Leeds West 1834 - Present LNWR  GNR  NER  Midland

Contributors:  David Hey / David Taylor / David Walbank / Michael Kaye / RikJ / Phill Davison                           See also Leeds & West Yorkshire railway group - http://flickr.com/groups/leedsrailways/
Leeds West Hybrid O.S map - Roads 1980  Rails 1908
	Holbeck Depot Midland Railway
Words & Photo's from David Hey © David Hey Reproduction prohibited. From David Hey's collection Holbeck shed : David Hey The view from Nineveh Road overlooking Holbeck shed yard was a popular venue for weekend spotters in steam days. The shed (20A) came under the auspices of the North Eastern Region in 1957 and was subsequently re-coded 55A, along with its sub-depots bearing suffixes B-G in the regional reshuffle. Here, Class 8F No 48083 trundles empty flat wagons through Engine Shed Junction towards Stourton. In the shed yard, Stanier 'Black Fives' are accompanied by a pair of Class 25 diesels and a solitary Class 03 diesel shunter with its distinctive striped cab.The shed closed its doors to steam on September 30th 1967 and the buildings and No 1 type concrete coaling tower was demolished in 1970 - the structure had two bunkers that could hold 300 tons of coal and was able to service two engines at a time.
Holbeck shed 1980s : David Hey This panoramic view was taken from the former LNWR railway viaduct overlooking the shed yard. The scene shows the fuelling point (built on the site of the coaling stage) and the diesel maintenance depot (on the extreme right) containing two repair shops with 200ft tracks and a large overhead crane. In the foreground, a variety of diesel locomotives await their next turn of duty, including Class 08s, 31s, 40s and 45 'Peaks' - it's a far cry from shed's allocation of famous steam classes, which included 'Claughtons', unrebuilt 'Patriots', Stanier 'Jubilees' and rebuilt 'Scots', BR Standard 'Britannias' and Gresley A3s...all are now but just a memory.
Holbeck shed June 1960 : David Hey 'Britannia' Pacific No 70044 Earl Haigh receives attention from Holbeck shed staff in readiness for duty on the down 'Waverley' in June 1960. The locomotive was allocated to Holbeck shed, together with No's 70053 and 70054, to replace 'Rebuilt Scots' in 1959. No 70044 was one of the 1953-built Britannias fitted with Westinghouse airbrakes for trial on the LMR. The engine was withdrawn from traffic in October 1966.
Holbeck shed June 1965 : David Hey Light and shade stream down through the dilhapedated roof inside the roundhouse as a Class B1 moves off the turntable in June 1965. For the record, Holbeck shed closed its doors to steam on September 30th 1967 and the roundhouse and No 1 coal bunker were demolished three years later.
Holbeck rationalisation 1980s : David Hey By the end of the Sixties the rail network had been reduced to a skeleton of its former self. It was a truly sad decade, and disillusioned train spotters didn't have to go too far out of their way to find evidence of BR's decline as a result of the Beeching axe. The view from the train window became untidily depressing, with hundreds of acres of once-proud Victorian railway building and abandoned sidings left to rot. Indeed, it would appear that station closures and track removal was one of BR's major occupations during the 1960s - yet the misery didn't end there. Track rationalization continued well into the Eighties. In 1981, I got wind of BRs decision to abandon semaphore signalling in favour of multiple aspect signals on the former Midland Railway south of Leeds, hence the reason I wanted to photograph the attendant signal boxes before they too vanished from the scene entirely. Sadly, by the time I arrived at Holbeck, the signal box (Engine Shed Junction) had long since gone and rationalisation of the junction was well underway - it looked like a giant baseboard with bits of Hornby track scattered all over the place!
Peaks at Holbeck : The headlong rush into dieselisation! Before the first 10 pilot scheme 2,300hp Type 4 diesels Nos D1-D10 had been completed, the BTC placed orders for a further 183 members of the class - a hasty decision, but as it turned out the 'Peaks' proved to be one of the more successful locomotives in the BR fleet. The production 'Peaks' were uprated to 2,500hp by use of charge air cooling, which gave rise to three genetic types of basically similar locomotives - TOPS Class 44 (pilot scheme) and the Class 45 and 46 production locomotives. The 183 production 'Peak' Type 4s were similar in appearance to the pilot scheme locomotives except for front end variations when the gangway doors and aged white headcode discs were abandoned in favour of route indicator panels. This line up at Holbeck show No D152 on the left with its panel centrally placed, while the earlier production 'Peaks' Nos D26 and D29 appear with divided headcode boxes either side of the nose. The reporting number are: 1M86 southbound 'Thames-Clyde Express', 1S49 10.25 Leeds-Glasgow and 0L50 light engine Leeds Division. Note also that Nos D26 and D29 are sporting Holbeck a 55A shed code on their rectangular warning panels.
Holbeck Peaks : David Hey In the days before Chopper bikes became all the rage, boys rode trusty two-wheelers with saddles fixed way too high for short legs! My records show that this shot was taken at 1/60sec @ f8 using a Kodachrome 2 (KR 135 for Daylight...whatever that means!) on September 14th 1963, and gives some idea of the diesel facilities on the left, along with the entrance to steam roundhouse on the right. Not long ago a publisher wanted a colour shot of 'Peaks' at Holbeck for the front cover of a book, but changed his mind when he saw the boys in the foreground - 'Why didn't you tell them to shift?' he said somewhat irritably, 'They spoil a half-decent picture.' Oh dear, I didn't like to tell him that I put them there! As the saying goes, one man's junk is another man's treasure, and not everyone shares the same view on what constitutes a half-decent picture. Still it's interesting to note the boy's short-back 'n' sides, woolly pullovers, short trousers and knee-length socks (half-rolled down) which was pretty much the fashion for archetypal train spotters in the early Sixties - the decade didn't start 'swinging' until 1964.
Holbeck aerial : David Hey Britain's city skylines have changed dramatically over the years, and evidence can be found in this view of Holbeck shed yard (taken from the roof of an adjacent block of flats) looking towards Leeds City station in the right background. One day I'll get round to printing a full negative of this shot which clearly show the remains of the shed's two turntable pits filled in with earth and rubble. In the background, the city's once crowning glory - the Town Hall - is now dwarfed by high-rise office blocks, and in the foreground a Class 31 heads an unfitted freight of mineral wagons (complete with an obligatory brake van) past the shed yard towards Stourton.
Holbeck 1 (c1980): David Walbank     see horses mouth section The shed round house was on the left.
Holbeck 2 (c1980) : David Walbank The maintenance shed stands on the the site of the coal bunker for loading tenders.
Holbeck Depot facing West (02-04-05) Taken from Nineveh road. Farnley viaduct crosses in background.
Holbeck Depot facing West (02-04-05) Closer view, The brick engine shed on the left still survives.
	Whitehall junction Midland Railway
Words & Photo's from David Hey © David Hey Reproduction prohibited. From David Hey's collection Whitehall junction July 1962 : David Hey A Class 8F heads a southbound empty mineral train towards Stourton in July 1962. The train will take the r/h spur (used by goods traffic to avoid Leeds City and Wellington stations) to Engine Shed Junction at Holbeck. The tracks bearing left are the ex-MR and NER lines from the north, which connected with the ex-MR line from the south at Leeds City North Junction. These were then joined by the ex-LNWR lines which crossed the viaduct from Farnley Junction to Canal Road Junction on the western approach to Leeds City and Wellington stations. The apex of the triangular junction (a recessed-wall area on the rail bridge above Globe Road) was a favourite place for observing trains, since you could see rail traffic coming and going in all directions!
Whitehall junction 1980s : David Hey A scene now radically transformed with a forest of masts and overhead catenary spanning the lines from Leeds to Bradford, Ilkley and Skipton to the left and the Kings Cross route (right foreground) which connects with the East Coast Main Line at Doncaster. In the left background can be seen the dust extractor tower (described earlier) which shows the extent of curvature required to gain access to the new Leeds station from the north. The eagle-eyed might spot the now-demolished Skelton Grange Power Station on the horizon in the centre.
Whitehall junction 'City of Wells' 1980s : David Hey Yorkshire-born train spotters were brought up on a mix of ex-LMSR 'Royal Scot' and 'Jubilee' classes, together with the prestigious 'A' class Pacifics belonging to the former LNER, so the Southern Region engines were all foreign to us. I remember borrowing books of trains from the local library, and pictures of the Southern Railway's 'Spam Cans' in their original form (with air-smooth casing) looked strange to me. Odder still, under the Southern Railway's numbering scheme the Bullied Pacifics carried a 21C prefix that represented the continental system of wheel arrangement - the number of axles on the bogie was denoted by a '2', followed by a '1' for the pony truck, and the six driving wheels were represented by the letter 'C'. It wasn't until I'd reached my teens in the early 1960s that I visited the Southern Region. By then, most of the Bullied Pacifics had been rebuilt - and, whilst not wishing to incur the wrath of SR fans, they began to look like proper engines with their streamline casings removed. The Bullied Light Pacific was essentially a scaled-down version of the earlier 'Merchant Navy' class introduced in 1941. The new engines were named after cities, towns and tourist spots in south-west England, and became known as the 'West Country' class, whereas later examples had wartime commemorative names, mostly taken from RAF Squadrons associated with the Battle of Britain. Here, 'West Country' class No 34092 City of Wells (built at Brighton in 1949 - preserved in 1971) heads the 'Scarborough Spa Express' in the 1980s. Today, no fewer than 20 have been preserved, nine of them in unrebuilt condition, which is a fitting tribute to Bullied's design.
	Wortley West Curve Great Northern Railway
Wortley West Junction 31-12-06 : Phill Davison I was surprised there was so much intact (albeit in a dreadfull state) since it was abandoned by B.R in 1985. The mainline connection is still intact in the Bradford direction.
Point of abandonment 31-12-06 : Phill Davison
Oldfield Lane Bridge 31-12-06 : Phill Davison
Oldfield Lane Bridge 31-12-06 : Phill Davison The overgrown state on top of Oldfield lane bridge.
Wortley West Curve 31-12-06 : Phill Davison
Wortley West Curve 31-12-06 : Phill Davison Wortley signals
Wortley South Junction 31-12-06 : Phill Davison The junction sign still intact the curve ran to the left & Copley Hill shed was in the triangle spur ahead
Wortley south junction 1963 : David Hey (PHOTO COPYRIGHT JR CARTER) From David Hey's collection Now I'm getting older, the wisdom gained from life's ups and downs has led me to arrive at a wonderful truth! I'm talking about the anorak-bashers in our society! The reason why train spotting is ridiculed in some circles is because the po-faced opponents of the hobby underwent emotional by-passes when they were young, and have no nostalgia reserves of their own from which to draw. Such is the unforgiving climate nowadays, that to express one's feelings is to invite ludicrous charges of soppy sentimentality. Well, excuse me but what makes train spotting so remarkably civilised is that it embraces every emotion from great joy to deep despair and unfulfilled hopes. How can anyone fail not to be moved by the sight and sound of a hard-working steam locomotive? You can almost hear the roar of Class A4 No 60021 Wild Swan heading past Wortley South Junction with a train for Kings Cross in 1963. No matter how many times I set eyes on this classic shot by my good friend, Jim Carter, it always sends shivers down my spine!
Joint Leeds City New Station
Leeds City New 1960s : © David Hey Reproduction prohibited. From David Hey's collection A scene now radically transformed with the erection of steel masts and a curtain of overhead wires for the £306 million East Coast Main Line electrification scheme which connected Leeds with the main line at Doncaster in 1989. In the 1960s view, a Class V2 reverses past the signal box on its way to Neville Hill shed, whilst a Stanier tank fusses about with some parcel vans at the entrance to the former MR (Wellington) station on the right. In the distance a Metro-Cammel DMU heads past Leeds City East Junction, formerly Canal Junction, and next to the gas holders on the right (now the site of the present-day Armley gyratory road system) are the platforms of Holbeck High Level station on the GN line out of Leeds Central. The inner-city canal basin on the left has been completely transformed, whereas the dust extractor tower (a copy of the famous Giotto's campanile at Florence) remains a familiar Leeds landmark today.
Leeds City New 1980s : David Hey © Comparisons can be made with the 1980s view, which captures the exhaust of an 1C125 arriving from London Kings Cross.
Leeds City New 1960s : David Hey © Colour shot of Leeds taken from the building site of City House.
Leeds City New 1980s   See British Rail 1980s Unidentified York bound Peak class. The fancy dust extractor tower visible on the left.
Leeds City New 1980s Peak  & mixed freight. Dragonara hotel in the background.
Leeds City New 1980s   See British Rail 1980s Unidentified Peak hauled passenger.
Leeds City New Station (10-04-07) : David Taylor People not familiar with Leeds may not be aware that when New Station was completed in 1869 it was built on a massive complex of vaults and arches spanning the River Aire, the so called ‘Dark Arches’, reputedly comprising 18 million bricks, and the present station still sits on this great Victorian complex. In 1892 a fire in a tallow works beneath the station lasted two days and caused severe damage and caused collapse of part of the station resulting in closure of New Station for several weeks. There is an old photo of the collapsed station held by Leeds library and I'll try and get a copy.
Leeds City New Station (10-04-07) : David Taylor Originally they were used as workshops and warehouses and, until comparatively recently, comprised one of the most un-salubrious parts of Leeds but today whilst some are still used as workshops most are car parking and even retail units.
Leeds City New 1980s Unidentified 47 approaching from the west.
Leeds City New (03-87) : Michael Kaye We are exiting Leeds PCD with 'A' line to the left, on the Gantry (Right to Left are 'B' 'C' & 'D' Lines, the viaduct line off to left was still in use at this date. March 1987
Leeds City New (10-07-86) : Michael Kaye Entering Leeds on 'C' Line, to the right is the Motive Power area, and in the distance is a Class 45 with Red Bank Parcels, 10th July 1986
Leeds City New (04-04-88) : Michael Kaye Entering Leeds again on 'C' Line, now the Motive Power Area is gone, note on the left of the picture, the PCD Pilot, this is now a car park, 4th April 1988.
Joint Holbeck East Junction
Holbeck East Junction (15-06-86) : Michael Kaye Holbeck East Junction, during re-modeling, the railway off to left as now been taken out of use. 15th June 1986
Holbeck East Junction (15-06-86) : Michael Kaye This is Holbeck East Junction, 15th June 1986, we are entering Whithall Junction on the 'down' heading towards Leeds, just to the left of the colour light was Holbeck Low Level Station. Now this piece of railway as been removed.
	Wellington Station Midland Railway
Wellington station facing South (02-04-05) Wellington Station, was on the site of the present station car park and it was dismantled in the late 60s. The old stone viaduct leading into the station still visible. Wellington Station : David Taylor    see horses mouth section I remember Leeds stations well from the 50s and 60s as I lived in Harrogate but was at school in Leeds and then started work in Leeds so travelled there daily by train for ten or more years. 'City Station' was still not considered a single entity but often referred to by the names of its two former stations - Wellington Station and New Station, although they had organisationally amalgamated in the 1930s. This wasn't surprising as the ticket barriers to the platforms of the two former station were still totally separate from one another with no access between their respective platforms once through the barriers.
Wellington Station Concourse : David Taylor The platforms were accessed through ticket barriers from the Art Decor concourse, which was built 1937ish to connect the two stations, and the platform entrances are now occupied by the retail and fast food outlets seen on the left hand side of the photo. The 'three' stations retained a degree of pre-nationalisation flavour: 'Central' was served almost exclusively by former LNER locos, 'Wellington' (or City North) by LMS and New (or City South) by a mixture of both and BR standard locos.  We used to get the Liverpool - Newcastle (via Leeds/Harrogate/Thirsk) express home which came into 'New' hauled by two LMS locos which were there changed for an LNER loco. Nostalgia : David Taylor  As I mentioned before I was at school in Leeds during the 1950s but lived in Harrogate so for many years travelled back and forth by train. The morning train went into Central Station and with school finishing at 3.50 we could either leg it down to Holbeck Low Level and there get the stopping 4.13 from City South (New) Station. More leisurely a walk down to City Station and get the 4.35 Liverpool – Newcastle  Express (frequently packed out with slightly the worse for wear National Servicemen) which came into Leeds double-headed by two former LMS locos, having come over the Pennines and then down the Calder Valley Line. In Leeds these were un-coupled and replaced at the other end by an LNER loco, frequently an A3 Pacific, and back out of the station the way it had come in but then taking the Harrogate line. The line north of Harrogate to Northallerton closed to passengers in 1967 and to goods in 1969. If for some special occasion we were let out of school before the last class then we could get down to City Station and for a real treat get the 4.50 to Harrogate via Wetherby but that route closed in 1964.
Joint Central Station & goods depot (1884 - 1967)
Leeds Central (n.d) : Dave Walbank Leeds Central station
Leeds Central (n.d) : Dave Walbank Leeds Central station before demolition.
Leeds Central viaduct (23-10-06) : Phill Davison
Leeds Central viaduct (23-10-06) : Phill Davison Driver’s eye view of the approach to central.
Leeds Central viaduct (23-10-06) : Phill Davison The view overlooking Leeds city from the rather abrupt end of the viaduct.
Leeds Central viaduct (23-10-06) : Phill Davison The central viaduct western approach towards Armley.
Leeds Central viaduct (23-10-06) : Phill Davison All clear for the approach to central
Leeds Central viaduct (23-10-06) : Phill Davison The incline section from Geldard jnct that runs nicely alongside Leeds new apartment blocks.
Leeds Central viaduct (23-10-06) : Phill Davison The end of the severed bridge makes city island look like a fortress
Leeds Central viaduct (23-10-06) : Phill Davison
Low level Goods (23-10-06) : Phill Davison This is the remaining bridge stonework that spaned the canal that carried the low level goods line.
Leeds Central Viaduct (10-04-07) : David Taylor According to Stephen Batty (“Rail Centres: Leeds & Bradford ) the LD&MR viaduct was comprised of  33 stone arches of 30’ span and 20 of 35’, and as can be seen from David Hey’s  photo of  the wagon lift it was actually a double viaduct. Today only 17 arches remain plus the elegant ballustraded bridges over the Leeds & Liverpool Canal and the River Aire.
Leeds Central Viaduct (10-04-07) : David Taylor Most of the remaining arches have been barely visible due to the proximity of industrial buildings but as a result of demolition works they can currently be seen together with a small section of the second viaduct behind, not in photo.
Central station & Goods high level approach : Canal crossing facing south (02-04-05) Standing between the canal & the river facing toward Holbeck. There is evidence of the lower level N.E.R & G.N.R approach on the right. An old semaphore signal is just visible up on the viaduct.
Central station & Goods high level approach : Canal crossing facing west (02-04-05) Same bridge different side, taken from the canal towpath.
Central station & Goods high level approach : River crossing facing east (02-04-05) Standing between the canal & the river facing toward Leeds.
Central station & Goods high level approach : River crossing facing west (02-04-05) Same bridge viewed from Whitehall road.
Central station wagon lift : Photo David Walbank (c1980) : Info David Taylor   (see horses mouth section)  With a capacity of 20 tons they were used to lift whole wagons from the low level G.N.R goods yard up to the higher level L&Y.R sidings. This one used to lift wagons from a shed on Whitehall road to sidings next to Central station. Remaining L&Y & L&N.W viaduct brickwork still visible in this photo.
Central station wagon lift : facing west (02-04-05) Closer view same side 25 years later. Evidence of the L&Y, L&N.W viaduct arch on this side.
Central station wagon lift : facing east (02-04-05) View from round the other side. This was the site of the lower level G.N.R sidings. Originally there were three wagon lifts on this site, two wagon lifts visible in next photo.
Central station wagon lifts : David Hey (PHOTO COPYRIGHT JR CARTER) From David Hey's collection One of the legacies left by the early railway builders was their failure to bring all lines to a common terminus in major cities. During the Sixties BR made radical changes to the rail network with the complete closure of main line passenger stations. The scheme to combine rail facilities at Leeds Central into one reconstructed and modernised City station was a particularly slow affair taking eight years from BR's first announcement in June 1959. Working with financial expediency in mind, trackwork was replanned to accommodate the newly-installed link from Whitehall Junction enabling Doncaster and Kings Cross traffic access to the new station. The old Great Northern Railway Central station on Wellington Street closed on April 29 1967. In this view, there is no mistaking the station's GN Railway origin in the shape of the aged yard lamp, water column, and the upper quadrant semaphores suspended beneath a lattice gantry. The 'A' signalbox in the background controlled the station's cramped seven platforms and two bays. After the station was demolished, a Royal Mail building was built on the site and the only evidence of the Great Northern Railway is the bridge spanning the canal and river, and the shell of the wagon hoist building on the left hand side, which once served the high and low level goods yards. Class B1 No 61129 makes a spirited exit from Central Station with a parcels train.
	Canal Junction - Farnley & Wortley (Farnley Viaduct) London & North Western Railway
Gelderd Road junction (30-07-86) : Michael Kaye Geldard Road Junction 30th July 1986, as you can see the points are set for going over Farnley Viaduct. This connection to the Leeds Wakefield line was made around 1967. The red brick building on the left was part of Market Mill (flax).
Gelderd Road junction facing east (10-04-05) Same junction in 2005. The sign behind the trees says Gelderd Road junction. During October 1987 the Gelderd junction was removed & Farnley viaduct was taken out of use. The old track bed veers off to the right towards Gelderd road. Red brick building just visible to the left.
Great Northern Leeds Wakefield underpass facing west (10-04-05) Originally the track went underneath the G.N.R Leeds Wakefield line at this point, through Farnley & Wortley station & connected to the L.N.W.R  Leeds Dewsbury line.
Gelderd Road bridge facing east (10-04-05) Gelderd Road crossing Facing towards Leeds.
Gelderd Road bridge facing north (10-04-05) View of the bridge from Gelderd road.
Embankment & Track bed facing west (10-04-05) Facing back along the embankment (A643 & Farnley viaduct behind camera)
Embankment Facing south (c1980) Taken from somewhere near Copley Hill, a romantic view of a Kings Cross H.S.T on the same embankment back in 1980.  Elland road football ground visible in the background.
Farnley viaduct facing east (30-07-86) : Michael Kaye Photograph was taken on 30th July 1986, we are on the 'Down Line' entering the viaduct from Geldrard Junction, the building on the right is Kays,
Farnley viaduct facing east (10-04-05) Same place in 2005 facing towards Leeds at the start of the viaduct. The viaduct (fenced off from this point) starts here & crosses the A643. Some track still remains.
Farnley viaduct facing east (10-04-05) View down the side.  A643 passes under the second arch.
Farnley viaduct facing south  (02-05-05) Photographed from the A643 travelling slowly south.
Farnley Viaduct (10-04-07) : David Taylor This has already been mentioned by Michael Kaye. In 1882 the L&NWR opened a line from Wortley on the existing route to the west side of New Station giving them independent access into New Station and avoiding the congestion on the shared rails.
Farnley Viaduct (10-04-07) : David Taylor The line ran extensively on the ¾ mile long Farnley Viaduct of 83 arches and 10 girder bridges. The line was closed in 1987 and the track subsequently taken up.
Farnley viaduct facing north (10-04-05) Taken from from Holbeck Depot (on left) facing towards Canal junction.
Farnley viaduct facing north  : David Hey From David Hey's collection An aerial view looking across Holbeck shed. Canal junction visible in  the distance
Some Choice photo's from our man in Leeds RikJ  (Photo,s & info RikJ)  www.flickr.com/photos/rikj/   http://www.darkplaces.co.uk/ Farnley Viaduct facing Leeds (29-06-05) (RikJ) View from on the viaduct where it starts to curve round into Leeds City Station.
Farnley viaduct bridge (29-06-05) (RikJ)
Farnley viaduct footpath 1 (19-06-05) (RikJ) Maybe Victorian pedestrians were a lot taller than we are.
Farnley viaduct footpath 2 (19-06-05) (RikJ) Now that's what I call litter.
Farnley viaduct footpath 3 (19-06-05) (RikJ) That angle on the stone arch isn't perspective, it's really like that!
High & low Stations at Holbeck Explanation : David Taylor As a schoolboy I used the Low Level Station but I do think that people who did not know it may be a bit confused by the High Level/Low Level talk, so to explain. In effect it was two stations one on top of the other connected by steps. The High Level station was on a bridge and served GNR and L&Y lines which then continued over a viaduct in to Central Station (see photos re Central Station). Below it was the Low Level station on the MR lines from Wellington Station to the Aire Valley and the NER New Station line to Harrogate. The primary purpose and usage was as an interchange between the Central Station lines and the lower lines from Wellington and New stations so that passengers could change between these lines without having to cross between the city centre stations. Unfortunately I've never seen a photo of High Level Station taken from the Low Level platforms which would visually explain.
	Holbeck low level station Midland Railway
Holbeck low level station May 1961 : David Hey From David Hey's collection Class A3 No 60081 Neil Gow passes the disused platforms at Holbeck Low Level with the 'up' 'Thames Clyde Express' in May 1961. The lattice signal gantry at Geldard Junction on the right controlled traffic to Wellington Street Goods Depot and Leeds Central station. On the left are sidings serving the gasworks, and in the middle distance the former MR Wortley Junction signalbox. The name Wortley Junction is now given to the present day divergence of the Harrogate line from the lines to Skipton and Ilkley near Armley Bridge. For the record, Holbeck Low Level station - once a popular haunt for spotters - closed on July 5th 1958.
Holbeck Low Level station September 8th 1951: David Hey (PHOTO COPYRIGHT ER MORTEN) From David Hey's collection. Scottish-based Class 4F No 44315 (carrying a 68A shed code) heads an empty fruit train through Holbeck Low Level on September 8th 1951. The eagle-eyed may spot a Leeds tram heading along Armley Road in the distance. (Subway entrance next photo)
Entrance to Holbeck station from Gelderd road (29-06-05) : RikJ Just to the south of the round house on Wellington road. This entrance to the station, off Gelderd road, was via a subway between the joint N.E , G.N line & the Midland line, emerged between the railings in the centre of the platform (see above photo's)
Entrance to Holbeck station from Whitehall road (29-06-05) : RikJ See Map This entrance via a long footpath from beneath the L & N.W.R & Midland lines on Whitehall road.
	Holbeck high level station Great Northern Railway
Holbeck high level station (23-10-06) : Phill Davison   Website - http://www.flckr.com/photos/phill_dvsn/    This is the only remains of the much photographed Holbeck high level station.
Holbeck high level station (23-10-06) : Phill Davison The view from Whitehall jnct looking over the removed bridge section towards Leeds. I’m stood on the exact spot where platform 1 of Holbeck high level was.
Holbeck Subway Sutton Street entrance (02-07-05) : RikJ  websites -  www.flickr.com/photos/rikj/   http://www.darkplaces.co.uk/ The subway runs from Sutton street, under the L.& N.W.R. Whitehall Branch, under Holbeck G.N.R & emerged on what was Talavera street off  Gelderd road. (See map)
Holbeck Subway  (02-07-05) : RikJ Breezeblock and concrete section in the middle of the subway, may have originally been where the subway emerged out into the open.
Holbeck Subway Northern entrance (02-07-05) : RikJ Subway entrance at northern end.