013.

Eastwood station (03-13) : David Taylor
The coal drops west of the access ramp. March 2013.
There were also drops east of the access but due to hoardings these are only visible from the top of a double decker.

Hebden Bridge

Opened 05-10-1840.
Hebden Bridge (c1931) : Malcolm Mallison
From the 1931 Survey- Hebden Bridge & Mytholmroyd.

Hebden Bridge Times 22/01/09 : David Taylor
David Taylor is organising a permanent photographic exibition.

Hebden Bridge Times 01/10/09 : David Taylor
The first stage of our photo exhibition on the history of the railway in and around the Upper Calder Valley has now been mounted.

Hebden Bridge station : David Taylor

Hebden Bridge station is Grade II Listed and very unusual for a working main line station restored and preserved in the L&YR style and colours. Almost as unusual it has two functioning and heated waiting rooms (not alas roaring coal fires the nearest of those is at Oxenhope station) although one room is currently closed for much needed remedial work by Network Rail. The station also has an independent cafe in the former parcels office which won a national award last year.
Note : The first station here did open on 05/10/1840 although the remarkably preserved Grade ll main line passenger station we see today
dates from 1891/2 but all freight facilities were all lost in the mid-1960s

Hebden Bridge station (nd) : Malcolm Mallison
Wasting money on new (well, 65 year old) 3.5cm Summaron for Leica. Hebden Bridge Station.

Hebden Bridge station (1967) : David Taylor
The large storeyed goods warehouse and part lifted yard in 1967. Goods facilities were withdrawn in 1966 and the warehouse let for general storage but was seriously gutted by fire in 1969 and subsequently demolished.
In 1994 the site was formally laid out as the station car park and landscaped.

Hebden Bridge station (20-03-13) : David Taylor
Site of the warehouse today

Hebden Bridge station (1966) : David Taylor
The warehouse and vehicle loading dock at the top of Station Road in 1966.

Hebden Bridge station (20-03-13) : David Taylor
The same view today.

Hebden Bridge station (c1950) : David Taylor
The station and warehouse from the north hillside c.1950. Courtesy Pennine Horizons Digital Archive.

Hebden Bridge station (20-03-13) : David Taylor
The same view today.

Hebden Bridge station (nd) : David Taylor
Forecourt and station frontage in BR days; the disused Parcels Office on the right. Courtesy Pennine Horizons Digital Archive.

Hebden Bridge station (20-03-13) : David Taylor
The forecourt pedestrianised in 1994 and the Parcels Office now an independent café serving freshly made 'real' food.

Hebden Bridge station (20-03-13) : David Taylor
The unusual hydraulic barrow lift installed when the station was completely rebuilt 1891/2. No longer in use but the workings still in situ.

Hebden Bridge station (20-03-13) : David Taylor
The former Lamp Room; no longer used but still preserved.

Hebden Bridge station (1966) : David Taylor
Signal Box 1966.

Hebden Bridge station (20-03-13) : David Taylor
The Signal Box today; the balcony/walk way and the bell gone and windows replaced with PVC frames. An application is in to get it Listed when it is de-commissioned but what will happen to it thereafter is anyone's guess. Any Signal Box enthusiasts feel like forming a 'Friends' group to look after it like they've done at Settle??
Note (11-10-13) Pleased to confirm that the Hebden Bridge Signal Box was Listed Grade ll in July. Anticipated it will be de-commissioned in 2017.

Hebden Bridge signal box (nd) : Malcolm Mallison
Wasting money on new (well, 65 year old) 3.5cm Summaron for Leica. Hebden Bridge signal box.

Mytholmroyd station

Opened 05-1847.
Mytholmroyd (c1931) : Malcolm Mallison
From the 1931 Survey- Hebden Bridge & Mytholmroyd.

Mytholmroyd station (02-01-09) : David Webdale

Station building from street level. Big square 3 story building with the top floor at platform level. Ground floor starting with square doors & windows, growing progressively more Italianate on the way up. Listed as an historical structure, home only to loads of pigeons at the moment. The station was de-staffed in 1985. The wooden buildings on the opposite platform disappeared in the 80s.
Note David Taylor : The present Grade ll disused three storey building dates from 1871.

Mytholmroyd station (02-01-09) : David Webdale
Close up of the hefty cast iron support, I assume for the original platform.

Mytholmroyd station (c1960) c/o : David Taylor
Photo courtesy of Pennine Horizons Digital Archive shows the same view in about 1960. The platforms not only extended over the platform but overhung it supported by these massive brackets; not without incident as on more than one occasion flags and tarmac crashed down onto the road below, mercifully without casualties.

Mytholmroyd station (02-01-09) : David Webdale

Station building at platform level sports this heavy duty slated canopy supported on cast iron pillars. Platform originally at a lower level. Also evidence of a wall mounted clock. The station used to have an elevated subway which had fallen apart by the late 1980s & passengers had to cross using scaffolding & planks. After a public meeting The new platforms were added to the eastern end of the station at a cost of £400,000 click here for some more info on the building

Mytholmroyd station (02-01-09) : David Webdale
Evidence of freight handling on the eastern end of the station with a platform & siding. I think that may have be a crane on the left of photo.

Mytholmroyd station (c1937) c/o : David Taylor

Photo courtesy of Pennine Horizons Digital Archive, rather out of focus but does show the viaduct, station, shed and sorting sidings in about 1937. The sorting sidings opened in 1919 and closed in 1964 when freight handling centred on Healey Mills.
Harold Wainwright, the last Station Master here in a talk to the Hebden Bridge Local History Society several years ago described this:
"The down side was dominated by a parcels loading dock, custom built to provide facilities for the handling of prolific quantities of Thornber's day old chicks which were loaded into three, sometimes four passenger rated GUVs every weekday." Thornber's hatchery was just a 100yds or so south of the station and it was estimated that they dispatched 2000 a day. However there was a shed there before Thornbers but I don't know when it was converted/re-built for their purposes but they were producing a million chicks a year by 1930! The hatchery business was wound up late 1960s
Re the up line - Harold Wainwright - "The main activity was in the Up Sorting Sidings where freight trains were broken up and sorted into new trainloads for East Lancs and west thereof to Liverpool. The dominating traffic was coal mostly originating from Crofton and the Dearne Valley collieries ". The site now totally overgrown and no trace of anything railway.

Luddenden Foot

Opened 05-10-1840. Closed 1962.
Luddenden Foot station map (1890) : Malcolm Mallison
6 inch maps from the 1890 survey.
Note : Branwell Bronte was a clerk at Luddenden Foot, but sacked when his accounts were found to be £11 short.

Luddenden Foot suicide (c2005) : Stephanie Penny
A small memorial to a local character who often dressed up as Captain Hellowell an actual person who was stationed in Heptonstall in the English Civil War, David rode around the district on his horse dressed as a Roundhead. He, unfortunately, committed suicide on this spot by stepping in front of an oncoming train at Luddenden Foot.

Sowerby Bridge
Opened 05-10-1840.
Sowerby Bridge station map (1890) : Malcolm Mallison
6 inch maps from the 1890 survey. See also Sowerby Bridge to Rishworth

Sowerby Bridge sign (04-05-08) : Paul Holroyd
Sign from Sowerby Bridge, currently on loan to the Museum of Rail Travel at Ingrow near Keighley. See Vintage Carriages

Sowerby Bridge station (1865) : Sowerby Bridge library c/o David Cant
Early image of the first Sowerby Bridge station, from a collection in Sowerby Bridge library, 1865. This station was built just east of the tunnel mouth and closed when the present site was opened. The buildings had disappeared by the 1889/90 OS survey and the site is now part of Tesco's car park.

Sowerby Bridge (1972) : David R Ball
This is a view looking Eastwards at two of the three platforms of Sowerby Bridge Station and Sowerby Bridge Station signal box. I took this photo in 1972. Notice the platelayer's trolley in the middle foreground.

Sowerby Bridge Station Bar 2008
Halifax Courier 02-08.

Sowerby Bridge Station (16-08-08) : David Webdale
The old station building looks stranded in the middle of the car park.
The original station was severely damaged by fire in October 1978 and demolished by British Rail in 1980.
The existing station (not in the original place) was built in 1981.

Sowerby Bridge Station subway (16-08-08) : David Webdale
Photographed from entrance to station on Holmes road & close up of bricked up section. I'm guessing the existing platform on the far side was once an island

Sowerby Bridge river footbridge (16-08-08) : David Webdale
This little bridge carries a footpath over the river Calder. Don't know if it was built by the railway.
The path runs between Holmes road near the station & the main road through Sowerby Bridge.
The passageway up ahead leads through to the main road.

Sowerby Bridge (10-07-86) : © Andrew Gallon
Sowerby Bridge on July 10th 1986. Visible is the recently closed Sowerby Bridge West signalbox.
A three-car Class 108 DMU forms the 09.26 York-Manchester Victoria.

Sowerby Bridge Station signal box (1972) : David R Ball
This photo shows Sowerby Bridge Station signal box. I took this photo in 1972. The box was abolished on Sunday 4th March 1973.

Sowerby Bridge Station signal box (1972) : David R Ball
This photo shows the interior of Sowerby Bridge Station signal box, the Signalman Roy Sunderland and the signalman's armchair.
I took this photo in 1972.

Sowerby Bridge & Rishworth branch (1972) : David R Ball
In this photo you can see Sowerby Bridge Station and in the background is the bricked up Eastern Portal of the tunnel that the Rishworth Branch line went through, as it left the area of Sowerby Bridge Station to go West towards Watson Crossing Halt, on its way to Rishworth.
I took this photo in January 1972. see Sowerby Bridge Rishworth section

Sowerby Bridge West signal box (1972) : David R Ball
This is Sowerby Bridge West signal box. I took this photo in 1972.

Sowerby Bridge West signal box (1972) : David R Ball
This is a view of Sowerby Bridge West signal box which also shows the yard it controlled, Sowerby Bridge West Yard.
In 2015 there is a Tesco Supermarket on this yard. I took this photo in April 1972.

Sowerby Bridge coal drops (nd) : Malcolm Mallison
Wasting money on new (well, 65 year old) 3.5cm Summaron for Leica. Coal drops, Sowerby Bridge.

Sowerby Bridge West Box (09-85) : Dave Heatley
Unfortunately the camera was letting light in but this is the last time the signal box was intact.
Fire damage has left the structure in an unsafe condition and would be demolished soon after this picture was taken in September 1985.

Sowerby Bridge West signal box & Engine Shed(1972) : David R Ball
This photo shows Sowerby Bridge West signal box . It also shows the site of the former engine shed at Sowerby Bridge. The shed was closed in 1964 and subsequently demolished. I took this photo on Wednesday 12th January 1972. The locomotive is the 'Halifax pilot', performing afternoon shunting duties near to Sowerby Bridge West signal box.

Sowerby Bridge West signal box & Engine Shed (1972) : David R Ball
This photo shows the site of the former Sowerby Bridge Engine Shed. Notice the coaling and water stage, Sowerby Bridge West signal box and the Eastern portal of Sowerby Bridge Tunnel. I took this photo in January 1972.

Lancashire Fusilier (2006) : Stephanie Penny
The Lancashire Fusilier was taken on the main line in Sowerby Bridge,
emerging from the tunnel towards Sowerby Bridge station in 2006.

Greetland
Opened 07-1844. Closed 08-09-1962.

Greetland : Bernard Coomber See North Dean branch & Copley Greetland to Low moor
Class 8F at Greetland with coal empties for Healey Mills flat top Greetland signal box in the background.
Greetland station was originally opened as North Dean in July 1844. It was changed to North Dean & Greetland and then to Greetland in 1897.

Greetland (07-10-06) : Andrew Stopford
Bayford's Oil Depot at site of Greetland Station/Yard - still rail connected but connection not used for many years.

Greetland (07-10-06) : Andrew Stopford
As this shot shows!

Milner Royd Junction
Milner Royd Junction (23-04-85) : Michael Kaye
We are approaching Milner Royd Junction on the 'Up line' from Halifax,
the lines coming in from the left are from Elland & Greetland, 23rd April 1985.

Calder valley Milner Royd junction signal box 18-03-06 : Alan S Bagot
Happily, not yet lost. Situated near Sowerby Bridge on the junction of the L & Y Halifax line.

Calder valley Milner Royd junction signal box 18-03-06 : Alan S Bagot
Interior.

Elland Tunnel: Bernard Coomber
2-6-4 tank loco exits Elland tunnel, Brighouse bound on local passenger train.

Elland Station
Opened 05-10-1840. Closed 10-09-1962.
Elland station map (1850) : Malcolm Mallison
Plans of station taken from 1850 6 inch to the mile map.

Elland station map (1890) : Malcolm Mallison
6 inch maps from the 1890 survey.

Elland Station : Bernard Coomber
2-6-4 tank loco with Halifax bound local parcels passing the site of old Elland station.
The water tower is now situated on Oxenhope station platform on the K.W.V.R.

Elland Station (09-07-86) : © Andrew Gallon
The site of Elland station on July 9th 1986. The signalbox has since been demolished.
47 223 heads the Leeds-Stanlow empty bogie oil tanks.

Elland Station (09-07-86) : © Andrew Gallon
The site of Elland station on July 9th 1986. The signalbox has since been demolished.
56 021 has charge of Healey Mills Yard-Fiddlers Ferry Power Station laden MGR coal hoppers.

Elland Station (10-10-09) : David Webdale
The site of Elland Station facing west toward Elland tunnel.
Consisted of an island platform & goods depot on the left which closed on 28th June 1962.

Elland Station (10-10-09) : David Webdale
Elland Signal box. This box replaced Waterhouse siding & Elland east & west boxes in 1958.
The box was demolished along with Greetland box shortly after this photo.

Elland Station (10-10-09) : David Webdale
The view from road level at the junction of Exley lane & the A6025 Park road.
Looks like some sort of bricked up station access beneath the signal box.

Elland Station (10-10-09) : David Webdale
At the other side of the track, access road from the A6025.

Elland Station (10-10-09) : David Webdale
Close up of what look like coal drops.

Brighouse : (04-08-68) : Bernard Coomber
04 Aug.1968 Black 5's no.'s 44871 & 44894 on SLS Farewell to Steam no.1_ approaching Bradley on route to Brighouse.

Brighouse Station
Opened 05-10-1840. Closed 1970. Reopened 28-05-2000.

Brighouse station : (08-1968) : Bernard Coomber
August 1968 S.L.S Special passing through the old Brighouse station heading west. The station was initially known as Brighouse for Bradford. Closed by British Rail in January 1970 & re-opened to passengers on Sunday 28 May 2000.

Brighouse (29-07-67) : Chris Newsome
73141 passing though Brighouse (looking east) on 29 July 1967 on a Saturday's only service to Blackpool. The bridge is Huddersfield Rd Bridge, and the unused recessed platform is the old Fish Dock bay. The new Brighouse station is built in this location.

Brighouse Station (09-1975) : Charles Boylan
A partially demolished Brighouse Station taken in September 1975.

Brighouse Station (01-1970) : Charles Boylan
From my scrapbook a report in the Halifax Courier the day before Brighouse Station closed in early January 1970.

Brighouse (1960s) : Chris Newsome

Brighouse Station signalbox late 1960's. The signalbox had 2x 40 L&Y lever frames (well over half were still in use at this time) end to end with a gap in the middle to give access to an opening window in the middle of the front of the box. The box was manned by 1 Signalman and a Train Booking Lad. the Signalmen worked 8 hour shifts starting at 0600, 1400 & 2200 hours. The Train Booking Lads worked 0700 to 1400 & 1400 to 2100 - 6 days a week.

Woodhouse Lane bridge Brighouse : Bernard Coomber
A westbound Austerity with a coal train for Lancashire passes under Woodhouse Lane bridge Brighouse.

J. Blakeborough & Sons Ltd, Brighouse (05-76): Keith Rose
Ex BR Loco Coal Wagon, in the private sidings of J. Blakeborough & Sons Ltd, just before scrapping in May 1976.

Anchor Pit Junction

Anchor Pit Junction & signal box (19-02-66) : John Marsh
42055 Bradford Exchange to Stockport at Anchor Pit junction. See Pickle Bridge section

Anchor Pit junction & signal box (30-04-1966) : John Marsh
The taken from the veranda of the signal box on 30th April 1966. See Pickle Bridge section
70034 William Wordsworth with coal empties from Lancashire to Healey Mills.
You can see the track bed of the Pickle Bridge Branch curving off behind the loco and in front of the white building.

Anchor Pit junction & signal box (30-04-1966) : John Marsh
45154 Lanarkshire Yeomanry 11.15 Waklerfield- Bfd exch parcels at Anchor Pit Junction 30-04-1966. See Pickle Bridge section

Anchor Pit junction & signal box (30-04-1966) : John Marsh
45208 Coal empties for Healey Mills at Anchor Pit Junction 30-04-1966. See Pickle Bridge section

Anchor Pit Junction facing East (25-10-03) : David Webdale See Pickle Bridge section
Taken from Woodhouse lane. (M62 in background) Anchor pit junction signal box was situated to the right of the multiple unit.
The Pickle bridge line veered off to the left. From Anchor Pit junction the gradient over the first mile is about 1 in 60.

8F Brighouse (Anchor Pit junction : Bernard Coomber
An eastbound 8F leaving Brighouse with empty wagons back to the Yorkshire coal fields.
Michael Kaye Note :
This photo is at Anchor Pit Junction (the line from Wyke near Bradford came in, in which you can see to the back -right of the photograph)

Anchor Pit signal box (12-03-08) : David Bradley c/o Graeme Bickerdike
The old and rather ramshackle signal box from Anchor Pit Junction.
The remains are on private property, just a short distance from the box's original location.

Bradley Wood Junction
Bradley Curve LNWR Boundary Marker : Andrew Stopford See also Heaton Lodge to Stalybridge section

Bradley Curve: (04-08-68) : Bernard Coomber
04 Aug.1968 Black 5's no.'s 44871 & 44894 on SLS Farewell to Steam No.1 approaching Bradley curve on route to Copy Pit.

Cooper Bridge station
Opened 05-10-1840. Closed 02-1950.

Cooper Bridge station entrance (25-04-04) : David Webdale
Photographed from Cooper Bridge Road. Built by the L & Y on the Calder Valley main line.
The station was opened on 5th October 1840, closed in February 1950. Consisted of an island platform was accessed via this doorway.
Cooper Bridge was Huddersfield's first station. Rumored originally to be a private station for the Armytage family of Kirklees Hall.

Cooper Bridge station: Cyril Towell
Cooper Bridge station was given to understand it was built for the Chairman of the L&YR to catch the service to the headquarters of the L & Y R at Manchester which departed Wakefield Kirkgate at 09.00 That service was dubbed , “The chairman”, for that reason by many railwaymen. The service was still “The Chairman” operative in 1947 and later with a stop at Cooper Bridge.
Chairman L & Y R , was Sir George John Armytage, son of George Armytage 5th , Baronet in the second Baronetcy. The first Baronetcy of Kirklees in the County of York was created in 1641 given to Francis Armytage.
The first Baronetcy became extinct in 1737. The second Baronetcy was created 4th, July, 1738 for Samuel Armytage , High Sheriff of Yorkshire 1739. Samuel was the first Baronet of the second Baronetcy and was handed down from each Baronet, in turn, to the 6th, Baronet Sir John George Armytage, 1842 – 1918, Chairman of the L & Y Railway, and in 1907 was High Sheriff of Yorkshire.
Family seat 1738, Kirklees Park, Brighouse. (Kirk Lees – Robin Hood territory. He must have lived there. He was buried there.) Noticed the slight difference of address in 1738 of Brighouse. Times change.)
The 5th Baronet , Sir George Armytage, died 1899, and the title passed to his eldest son Sir John George Armytage, who had Cooper Bridge station built so he could travel to work! Stories, rumours, gossip, whatever, all correct about the building of Cooper Bridge railway station.
Found the information in Wikipedia. Twofold interest – railways and hobby like genealogy, with the Armytage family. I have been involved with Family History since retired redundant in 1988. Dr. Beeching may have been in charge but his ideas of railways differed to those of Sir John George Armytage.

Cooper Bridge station (11-01-19) : Dave Pattern
The claim on this page that Cooper Bridge Station was built for the Armitages of Kirklees Hall seems dubious:
The only reference I can find to the Armitage family being on the board of directors was George Armitage (of Edgerton House, Huddersfield) being a director of the rival Huddersfield & Manchester Railway. The first chairmen of the Manchester & Leeds Railway were James Wood and then Henry Houldsworth of Manchester.

However, by 1845, Conservative politician Henry Wickham Wickham was a director of the Manchester & Leeds Railway and was residing at Kirklees Hall (which he had leased from the Armitages). Perhaps that was the start of the story that the resident of Kirklees Hall benefited from having a station nearby? Wickham became the chairman of the L&YR in 1849.
More likely the location of Cooper Bridge station was chosen as it was the point where the railway crossed over the Birstall & Huddersfield Turnpike road, therefore providing a direct road connection to the nearby town.

River Calder facing east (29-08-05) : David Webdale
Photographed from my mates barge on the river Calder. To the right, Heaton Lodge junction. To the Left, Cooper bridge station.
To the centre, skipper & beer. The old stone skew arched bridge dates from around 1840.
The girder bridge the result of track widening between 1890 - 1911, as the L&Y increased tracks from 2 to 4 between Wakefield & Brighouse.

River Calder girder bridge (10-07-08) : Martin Wilson
View from on top. See loads more of Martin's choice photo's - www.flickr.com/photos/ravensthorpe/

Heaton Lodge Junction

Heaton lodge junction map 1908 : David Webdale See Leeds New Line
Two short single bore tunnels, take the Leeds New Line under the L & Y Calder Valley main line, forming a flying junction.

Heaton Lodge Facing North (c1980) : David Webdale
Class 47 passenger at Heaton Lodge joining onto the Calder Valley mainline, having passed underneath the flying junction.
More tracks & loco hauled passenger trains in those days.

Heaton Lodge junction (nd) : Philip Hardaker
Leaving Mirfield on the way to Huddersfield heading towards Heaton Lodge Jct. see Cabride see Heaton Lodge Stalybridge

Heaton Lodge junction (nd) : Philip Hardaker
Towards Heaton Lodge Jct.

Heaton Lodge junction (nd) : Philip Hardaker
As above.

Heaton Lodge junction (nd) : Philip Hardaker
The signal for Heaton Lodge Jct in the foreground. Heaton Lodge Jct was originally two tracks some years ago,
it has now been changed to a single line from Huddersfield, the route indicator on the signal has not been removed.

Heaton Lodge junction (nd) : Philip Hardaker
Passing where the original double tracks exited at Heaton Lodge Jct.

Mirfield Junction

Mirfield junction facing West (07-06-03) : David Webdale See Newtown Goods
The site of Mirfield junction for the Newtown Goods Midland Railway branch. Woodend road is to the left of picture.

Mirfield
Opened 04-1845.

Mirfield totem : Paul Holroyd 18-03-06 See Also Mirfield to Low Moor section
Totem from Mirfield station, currently on display in the Museum of Rail Travel at Ingrow near Keighley.
Click here to see selection of railway tickets & handbills. website - www.vintagecarriagestrust.org

Steam World : Paul Holroyd website - www.vintagecarriagestrust.org
On Friday 4 January 1962, V2 class locomotive no. 60954, hauling a Walton (Liverpool) – York freight train derailed at Mirfield.
A four-page photo feature about the accident appears in Steam World issue 207, September 2004.

Wilf Rhodes Cricketer : Cyril Towell (Guard)
Wilf Rhodes was in his youth employed as a “Bell Boy” at Mirfield Loco. Apparently his job was to ring a bell at the end of a turn of duty.
Wilf was born in 1877 at Kirkheaton so would be about 1891 when employed by the railway. Left the railway to become the well-known Yorkshire & England professional cricketer. see wikepedia

Mirfield : Bernard Coomber
An 8F approaching Sands Lane Mirfield with a westbound mixed freight train.

Mirfield : Bernard Coomber
A westbound coal train passes a local DMU looking west from Woodend Lane bridge Mirfield.
Michael Kaye Note : The Ground Frame to the right of the DMU (you can make out a pair of points) was the entrance to
Sutcliffes Malt Sidings and the bridge in the background was called Battyford on the Leeds New Line.

Mirfield c1980 : David Webdale
Same spot as above 20 years later, Class 37 & tankers heading toward Mirfield. Heaton lodge junction just visible in distance.

Mirfield c1980 : David Webdale
Same location as above with a class 40 & tankers.

Mirfield facing Huddersfield c1980 : David Webdale
Taken by surprise, not many Deltics on this route, although they became more frequent in later years as their usual stomping grounds were taken over by the HSTs. The old station building on the left now gone.

Mirfield facing Huddersfield c1980 : David Webdale
Class 40 on its way to the sidings, all gone now, at least the mill is still there.

Mirfield facing Huddersfield c1980 : David Webdale
Class 40 with a mixed freight.

Mirfield : Bernard Coomber
A Peak class diesel approaching Sands Lane bridge Mirfield with a Liverpool bound express.

Mirfield : Bernard Coomber
A Black 5 heads west with a fitted van train on the approach to Mirfield station.

Mirfield : Bernard Coomber
Class 8F no. 48123 passing under Sands Lane road bridge Mirfield with a westbound coal train.

Mirfield : Bernard Coomber
English electric type 4 (now class 40) with brake tender passes under Sands Lane road bridge Mirfield with empty coal wagons.

Mirfield : Bernard Coomber
Flying Scotsman westbound at Mirfield passing Mirfield No. 1 box with Ledgard Mill behind the box.

Mirfield : Bernard Coomber
Flying Scotsman westbound passed Mirfield MPD_ with the Woodend Lane 'Photters' bridge in the distance.

Mirfield : Bernard Coomber
Jubilee no. 45562 'Alberta' approaching Mirfield station with a Liverpool bound express.

Mirfield : Bernard Coomber
Circa 1967 8F 48666 eastbound at Sands Lane Mirfield with coal empties for Healey Mills yard.

Mirfield : Bernard Coomber
Circa 1967 8F no. 48533 gets a Lancashire bound coal train under way from Mirfield loop.

Mirfield : Bernard Coomber
Circa 1967 tank loco 42149 at Sands Lane Mirfield heading west on a local parcels train.

Mirfield : Bernard Coomber
Circa 1967 8F no. 48666 at Sands Lane Mirfield_ heading east with coal empties from Lancashire.

Mirfield : Bernard Coomber
Calder Valley/B1 westbound at Mirfield.

Mirfield : Bernard Coomber
Early trans-pennine DMU passing under Sands Lane road bridge Mirfield heading East.

Mirfield MPD : Bernard Coomber
Part of the yard in front of Mirfield MPD, showing the drivers 'bothy' in the middle background.

Mirfield MPD : Bernard Coomber
The old L & Y MPD at Mirfield.

Mirfield MPD : Bernard Coomber
A 'crab' in the 'coal ole' as it was known - Mirfield MPD.

Mirfield MPD : Bernard Coomber
An 8F eastbound at Mirfield.

Mirfield MPD : Bernard Coomber
An Austerity alongside the shed at Mirfield.

Mirfield MPD : Bernard Coomber
Class B1 leading a black 5 double heading a Redbank parcels for Manchester passing Mirfield MPD.

Mirfield MPD : Bernard Coomber
An 8F passing Mirfield MPD with loaded coal wagons for Lancashire

Mirfield MPD : Bernard Coomber
A Crosti boilered 9F eastbound passed Mirfield shed (engine drivers bothy on the right) hauling a rake of cattle wagons.

Mirfield MPD : Bernard Coomber
DMU 'Calder Valley' set westbound passed Mirfield MPD_ with the shed to the left_ and the 'coal ole' to the right.

Mirfield Sheds c1960 : Graham Smith

My step-Brother worked at Mirfield sheds for 7 years before he emigrated to Australia (now lives in Cambridge). He used to travel by train to work from Cleckheation (imagine that!). He was a MAD train spotter in the 50's and 60's before I was born. He even once volunteered as a fireman on a Mallard fast run from London to Edinburgh. He said at speed that train could eat more coal than 2 men could shovel and they had to change teams every 20-30 minutes or so through the tender (I believe).

Mirfield Sheds c1960 : Graham Smith

Mirfield shed (1972) : Keith Rose
Mirfield Shed 1972.

Unknown c1960 : Graham Smith
The double-header is a mystery to me although the large building in the background may give you some clues.

Note : Vic Smith
Photo shows the ramped coal stage with water tank above (coal ‘ole, as previously described)
and unusual experimental signalling system. View from opposite direction on;-http://geoff-plumb.fotopic.net/p46015628.html
There is a very good article on this experimental signalling at Mirfield, can be found at http://www.signalbox.org/signals/lmsspeed.htm

Mirfield M.P.D 20 March 1984 : Alan S Bagot
The shed closed to steam on 2nd January 1967 when the new diesel depot at Healey Mills opened.
Last I heard, the surviving sheds are used by Patterson's road tankers.

Mirfield M.P.D 20 March 1984 : Alan S Bagot
Buildings & interior.

Spen Valley Junction
Mirfield - Spen Valley (Cleckheaton branch) junction OS Map 1980 See Mirfield to Low Moor section
Church Lane & Canal Crossing.

Thornhill LNW (Dewsbury) Junction & Ravensthorpe

Ravensthorpe & Thornhill map (1890) : Malcolm Mallison

Ravensthorpe : Bernard Coomber See also Ravensthorpe Branch & Leeds Mirfield
8F at Ravensthorpe heading west with fitted snow plough hurries past Ravensthorpe.
Ravensthorpe station is situated a short distance from Dewsbury junction on the L&NWR line to Dewsbury.
(formerly the Leeds, Dewsbury & Manchester Railway).

Ravensthorpe : Bernard Coomber
A 9F passing Ravensthorpe with empty coal wagons for Healey Mills.

Ravensthorpe : Bernard Coomber
Classes B1 & Black 5 westbound at Ravensthorpe with Red Bank parcels.

Thornhill Junction

Thornhill Junction os Map 1985 See also Ravensthorpe Branch
Single track Thornhill to Liversedge (oil terminal) section still in use in 85.

Thornhill Junction facing East. (31-05-04) : David Webdale
The start of the line at Thornhill junction. Station road crosses in background.

Thornhill Junction facing East (31-05-04) : David Webdale
Same place, different angle. I think this photo says it all.

Thornhill
Opened 05-10-1840. Closed 01-01-1962. (Renamed Thornhill for Dewsbury in 1930)
Thornhill station map (1890) : Malcolm Mallison

Thornhill : Bernard Coomber
Austerity class no. 90126 westbound at Thornhill. Thornhill station was renamed Thornhill for Dewsbury in 1930.

Thornhill : Bernard Coomber
Class 8F loco. no. 48534 with a westbound freight at Thornhill.

Thornhill : Bernard Coomber
Class 8F no. 48199 eastbound at Thornhill.

Thornhill : Bernard Coomber
Class B1 loco. no. 61115 eastbound at Thornhill. Note in the background bogey bolster wagons loaded with steel for Austins steel.

Thornhill : Bernard Coomber
Peak class diesel loco. eastbound at Thornhill junction, admire the beautiful point work.

Thornhill : Bernard Coomber
Thornhill/Std class 4 no. 75054 heads east at Thornhill.

Thornhill : Bernard Coomber
2-6-4 tank loco eastbound at Thornhill on a local parcels.

Thornhill : Bernard Coomber
Seen from inside Thornhill goods shed and under the loading gauge an Austerity class loco heads east.

Thornhill : Bernard Coomber
Class 47 with an eastbound cement tanks train on Ravensthorpe junction caught in the low winter sunshine.

Thornhill : Bernard Coomber
Calder Valley/In low winter sun EE type 4 heads east through Thornhill.

Thornhill Midland Junction
Midland connecting line (Thornhill Jn to Middlestown Jn) See Royston to Savile Town section
The short Midland connecting line between Middlestown Junction down to Thornhill Midland Junction on the L&Y Calder Calley main line.

Midland connecting line, Thornhill Midland Junction (03-02-08) : Andrew Stopford
Thornhill Midland Junction.

Midland connecting line, Thornhill Midland Junction (03-02-08) : Andrew Stopford
Thornhill Midland Junction looking up the branch.

Midland connecting line, overbridge (03-02-08) : Andrew Stopford
Photo shows overbridge carrying the line almost at Thornhill Midland Junction (Dewsbury is to the left)

'Dive under' (23-02-08) : Andrew Stopford
'Dive under' at Middlestown Junction. Trains going down the bank to Thornhill Midland Junction went through here.

'Dive under' (23-02-08) : Andrew Stopford
Looking along the 'dive under' towards Thornhill Midland Junction - this would have seemed like a very closely confined short tunnel.

Healey Mills goods yard

Healey Mills (c1960s) : Christopher Franz
I came across this photo at my mother's house. This is the control room at Healey Mills – Probably early/mid 1960s.
The man in the foreground is my Grandfather – Edward Jackson, who worked here until his retirement in the late 60s.
The control room can be clearly see on the aerial picture at this site: http://www.britishrailways.info/images/yard0013.jpg

Healey Mills : Christopher Franz
Looking on Google Maps, the control room is still present: http://goo.gl/maps/CoKVP The building with the v shaped roof.

Healey Mills Marshalling Yards : Cyril Towell (Guard)
Occupied as shunter here from 1944 to 1947. As near as possible from memory. The good old days in my mind.

Signal box block instrument : Cyril Towell (Guard)

From 1944 days when the words, “Prior to the despatch of a train from A the signalman there shall call the attention of the signalman at box B and offer the appropriate Is Line Clear block signal whereupon the signalman at B will accept the train offered by repeating the signal and turn the appropriate block instrument to the Green or Is Line Clear position providing that all is clear and the points are set for the safety of the approaching train. When the train at “A” is ready to depart the signalman there will “Call attention” to signalman at “B” and send the Train ready to depart signal, 2 beats on the block instrument, whereupon the signalman at “B” will turn his block instrument needle to the red position. The signalman at “B” upon receipt of this signal will call the attention of the signalman at “C” and offer the appropriate signalling code for the train to proceed.

Whereupon the signalman at “C” will accept the train by repeating the “Is Line Clear” providing all is safe for the train to proceed. To facilitate quick movement of a train the signalman at “B” may offer the Is Line Clear to “C” before receiving the Train ready to depart from signalman at “A ”especially where short sections intervene between the signal boxes. (Condensed from remembered instructions to signalmen from Rules and Regulations )
That a little bit in a nutshell regarding working of trains under the Absolute Block system. NB one train at a time in the block section.

Other systems applied according to circumstances. For instance “ Working traffic over a single line on double lines during obstruction or repair”. Colloquially “Single Line Working”. Another was known as the “Time interval system”
Used during failure of block instruments when the driver of the approaching train was stopped at the signalbox and informed “Last train passed at such and such a time or fifteen minutes ago etc. and then given the instruction to proceed at caution whereupon the signalman would hold out a green flag for the driver to see.

Another totally different system was the Permissive Block System used mainly on Goods Lines or Loop Lines. For instance the Down Goods from Healey Mills to Horbury Station Box allowed six trains , one behind the other through the section. A circular disc type instrument had the figures 1 to 6 on it which was moved each time from the previous number up to the maximum of 6 which was rarely the case as the previous trains cleared the block
Three was sometimes the case four drew the comment, “ somebody wants Healey Mills empty”.
Before forgetting that all important “Train out of section” signal , two pause one, sent to the box in rear after the safe passage of train complete with tail lamp. No tail lamp indicated “Train divided” but that’s another story.

Another small but interesting item of railway “ inside knowledge” emanating from that long passed age of the 1940s affecting the block telegraph system. A decision to introduce uniformity within signal boxes the block bell
Itself was included when uniformity in design of the bell changed from various shapes and sizes to a round low dome which sound made as the hammer hit the gong became singularly identical . Gone were the old different tones of each bell to the same “ding” from any of the block bells in use. The old and different bell tones were gone with the result signalmen did not know which block instrument required his attention and neither did the train recorder. The Up Fast block bell rang with identical tone as every other block bell in the signal box. Goods loop, Down Fast, Up Slow all very often simultaneous in harmonious cacophony.

Many signalmen raided the wife’s or girlfriends button box and when the buttons were tied together in pairs or threes and five or six then wrapped with thread and then attached to different block bells normality returned
Comments from some signalmen seldom seen in print when chatting about uniformity in signal boxes. Sorry about that hiccough with the red and green colours.
The block instrument illustrated was placed on a shelf situate above the signal frame there would be other block instruments similarly placed. Where a two track layout existed two block instruments would exist for the Up and

Down Lines. The lower half used for trains approaching from one direction with the top half for trains moving in the opposite direction. The instruments would have the name pf the next signal box placed centrally With two lines
there would be two block instruments with four tracks there would be a Fast Line, a Slow Line on the left side of the shelf and likewise two instruments on the right side for the Fast and Slow Lines. In this case the centrally placed signal box name would appear on two instruments on one shelf but the name of the signal box on the other block instruments on the other side of the shelf would be different.

Thus “Campell Town” one side, “Bigham Central “ on the other. (Fictitious names for illustration purposes only).

Healey Mills (nd) : Michael Kaye
General view.

Healey Mills (30.7.67) : Roy Lambeth Website - www.dmm.org.uk/mindex.htm
On our tour of Normanton/Wakefield/Royston, we called in at Healey Mills but were not allowed access as they had a derailment in the shed.
So all we saw was the breakdown crane.

Healey Mills goods : Phill Davison Click here to see the full photo set on Flickr
C56093 and 56099 head the line up of condemned locomotives.
I'm showing my age here but I can recall the class 56's entering traffic brand spanking new.

Healey Mills goods yard : Phill Davison
It seems strange to see them motionless and life expired 25+ years later. A final trip to the breakers yard now awaits them.

Healey Mills goods yard : Phill Davison
Healey Mills was a natural concentration point for east-west flows of freight, linking the industrial West Riding with the east coast ports of Hull and Goole, the industrial areas of Lancashire and the Merseyside ports. It is also a convenient half-way house between the heavy industrial area of the North East and Lancashire.

Healey Mills goods yard : Phill Davison

Healey Mills worked around the clock. A high standard of artificial lighting during the hours of darkness was essential.
This was taken care of at Healey Mills yard by eight 150ft. high steel lighting towers designed to give lighting intensity throughout the yard of approximately one lumen per sq. ft. The floodlights at the top of the towers contain 1500 watt lamps arranged in banks. On five of the towers, lighting is on all four faces, and on the other three towers, on three faces only.

Healey Mills goods yard : Jonathan Armitage

Healey Mills loco shed : Jonathan Armitage
Interior

Healey Mills loco shed : Jonathan Armitage
Exterior

Healey Mills Marshalling Yards : Cyril Towell (Guard)
Spent many hours traversing the system under the banner of the L.M.& S.Rly.,Co. Employed as Junior Porter, Train Booker at Horbury Station Box, then as Shunter at the Healey Mills Freight Yard pre modernisation (before the present yard was constructed). Freight guard at Mirfield and at Wakefield (Kirkgate) was then transferred to the latest version of Healey Mills as Guard. Those days spent “guarding” often on passenger guard duties plus freight.

Just a little about Healey Mills Marshalling Yards, L&YR., LMSR., & BR. The first Healey Mills built in the days of the LYR had 6 buffered sidings adjacent the down line. Used in the LMS days as storage sidings. The LMS yard built around 1920s had 3 arrival lines, 1,2 &3. 6 through sidings numbered 1 to 6 in one section West end to East end, adjacent the arrival lines which were adjacent the main lines, No1 arrival was next to the Down Slow. A further 6 sidings separated from 1 – 6 with open space but in which all the points levers for sidings 1 to 12 were situated. The sidings 7 to 12 joined together at the top of the Down Hump (There was no Up Hump)

Neither was there a Up Yard. The Healey Mills yard of the LMS had a West and East End to designate position. Trains in the down direction entered the arrival lines at Healey Mills West signal box and departed from the sidings at Healey Mills East. (My father was a signalman at both boxes) Healey Mills East was a grade higher. However, having 12 sidings , in two groups of six, nos., 1 to 6 and 7 to 12 two shunting necks were situate at the West end. No.1 neck had a short track coupled to it plus a coaling stage for the purpose of coaling the yard shunt engine also a water column .

No 2 neck had no connections except those for shunting purposes to sidings 1 to 12, No 1 neck had the same facilities. There was a crossover situate at the sidings end of both necks. Both necks were raised with buffers at their extremities. Wagons from trains on the arrival lines were hauled up a slight grade, from the level at the arrival end. Healey Mills was a gravitation yard the inclined tracks required to enable vehicles to run freely into their appropriate siding when uncoupled from the rake.

No., 1 -6 sidings were continuous from West to East. No 6 held three trains of vehicles of 40 standard length plus the guards vans at the end of each train. Mainly empty coal wagons serving the local coal mines in the area. Those points levers referred to earlier were shunter operated and three shunting staff members stood in that space between sidings 6 and 7 each in charge of four levers grouped together. A third shunter stood on the shunting neck and his job was to chalk the siding number where the vehicle/s were destined. These 4 shunting staff were class 3 shunters . A class 1 shunter uncoupled the wagons and vocally informed the class 3 shunter where the wagon or rake if more than one. That class 3 shunter also turned any vehicle towards sidings 7 to 12 when working off No.,1 neck or towards 1 to 6 if working of No.,2 neck. Additionally a supervisor
worked with the shunting staff on each turn, viz. 06.0am to 2.00pm. 2.00pm to 10.00pm and 10.00pm to 06.0am. These were class 4 inspectors. Stationed at the West end of the yard. Sidings 7 to 12 converged into the Down Hump where 7 sidings existed the exit at the East end of the yard. This exit was known as “2” “Off 2” in railway parlance. 3 shunters on the hump with a Foreman in charge.

The Foreman and two shunters worked 6.30pm until 2.30am the third shunter worked 7.00pm until 3.00am. After shunting was completed the shunter on duty at 7.00pm made certain each guards van had all the three oil lamps filled and trimmed. A cripple siding of 2 tracks existed where damaged vehicles were placed for examination or repair with entry /exit off the Down Hump.
Healey Mills operated on a 24 hour basis. Besides shunting staff two Carriage & Wagon staff worked days, afternoon and night turns , 2 per turn, examiners , making certain nothing was amiss with any vehicle.

If unfit for continuation of journey it was “Red Carded”. A white and red card which had the words, “Not to go” printed on it was placed in the clip on the vehicles sole bar and would be placed in the cripple siding.
A green “For repairs” card indicated the wagon could continue to destination. Just informed tea ready and it will be more than a 20 minute break between the 3rd & 5th hour! Shunters snap time!

Note:
I have spotted a slight hiccough on my part in the “ modus operandi” -Healey Mills. Way I put it , there is a shunter gone, A.W.O.L !!
Four class 3 shunters on duty, each turn at the West end of the yard. Three operated points set between sidings No.6 and siding No.7. The 4th class 3 shunter stood in the shunting neck turning points leading either from No.1 neck or No.2 neck depending which being used, turning wagons being uncoupled towards their required siding. He chalked the siding number on the leading wagon buffer, the Class 1 shunter told him that number.
The class 1 shunter had knowledge which siding was required for the various destinations of wagons. That class 1 shunter used a shunt pole to uncouple wagons or couple wagons if necessary. The Inspector or Foreman was made aware of traffic position, which he passed to the Class 1 Shunter. Another look at the original you will see I have only 3 class 3 shunters although I do mention 4 at the start of the comment. I put shunter no.3 instead of no.4 working with the class 1. Class 1 also termed “Head Shunter”. My apologies for that hiccough.

Horbury Bridge
Wagon Repairs workshops : (2011) : Richard Johnson

2011 shot of the old Wagon Repairs workshops at Horbury Bridge, with the lettering 'Yorkshire Wagon Repairs Works Sidings' showing through. This lettering has survived from the early years of the 20th century due to being covered by an annex for a large part of it's existence. It moved in the late 1980's to the former goods shed on the opposite side of the line where it remains today as Axiom Rail. It was for a long time Wagon Repairs (part owned by Charles Roberts), then at the time of moving Railcar Services (when part of the Procor family) and then Marcroft before it's current owner took over.

Horbury & Ossett
Opened 05-10-1840. Closed 05-01-1970.
Horbury & Ossett map (c1905) : Cyril Towell (Guard)

Employed in this signal box as junior porter train recorder, 1941 to 1944. Last visit inside the signal box sometime around 1949 – 1950 as freight train guard to take a train from Horbury Buffers destined for Liverpool Docks. A train load of shipping coal comprising of 38 four wheeled wagons and brake van. The diagram from memory – is not to exact scale – but near enough for purpose to show layout. The residential positions known personally as ex resident of Quarry Hill and environment. Left Horbury in 1955 . Many times walked through that underpass and used it to go to work from home via that gateway to the cattle dock. The entry to the footpath alongside the station masters house and garden was slightly above home in Quarry Hill.
This diagram is AFTER the widening from two main tracks to four when a tunnel became a cutting at Addingford part of Horbury. I think the year was 1905.

Note : Regarding updated map : Cyril Towell (Guard)
Have added more detail showing Addingford Bridge which was placed over the tracks after taking the top off the tunnel. Steps led to the cutting summit and Shepstye Road or if avoided the route carried on up Addingford Lane towards the A.642 Wakefield Huddersfield main road.
Error realised in sketch through relating a story about Horbury Station Box when on night duty. There was a rear window with telephone close by. Used that phone one night and glanced through that window at the same time. There was a brown paper type bag on the window balcony rail and was just about to ask the signalman why he had put it there as some form of a joke. Stunned when the bag suddenly blinked with wide open eyes. Then the bag flew off – it was an owl.
The mistake dawned realising the Down Loop from Healey Mills towards Wakefield was situate behind the signal box not in front of it.

Another story involved an Irish youth sent to the box to learn train booking from Healey Mills Sidings where he was learning Number taking duties. Evidently his attempt as a number taker was not producing the desired results.
Needless to add he was not much better with train booking. One warm summers day the signalman sent him out to a local shop to buy ice cream. This was on the 06.00 to 14.00 hours turn. That signalman became very worried when he had not returned by 13.00. Eventually arriving at 13.40 holding the ice cream in two hands forming a cup. Signalman said, in a Yorkshire brogue, “ Tha might as well sup it thisen, lad”. The same youth always went upstairs at the cinema when a Western type Cowboy film was being shown. That way you saw the cowboys coming over the hill before those in the stalls!

Horbury & Ossett : Cyril Towell (Guard)
View & comments.

Horbury & Ossett : Phill Davison
It's hard to believe now, but this was the railway station subway for the now closed Horbury and Osset station. The station closed in 1970 leaving Osset the largest town in Yorkshire without a railway station. Click here to see the full photo set on flickr

Horbury Station Junction (07-03-07) : Graeme Bickerdike
Horbury Station Junction was the line’s connection with the existing Wakefield-Huddersfield route. If my memory serves, the cutting on the left of shot was originally built as a tunnel before the L&Y four-tracked the section and opened it out.
Horbury West Curve joined on the formation to the right.

Horbury & Ossett station (08-02-07) : Graeme Bickerdike
Viewed from the former site of Horbury & Ossett station,
the west curve diverged just beyond the junction of the right-hand two lines.

Horbury & Ossett Note: Cyril Towell (Guard)
From Bricks to Grass, or so it would seem judging from photo. This is the site of the demolished Horbury & Ossett Station. There is a tiny bit left noticeable among the greenery if you look at the end farthest away from you to spot a light coloured oblong shape where the platform ended. That is the air shaft of the underpass which had entrance or exit , dependent upon which way you were travelling towards or from Engine Lane. Horbury Station signal box being a wooden structure possibly much easier to
demolish once stood just beyond the extremities of the station or grass on the left side of photo as you look at it. The backdrop of trees are still in the same position but they stood on private land and not destined for demolition.
That signal gantry in the foreground with present day control from the power box at Healey Mills and colour light type signals replaced semaphore upper quadrant signals controlled from Healey Mills East signal box. These were single signals . on gantry and the first main line stop signals - "Outer Home signals in railway parlance", of Healey Mills East box in the Up direction. There is a difference between the old and the new through line change with name change of track.
Under semaphore type the signal on right of picture would cover the Up Fast and the one nearest the station would cover the Up Slow.
In between those two Up tracks a Down Fast line existed. All changed when the modernised Healey Mills Freight Yard was designed. The Up Slow outer home has gone. Only one signal on the gantry with route direction indicator above colour light signal. A subsidiary signal exists to left as you look at the picture also a colour light type. Looking at the rear of all signals .Only two tracks in the Up Direction - under the gantry would be Up Main and the other track alongside Up Main is Up Goods or Loop . Any questions? Will be pleased to reply. Caldervale.

Horbury & Ossett station models in progress (30-11-14) : Richard Johnson
I am currently modelling Horbury & Ossett and the old Healey Mills yard pre – 1963 and frankly information is a little sparse. I am also a member of the Lancashire & Yorkshire Railway society and this is the kind of thing we like to try and place on permanent record or use for magazine articles. Here are some photos of the model in progress. Horbury goods shed.

Horbury & Ossett station models in progress (23-12-14) : Cyril Towell (Guard)
Congratulations due it is very much a representative model of the real Horbury Yard Goods Shed. Evidently restrictions with space available exist – the railway track did not curve round the end of the shed – but it did pass down the long window side just as in the model. Sorry I cannot quote how many wagons the shed could hold, that is standard wagons with 16ft wheelbase. That system was used to calculate train lengths , length limits did exist , a 21 foot wheelbase wagon counted as 3 = 4, additionally weight limits existed for single engine loads dependent upon class of engine and gradients along the route. However the model looks to be of the correct length. Think you have made a good job there. Looks proportionate. The road lorry does not look disproportionate either.

Horbury & Ossett station models in progress (30-11-14) : Richard Johnson
Horbury station entrance.

Horbury & Ossett station models in progress (04-02-17) : Richard Johnson
Latest addition to Horbury & Ossett layout.

Horbury Millfield Road
Opened 05-10-1840. Closed 06-11-1961.

Horbury Millfield Road station (01-05-11) : David Webdale
The site of the station viewed from alongside Millfield road.
Access to the island platform was via an enclosed footbridge & stairway. Those protruding bits of stone must have been something to do with the supports. Bridge lengthening & widening in evidence here.

Horbury Millfield Road station (01-05-11) : David Webdale
The Station entrance on Millfield road. Looks to be used by the electricity board.
Only the bottom part the brickwork of the station building remaining.

Horbury Millfield Road station (01-05-11) : David Webdale
The view from Millfield road bridge facing west towards Horbury & Ossett. There used to be 4 tracks on this busy section.
The station consisted of a single island platform with 2 tracks on either side.

Horbury Millfield Road station (01-05-11) : David Webdale
The view from Millfield road bridge facing east towards Horbury junction. Some evidence of sidings in front of those houses.

Horbury Millfield Road station (01-05-11) : David Webdale
Millfield road bridge bridge. MVN2/225. Just in case you decide to crash into it.

Horbury Millfield Road station (01-05-11) : David Webdale
The view from Dudfleet lane facing east towards Millfield road.
From what I've seen in old photo's, the platform was quite long & reached virtually all the way down here.

Horbury Millfield Road station (01-05-11) : David Webdale
A small shed sat in this cut out in the embankment on the right.

Charles Roberts

Forge lane level crossing (c1985/86) : Jonathan Armitage
A class 08 passing over forge lane level x-ing at Horbury,
having dropped off various wagons at Procor/Charles Roberts for repair and returning to Healey mills taken circa 1985/86.

Forge lane level crossing (01-05-11) : David Webdale
Same view as above in 2011. The live railway just behind, obscured by trees, is the L&Y from Horbury junction to Barnsley.
During World War II, Charles Roberts made Churchill tanks & apparently made England's one millionth bomb.
Charles Roberts was taken over by the Canadian firm Procor, who continued to build trains on the site.

Forge lane level crossing facing east (01-05-11) : David Webdale
The firm was acquired by Bombardier in 1990, and renamed Bombardier Prorail.
They built the Class 220, Class 221, Class 222 & bodyshells for Class 60 and Class 92 loco's.
The Bombardier plant closed in 2005. The crossing probably hasn't seen any action since then.

Forge lane level crossing facing east (01-05-11) : David Webdale
Looking through the gate, the rusty tracks leading back to Horbury Junction.

Forge lane level crossing (01-05-11) : David Webdale
The second crossing further back up Forge lane.

Class 37 Railtour (1986) : Jonathan Armitage
Unidentified and in British railways green class 37 heading towards Crigglestone from Horbury station jcn on a railtour
(if I remember correctly ?) Taken around late 1986 the quality isn't exceptional...I only had a Pentax Pino at the time !

Wakefield Kirgate
Opened 05-10-1840.

Wakefield (30-07-67) : Roy Lambeth Website - www.dmm.org.uk/mindex.htm
42149

Wakefield (30-07-67) : Roy Lambeth
42267

Wakefield (30-07-67) : Roy Lambeth
42269

Wakefield (30-07-67) : Roy Lambeth
42650

Wakefield (16-04-67) : Roy Lambeth
44857a

Wakefield (30.7.67) : Roy Lambeth
48157

Wakefield (30.7.67) : Roy Lambeth
77002

Wakefield (30.7.67) : Roy Lambeth
92211 crunch.

Wakefield (30.7.67) : Roy Lambeth
92215.11.05

Wakefield Kirgate facing west (c1980) : David Webdale
Class 37 tankers.
Station building in the background.

Wakefield Kirgate facing west (c1980) : David Webdale
Class 37 with hoppers.

Wakefield Kirgate facing west (c1980) : David Webdale
Heavy load for a class 31.

Wakefield Kirgate facing west (c1980) : David Webdale
40 with mixed.

Wakefield Kirgate facing west (c1980) : David Webdale
40 with van.

Wakefield Kirgate facing west (c1980) : David Webdale
31 with van.

Wakefield Kirgate facing west (c1980) : David Webdale
08 with hoppers & van.

Wakefield Kirgate facing west (c1980) : David Webdale
Class 20 with vans.

Wakefield Kirgate facing west (c1980) : David Webdale
47s with hoppers.

Wakefield Kirgate facing west (c1980) : David Webdale
37 loitering.

Wakefield Kirgate facing west (c1980) : David Webdale
40 with mixed follows a 47 with hoppers. This kind of shenanigans went on all day.

Wakefield Kirgate facing east (c1980) : David Webdale
Class 25 & hoppers.

Wakefield Kirgate facing east (c1980) : David Webdale
Class 40 freight from Normanton.

Wakefield Kirgate facing east (c1980) :David Webdale
Peak with parcels from Normanton.

Wakefield Kirgate facing east (c1980) : David Webdale
Class 31 & guards van on the Pontefract line.

Wakefield Kirgate facing east (c1980) : David Webdale
Semaphores & signal box.

Goose Hill junction

Goose Hill Junction (15-03-87) : Michael Kaye See also Leeds to Derby
This is Goose Hill Junction taken on the 15th March 1987.
We are heading towards Normanton Station which is just through the left hand bridge, the rails coming in from the right are from Cudworth,
to the left of the photograph are the slow lines, in which have been just taken out of use.