840:– a total of 74 miles (119 km). The system chosen was 1,500 V DC with overhead wires. All freight as well as passenger traffic was to be hauled by electric traction. For many years about 80 trains travelled through the tunnel each way, each day, of which 90% were loaded or empty coal workings and ventilation was a major problem. The decision to electrify was made as much to increase line capacity as any other consideration. Electrification work was well in hand before the advent of war in 1939 stopped it. In 1946–47 each bore of Woodhead Tunnel in turn was closed for 9 months for major repairs. However, following the nationalisation of railways in 1948, it was decided to close them permanently and bore a new double-track tunnel alongside, with enough clearance for the overhead electrification catenary. The new tunnel was 3 miles 66 yards (4.888 km) long. It was opened by the Minister of Transport on 3 June 1954. The two old tunnels were later sealed off, and they were later purchased by the
343:
218:
145:
737:(successor of the Manchester & Birmingham Railway), although that company soon accelerated its services to a speed that the MS&LR and GNR service could not match. For a time there was bitter hostility from the LNWR with some underhand tactics employed by it to discourage use of the rival service.
775:
The single line through the
Woodhead tunnel soon proved to be an acute bottleneck and in 1847 (after the formation of the Manchester, Sheffield and Lincolnshire Railway) work upon a second bore was begun. This new tunnel, which was to accommodate the up road (towards Manchester), was driven alongside
546:
Finally on 22 December 1845 Woodhead Tunnel was ready and a ceremonial opening of the entire line, including the
Stalybridge branch, took place; the following day it opened to the general public. The tunnel was at the time the longest in the country, at 3 miles 22 yards (4.848 km). Two
362:
In 1841 Locke reported that construction of the tunnel would probably cost ÂŁ207,000 (equivalent to ÂŁ23,780,000 in 2023), about twice the original estimate. Considerable volumes of water were encountered in the headings and more powerful pumps were acquired. In late 1841 the line was ready as far
859:
over the
Woodhead route was withdrawn; the electric commuter service from Manchester to Glossop and Hadfield continued in operation. Freight trains were withdrawn on the Woodhead route on 18 July 1981 and the line between Hadfield and Penistone was then closed completely. The line between Penistone
759:
No less than 157 tons of gunpowder were used for blasting and eight million tons of water were pumped out, whilst the total quantity of excavation was 272,685 cubic yards (208,483 m), about half of this being drawn up the shafts. It was completed at a cost in the region of ÂŁ200,000. The formal
358:
as contractor. However a number of shareholders were defaulting on their payments, and there were concerns about the cost of construction. The
Woodhead Tunnel would be built as a single-track bore to reduce costs. The relationship between the board and its engineer, Vignoles, was becoming strained,
751:
There were a number of viaducts on the original line, although few survived into the 20th century in their original form. The principal engineering feature was
Woodhead Tunnel. At 3 miles 22 yards (4.848 km) in length it was the longest tunnel in the United Kingdom when built, and
493:
to lease the SA&MR, giving those companies better access to
Manchester. This seemed to be going well, and an authorising Act was passed, but the proposal was voted down in May 1845 by shareholders, who were persuaded that their line would be merely a remote satellite of the Midland Railway.
397:
Some caution will be requisite here to prevent two trains... coming into contact at this point. This, of course, may be done by arranging the times, or by keeping the rails separate, which is indeed to be the case when the line is completed to the new
Manchester station, but at the present, the
123:
In the twentieth century the line carried an exceptionally heavy freight traffic, and it was electrified in 1954; at that time a new
Woodhead Tunnel was driven. In 1974 the major part of the route was closed to passenger trains, leaving passenger operation continuing only on the
379:'s temporary station at Travis Street, Manchester, was used, pending the readiness of the Store Street terminal. The route was single track throughout as an economy measure, at first without any intermediate passing places. It shared the final approach from
152:
At the end of the 18th century, the need for improved transport links between
Manchester and Sheffield, only 35 miles (56 km) apart but separated by the upland Peak District, was increasing. The canal route involved a long northwards detour through the
763:
Special precautions were taken to ensure against accidents during operation through the tunnel. An SA&MR pilot engine was stationed at the tunnel and attached to the front of every train that passed through. On the front of the engine was fixed an
398:
proper precaution seems to be to stand a watchman there to keep a look-out on both lines, and see that when a train is arriving on one line, there is no train arriving on the other, or if there be, to make the signal to one of them to slacken speed.
383:
to Travis Street with the M&BR trains, on the M&BR track. Nearly 40% of gross passenger receipts were payable to the M&BR for the use of the short section of their line. Goods traffic was developed much more slowly.
895:
which it adjoined) following conversion from the old 1500 V DC system. The system continues in use at the present day. The
Stalybridge branch remains in use by local and express trains from Manchester Piccadilly to
190:
and Penistone; and a new provisional company, the "Sheffield, Ashton-under-Lyne and Manchester Railway" was formed. This line could be worked by adhesion, and required only a two-mile (3 km) tunnel. Vignoles and
674:
on the North Sea coast. The idea was developed and approved by Parliament on 27 July 1846, to be effective on 1 January 1847. The combined company would be named the Manchester, Sheffield and Lincolnshire Railway.
414:
in Manchester on 10 May 1842. The initial opening of a single line only proved impossibly constraining, and installation of double track was ordered early in 1842, together with construction on from Godley to
195:
were asked to make independent surveys, and in October met to reconcile any differences, at which time they decided that a longer tunnel at a lower level would reduce the approach gradients involved.
359:
and Vignoles resigned. Joseph Locke agreed to act as engineer in a consultative capacity only, if the board would appoint resident engineers for the day-to-day supervision of the work.
375:, passed the line as safe, and it was opened to the public on 17 November 1841. There was no opening ceremony, but each shareholder was sent a free ticket for travel on that day. The
760:
opening of the Woodhead tunnel and of the whole line between Manchester and Sheffield took place on 22 December 1845, more than seven years after the first ground had been broken.
599:
took hold. The directors of the SA&MR saw that expansion was the way forward for the company. On 15 April 1845 a shareholders' meeting approved the submission of bills for the
801:
In 1923 most of the main line railways of Great Britain were "grouped" in to one or other of four new large companies. The Great Central Railway was a constituent of the new
768:, with a large polished metal disc for reflection, so that a powerful beam of light was thrown forward on the track ahead. A contemporary newspaper account also stated that "
489:. At the same time (1844) friendly relations with the Manchester and Birmingham Railway were further developed, and at length this led to a proposal by the M&BR with the
715:; it was known as Sheffield Wicker station from 1852. The short steeply graded line was enclosed within a tunnel for almost its entire length, and was known locally as the
980:
464:
756:
system in 1947. It was originally planned to build a double-track tunnel, but to economise a single-track bore was made. The track rose at 1 in 201 towards the east.
512:, who had caused it to be built. The branch joined the main line facing Manchester some distance to the east of the original Glossop station, now renamed Dinting.
1827:
281:
662:
Of greatest significance was a meeting on 5 September 1845 between the SA&MR, the promoters of the Sheffield and Lincolnshire Junction Railway, and the
1264:
1807:
785:
179:, that would involve less tunnelling, and have gentler gradients which could be worked by locomotives, but this scheme too failed to attract support.
1842:
1822:
600:
1026:
Broadbottom; opened 11 December 1842; renamed Mottram 1845; Mottram & Broadbottom 1 July 1884; Broadbottom for Charlesworth 1 January 1954;
1837:
1812:
1144:
684:
440:
117:
40:
1802:
354:
site on 1 October 1838. The following year the line had been marked out, land purchase was proceeding well, and construction had begun with
663:
113:
1047:
Hadfield; opened 8 August 1844; renamed Hadfield & Tintwistle between 1862–63 and 1880–81; Hadfield for Hollingworth 12 October 1903;
1226:
620:
482:
109:
864:, but with all intermediate stations including Sheffield Victoria having closed, trains had to reverse at Nunnery Junction to enter
478:. Construction of Woodhead Tunnel was the next hurdle, but improved pumping machinery had been installed, enabling better progress.
1797:
772:
was being fixed in the tunnel with an index, etc., at the stations at each end, capable of being worked by the station clerks."
730:
240:
1817:
1630:
1472:
924:
852:
235:
An Act for making a Railway from Sheffield in the West Riding of the County of York to Manchester in the County of Lancaster.
670:
was included. The outcome was agreement to amalgamate the three concerns, forming a single railway connecting Manchester to
841:
501:. However disaster took place: on 19 April 1845 a nine-arch viaduct under construction collapsed: 17 workmen were killed.
1038:
Glossop Junction; opened 9 June 1845; renamed Dinting February 1847; renamed Glossop & Dinting 10 July 1922; renamed
963:
1729:
1173:
1166:
1140:
856:
723:
509:
367:, a distance of eight miles (13 km), and the directors made an experimental trip over it on 11 November 1841. The
342:
722:
The through line required a better Sheffield station: a station was built, and opened on 15 September 1851, and named
1708:
932:
919:
817:
376:
372:
331:
323:
481:
Alliances and extensions of the network were in the minds of the directors. Encouragement was offered to a proposed
1185:
1086:
1074:
802:
753:
734:
704:
604:
298:
222:
306:
After parliamentary expenses of ÂŁ18,000 (equivalent to ÂŁ2,100,000 in 2023), the line obtained its authorising
1004:
997:
712:
452:
428:
364:
1357:
1123:
1068:
769:
516:
623:, from Sheffield to Gainsborough, was already approved. Supplementing this list were proposals for lines from
431:
station. There were four to Glossop on Sundays. By November 1842 the stations were Manchester (Store Street),
1117:
988:
411:
1251:
1235:
1158:
1136:
972:
897:
837:
813:
700:
540:
532:
467:
was opened nearby in 1846, closing in 1847. There was also a Dukinfield station on the Stalybridge branch.
444:
1180:
1028:
1011:
729:
An express passenger train service was run from Manchester to London, from 1857, in association with the
628:
498:
456:
420:
1098:
552:
486:
515:
The (unconnected) eastern section of the main line was opened on 14 July 1845; there were stations at
1081:
865:
829:
520:
808:
In 1936 the LNER approved a scheme for electrifying the whole line from Manchester via Sheffield to
148:
The Sheffield, Ashton-under-Lyne and Manchester Railway on the last day of its independent existence
1286:
1211:; opened 1 July 1845; renamed Glossop Central 10 July 1922; renamed Glossop 6 May 1974; still open.
1129:
1092:
1062:
1049:
947:
869:
833:
624:
616:
548:
471:
880:
was lifted, however the line from Deepcar to Nunnery Junction remains, single track, to serve the
643:
line of the Manchester and Birmingham Railway. The Barnsley Junction Railway might be extended to
1207:
1199:
1110:
1104:
1056:
1040:
939:
877:
825:
821:
809:
528:
524:
505:
460:
432:
424:
380:
1035:
Glossop; opened 25 December 1842; renamed Dinting 9 June 1845; closed 1 February 1847; see next;
587:
miles (3.6 km) on the Stalybridge branch and one mile (1.6 km) on the Glossop branch.
1832:
1019:
955:
881:
536:
436:
319:
245:
1772:, the Railway and Canal Historical Society, Richmond, Surrey, fifth (electronic) edition, 2019
901:
795:
612:
463:. The Dukinfield station (called Dog Lane) was closed in 1845; another station, named simply
230:
164:
and a prospectus for a "Sheffield and Manchester Railway" was published in August 1830, with
979:
Dukinfield (Dog Lane); opened 17 November 1841; closed 23 December 1845; reopened nearby as
160:
In 1826 a land surveyor in Sheffield, Henry Sanderson, put forward a line to Manchester via
892:
648:
475:
187:
125:
171:
There were concerns about the severity of the gradients on this line, which would involve
128:
section, and in 1981 the line east of Hadfield closed completely. The Manchester–Hadfield–
88:
was an early British railway company which opened in stages between 1841 and 1845 between
8:
563:
1077:; opened 1 May 1846; closed 1 November 1847; reopened January 1849; closed 6 March 1950;
508:
was opened; powers were obtained in the 1846 parliamentary session to take it over from
1419:
845:
656:
427:, on 24 December 1842. There were six daily trains to Glossop supplemented by four to
1725:
1704:
1468:
1353:
559:
307:
165:
97:
423:
was opened on 10 December 1842, and on to a "Glossop" station, later to be renamed
183:
935:
4 June 1840; served by SA&MR trains from 17 November 1841; closed 10 May 1842;
1425:
891:
electric trains started running at 25 kV AC (the same system as used on the
746:
708:
652:
567:
490:
387:
The arrangements for safe working at the junction seem to have been lax, and the
351:
105:
558:
Besides Woodhead, there were short tunnels at Audenshaw Road, Hattersley (two),
1430:
1426:"The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)"
1165:
Dukinfield; opened 23 December 1845; resited to south west March 1863; renamed
861:
368:
355:
1791:
789:
733:. A timing of 5 hours 20 minutes was operated, the same time as on the rival
678:
667:
659:
and Barnsley Junction Railway. Not all of these lines were later authorised.
596:
172:
101:
1010:
Godley Junction; opened 1 February 1866; renamed Godley 6 May 1974; renamed
607:, and the Barnsley Junction Railway, which would run from near Penistone to
1701:
Regional History of the Railways of Great Britain: volume X: the North West
1292:
888:
389:
258:
192:
1007:; opened 17 November 1841 as temporary terminus; closed 11 December 1842;
873:
765:
133:
52:
595:
The state of the money market considerably improved in 1844–45, and the
346:
Wardsend Viaduct, Herries Road, Sheffield, built by Joseph Locke in 1845
108:, over three miles (4.8 km) long. The company amalgamated with the
1770:
Railway Passenger Stations in England, Scotland and Wales: A Chronology
1385:, published by the London and North Eastern Railway, York, 1945, page 5
967:; opened 17 November 1841; re-sited to the east 2 May 1892; still open;
644:
632:
573:
The completed network consisted of 40 miles (64 km) of main line,
448:
93:
470:
The main line was opened as far as Woodhead in 1844, with stations at
1101:; probably opened soon after 5 December 1845; closed 1 November 1847;
636:
176:
89:
1722:
The Age of the Electric Train: Electric Trains in Britain since 1883
144:
794:
The Manchester, Sheffield and Lincolnshire Railway was renamed the
779:
608:
405:
154:
562:
and Bridgehouses. Among the bridges the two most notable were the
547:
extra stations were added at the site of previous coal sidings at
918:
Manchester Store Street (or "Bank Top"); opened jointly with the
671:
416:
327:
129:
104:
formed a formidable barrier, and the line's engineer constructed
647:, and exploratory meetings were opened with the promoters of a
640:
330:
would be shared as it entered a joint station in Manchester at
273:
922:
10 May 1842; named Manchester London Road from 1844; renamed
161:
314:
Sheffield, Ashton-under-Lyne and Manchester Railway Act 1837
205:
Sheffield, Ashton-under-Lyne and Manchester Railway Act 1837
970:
Ashton & Hooley Hill; opened 17 November 1841; renamed
570:, the latter with five central and eleven approach arches.
679:
Part of the Manchester, Sheffield and Lincolnshire Railway
1517:, 20 November 1841, quoted in Dow, First Railway, page 14
322:
c. xxi) on 5 May 1837. The only opposition came from the
1703:, David & Charles (publishers), Newton Abbot, 1986,
1139:); opened 14 July 1845; closed 15 September 1851 (when
711:. It had originally been opened as the terminus of the
282:
Manchester, Sheffield and Lincolnshire Railway Act 1849
1085:; opened 14 July 1845; relocated at junction with the
1014:
7 July 1986; closed after last train on 27 May 1995;
689:
On the first day of existence of the new company, a
410:
The M&BR and SA&MR opened the jointly-owned
1465:
Directory of the Railway Companies of Great Britain
1350:
Great Central: volume I: The Progenitors, 1813–1863
86:
Sheffield, Ashton-under-Lyne and Manchester Railway
19:
Sheffield, Ashton-under-Lyne and Manchester Railway
1176:; opened 23 December 1845; closed 5 November 1956;
770:Cooke & Wheatstone's patent magnetic telegraph
350:The first sod was cut near the western end of the
1095:; opened 5 December 1845; closed 1 November 1847;
337:
1789:
1520:
1467:, Matador Publishers, Kibworth Beauchamp, 2017,
931:Travis Street; temporary terminus opened by the
868:. On 13 May 1983 these trains were diverted via
851:On 5 January 1970 the passenger service between
780:After the Manchester, Sheffield and Lincolnshire
776:the original one, it opened on 2 February 1852.
601:Manchester South Junction and Altrincham Railway
406:Completion of the line, and a cancelled alliance
1601:Dow, Great Central, pages 46, 75, 77, 80 and 81
402:Permanent way maintenance was put to contract.
1828:Manchester, Sheffield and Lincolnshire Railway
1414:
1412:
1352:, Locomotive Publishing Co Ltd, London, 1959,
685:Manchester, Sheffield and Lincolnshire Railway
186:was asked to examine another route, again via
118:Manchester, Sheffield and Lincolnshire Railway
41:Manchester, Sheffield and Lincolnshire Railway
1132:; opened 1 July 1888; closed 28 October 1940;
1071:; opened 14 July 1845; closed 5 January 1970;
1059:; opened 1 July 1861; closed 4 February 1957;
504:On 9 June 1845 a short single line branch to
497:A branch line was being built from Ashton to
326:, with whom it was agreed that the line from
1065:; opened 8 August 1844; closed 27 July 1964;
664:Great Grimsby and Sheffield Junction Railway
485:, to run from the SA&MR at Sheffield to
114:Great Grimsby and Sheffield Junction Railway
1409:
1227:James Stuart-Wortley, 1st Baron Wharncliffe
1126:; opened 14 July 1845; closed 15 June 1959;
1113:; opened 14 July 1845; closed 15 June 1959;
719:. It was used for wagon transfer purposes.
621:Sheffield and Lincolnshire Junction Railway
483:Sheffield and Lincolnshire Junction Railway
110:Sheffield and Lincolnshire Junction Railway
1459:
1457:
786:Manchester–Sheffield–Wath electric railway
699:-mile (0.80 km) connecting line from
1808:Railway lines in Yorkshire and the Humber
1422:inflation figures are based on data from
1184:; opened 23 December 1845; junction with
1120:opened 14 July 1845; closed 15 June 1959;
1107:; opened 14 July 1845; closed 2 May 1955;
175:. He suggested an alternative route, via
1843:British companies disestablished in 1846
1823:Railway companies disestablished in 1846
1613:
1552:
1550:
1501:
1499:
1328:Godley Toll Bar station was then closed.
860:and Sheffield remained in use by diesel
341:
143:
1753:
1744:
1735:
1724:, Ian Allan Limited, Shepperton, 1988,
1714:
1693:
1684:
1675:
1666:
1657:
1586:
1583:Dow, Great Central, pages 57, 59 and 60
1508:
1454:
1393:
1391:
1790:
1775:
1595:
1538:
1368:
1366:
1143:station was opened by the amalgamated
943:; opened 20 November 1842; still open;
603:, which would connect the line to the
1838:British companies established in 1837
1813:Railway companies established in 1837
1762:
1648:
1604:
1577:
1568:
1559:
1547:
1529:
1496:
1487:
1445:
1423:
1400:
1383:The First Railway Across the Pennines
1375:
1151:
299:Text of statute as originally enacted
1803:Defunct companies based in Sheffield
1628:
1478:
1388:
1342:
1302:
1280:
842:Central Electricity Generating Board
1690:Dow, First Railway, pages 23 and 25
1672:Dow, First Railway, pages 41 and 42
1610:Dow, Great Central, pages 80 and 81
1574:Dow, Great Central, pages 51 and 52
1544:Dow, Great Central, pages 46 and 48
1363:
983:1 May 1846; closed 1 November 1847;
157:, and the journey took eight days.
13:
1635:archive.burngreavemessenger.org.uk
1556:Dow, Great Central, pages 48 to 50
1493:Dow, Great Central, pages 37 to 39
1484:Dow, Great Central, pages 25 to 37
1397:Dow, Great Central, pages 18 to 37
1242:
1023:; opened 7 July 1986; still open;)
992:; opened 13 May 1985; still open;)
889:Manchester to Glossop and Hadfield
876:; the track between Penistone and
812:, together with the branches from
740:
590:
14:
1854:
1699:G O Holt revised Gordon Biddle,
1372:Dow, Great Central, pages 1 to 17
1215:
1192:
995:Newton; opened 17 November 1841;
959:; opened 23 May 1842; still open;
920:Manchester and Birmingham Railway
377:Manchester and Birmingham Railway
324:Manchester and Birmingham Railway
1631:"Spital Tunnel, the Fiery Jack!"
1308:Alfred Stanistreet Lee 1840–1846
803:London and North Eastern Railway
735:London and North Western Railway
655:and Sheffield Railway, and of a
605:Liverpool and Manchester Railway
223:Parliament of the United Kingdom
216:
116:companies, together forming the
1798:Early British railway companies
1622:
1322:
951:; opened July 1855; still open;
907:
713:Sheffield and Rotherham Railway
1044:26 September 1938; still open;
928:12 September 1960; still open;
639:and on to a junction with the
338:Construction and first opening
168:appointed to be the engineer.
1:
1335:
862:Sheffield–Huddersfield trains
1818:Railway lines opened in 1841
1258:
1248:William Sidebottom 1837–1843
1089:1 February 1874; still open;
912:
7:
1681:Dow, First Railway, page 18
1663:Dow, First Railway, page 39
1654:Dow, Great Central, page 71
1592:Dow, First Railway, page 20
1565:Dow, Great Central, page 50
1535:Dow, Great Central, page 46
1526:Quick, page 152 and map 53
1505:Dow, Great Central, page 42
1298:Alfred Stanistreet Lee 1846
1220:
539:and a Sheffield station at
10:
1859:
1451:Dow, First Railway, page 9
1406:Dow, First Railway, page 7
1270:Charles Thompson 1838–1841
783:
744:
682:
419:. The line from Godley to
198:United Kingdom legislation
139:
1254:1843–1846 (then Chairman)
866:Sheffield Midland station
752:still the longest on the
297:
290:
272:
267:
257:
252:
239:
229:
215:
210:
203:
51:
46:
36:
28:
23:
1315:
1287:Charles Blacker Vignoles
1232:John Parker MP 1840–1846
1169:1954; closed 4 May 1959;
132:section and a branch to
1781:Dow, Great Central, 268
1424:Clark, Gregory (2017).
1273:John Platford 1841–1845
627:through Thorncliffe to
320:7 Will. 4 & 1 Vict.
246:7 Will. 4 & 1 Vict.
1188:from 1848; still open.
1001:from 1848; still open;
848:through the Pennines.
731:Great Northern Railway
400:
347:
149:
925:Manchester Piccadilly
887:On 10 December 1984,
853:Manchester Piccadilly
796:Great Central Railway
668:Grimsby Docks Company
613:North Midland Railway
611:and connect with the
395:
345:
147:
893:West Coast Main Line
874:the ex-Midland route
701:Bridgehouses station
412:Store Street station
371:inspecting officer,
173:rope-worked inclines
1515:Manchester Guardian
1475:, pages 499 and 500
510:the Duke of Norfolk
390:Manchester Guardian
373:Sir Frederick Smith
20:
1420:Retail Price Index
1276:James Meadows 1846
1265:Thomas Asline Ward
1174:Ashton Park Parade
1167:Dukinfield Central
1152:Stalybridge branch
1141:Sheffield Victoria
857:Sheffield Victoria
798:on 1 August 1897.
348:
150:
29:Dates of operation
18:
1303:Resident Engineer
1281:Engineer-in-Chief
1032:1955; still open;
976:1845; still open;
818:Ashton-under-Lyne
705:Sheffield station
453:Newton & Hyde
429:Newton & Hyde
308:act of Parliament
304:
303:
268:Other legislation
211:Act of Parliament
166:George Stephenson
98:Ashton-under-Lyne
82:
81:
1850:
1782:
1779:
1773:
1766:
1760:
1757:
1751:
1748:
1742:
1739:
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1718:
1712:
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1679:
1673:
1670:
1664:
1661:
1655:
1652:
1646:
1645:
1643:
1641:
1629:Atkinson, Kate.
1626:
1620:
1617:
1611:
1608:
1602:
1599:
1593:
1590:
1584:
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1575:
1572:
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1557:
1554:
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1533:
1527:
1524:
1518:
1512:
1506:
1503:
1494:
1491:
1485:
1482:
1476:
1463:Donald J Grant,
1461:
1452:
1449:
1443:
1442:
1440:
1438:
1416:
1407:
1404:
1398:
1395:
1386:
1379:
1373:
1370:
1361:
1346:
1329:
1326:
1116:Oughtibridge or
1075:Hazlehead Bridge
838:Wath upon Dearne
724:Victoria station
698:
697:
693:
586:
585:
581:
578:
316:
315:
292:Status: Repealed
220:
219:
206:
201:
200:
184:Charles Vignoles
77:
73:
71:
70:
66:
63:
21:
17:
1858:
1857:
1853:
1852:
1851:
1849:
1848:
1847:
1788:
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1786:
1785:
1780:
1776:
1768:Michael Quick,
1767:
1763:
1758:
1754:
1749:
1745:
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1736:
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1627:
1623:
1619:Quick, page 362
1618:
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1473:978 1785893 537
1462:
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1327:
1323:
1318:
1305:
1283:
1261:
1245:
1243:Deputy Chairman
1223:
1218:
1195:
1172:Park Parade or
1154:
1005:Godley Toll Bar
998:Newton for Hyde
915:
910:
792:
782:
749:
747:Woodhead Tunnel
743:
741:Woodhead Tunnel
709:Midland Railway
695:
691:
690:
687:
681:
593:
591:1845: Expansion
583:
579:
576:
574:
568:Dinting Viaduct
564:Etherow Viaduct
491:Midland Railway
408:
365:Godley Toll Bar
352:Woodhead Tunnel
340:
313:
312:
293:
286:
225:
217:
204:
199:
142:
136:remain in use.
106:Woodhead Tunnel
75:
68:
64:
61:
59:
58:4 ft
57:
32:1841–1847
12:
11:
5:
1856:
1846:
1845:
1840:
1835:
1830:
1825:
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1815:
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1784:
1783:
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1759:Holt, page 243
1752:
1750:Holt, page 137
1743:
1741:Holt, page 159
1734:
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1431:MeasuringWorth
1408:
1399:
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1334:
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1320:
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1311:John Bass 1846
1309:
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1217:
1216:Chief officers
1214:
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1204:
1194:
1193:Glossop branch
1191:
1190:
1189:
1177:
1170:
1163:
1153:
1150:
1149:
1148:
1133:
1127:
1124:Wadsley Bridge
1121:
1114:
1108:
1102:
1096:
1090:
1078:
1072:
1069:Dunford Bridge
1066:
1060:
1054:
1045:
1036:
1033:
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1015:
1008:
1002:
993:
984:
977:
968:
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944:
936:
929:
914:
911:
909:
906:
882:Fox steelworks
781:
778:
745:Main article:
742:
739:
683:Main article:
680:
677:
592:
589:
537:Wadsley Bridge
517:Dunford Bridge
407:
404:
393:observed that
369:Board of Trade
356:Thomas Brassey
339:
336:
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80:
79:
55:
49:
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44:
43:
38:
34:
33:
30:
26:
25:
9:
6:
4:
3:
2:
1855:
1844:
1841:
1839:
1836:
1834:
1833:Woodhead Line
1831:
1829:
1826:
1824:
1821:
1819:
1816:
1814:
1811:
1809:
1806:
1804:
1801:
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1778:
1771:
1765:
1756:
1747:
1738:
1731:
1727:
1723:
1720:J C Gillham,
1717:
1710:
1709:0-946537-34-8
1706:
1702:
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1156:
1155:
1146:
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1134:
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1128:
1125:
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1119:
1118:Oughty Bridge
1115:
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1097:
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989:Flowery Field
985:
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835:
831:
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823:
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811:
806:
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799:
797:
791:
790:Woodhead line
787:
777:
773:
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761:
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748:
738:
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598:
597:Railway Mania
588:
571:
569:
565:
561:
556:
554:
550:
544:
542:
538:
534:
533:Oughty Bridge
530:
526:
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196:
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180:
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169:
167:
163:
158:
156:
146:
137:
135:
131:
127:
121:
119:
115:
111:
107:
103:
102:Peak District
99:
95:
91:
87:
76:1,435 mm
56:
54:
50:
45:
42:
39:
35:
31:
27:
22:
16:
1777:
1769:
1764:
1755:
1746:
1737:
1730:0 71101392 6
1721:
1716:
1700:
1695:
1686:
1677:
1668:
1659:
1650:
1638:. Retrieved
1634:
1624:
1615:
1606:
1597:
1588:
1579:
1570:
1561:
1540:
1531:
1522:
1514:
1510:
1489:
1480:
1464:
1447:
1435:. Retrieved
1429:
1402:
1382:
1381:George Dow,
1377:
1349:
1348:George Dow,
1344:
1324:
1293:Joseph Locke
1252:John Chapman
1236:John Chapman
1206:
1198:
1179:
1159:Guide Bridge
1157:
1137:Bridgehouses
1080:
1048:
1039:
1027:
1018:
996:
987:
973:Guide Bridge
971:
962:
954:
946:
938:
923:
908:Station list
898:Huddersfield
886:
850:
846:power cables
814:Guide Bridge
807:
800:
793:
774:
762:
758:
750:
728:
721:
716:
688:
661:
594:
572:
557:
545:
541:Bridgehouses
514:
503:
496:
487:Gainsborough
480:
469:
409:
401:
396:
388:
386:
361:
349:
332:Store Street
311:
305:
259:Royal assent
193:Joseph Locke
181:
170:
159:
151:
122:
85:
83:
15:
1640:19 February
1203:(as above);
1181:Stalybridge
1162:(as above);
1135:Sheffield (
1029:Broadbottom
1012:Godley East
766:argand lamp
631:, and from
499:Stalybridge
457:Broadbottom
421:Broadbottom
274:Repealed by
134:Stalybridge
124:Manchester–
53:Track gauge
1792:Categories
1732:, page 108
1711:, page 133
1358:071101468X
1336:References
1099:Thurgoland
1053:from 1955;
784:See also:
717:Fiery Jack
645:Pontefract
633:Dukinfield
629:Chapeltown
560:Thurgoland
553:Thurgoland
449:Dukinfield
263:5 May 1837
231:Long title
94:Manchester
1360:, page 84
1295:1840–1846
1289:1838–1839
1267:1837–1838
1259:Secretary
1229:1837–1840
1145:MS&LR
1082:Penistone
964:Fairfield
913:Main line
844:to carry
830:Penistone
828:and from
637:New Mills
521:Penistone
441:Fairfield
177:Penistone
120:in 1847.
90:Sheffield
47:Technical
37:Successor
1221:Chairman
1130:Neepsend
1093:Oxspring
1087:L&YR
1063:Woodhead
1050:Hadfield
981:Dog Lane
948:Ashburys
933:M&BR
870:Barnsley
834:Wombwell
609:Barnsley
566:and the
549:Oxspring
476:Woodhead
472:Hadfield
465:Dog Lane
241:Citation
188:Woodhead
182:In 1835
155:Pennines
126:Hadfield
72: in
24:Overview
1208:Glossop
1200:Dinting
1111:Deepcar
1105:Wortley
1057:Crowden
1041:Dinting
940:Ardwick
878:Deepcar
826:Glossop
822:Dinting
820:, from
810:Darnall
707:of the
703:to the
694:⁄
672:Grimsby
625:Wortley
617:Royston
582:⁄
551:and at
529:Deepcar
525:Wortley
506:Glossop
461:Glossop
433:Ardwick
425:Dinting
417:Glossop
381:Ardwick
328:Ardwick
140:Origins
130:Glossop
67:⁄
1728:
1707:
1471:
1356:
1020:Godley
956:Gorton
666:; the
653:Newark
649:Boston
641:Buxton
619:. The
445:Ashton
437:Gorton
310:, the
248:c. xxi
100:. The
1437:7 May
1316:Notes
902:Leeds
253:Dates
162:Edale
1726:ISBN
1705:ISBN
1642:2017
1469:ISBN
1439:2024
1354:ISBN
1238:1846
1186:LNWR
900:and
872:and
855:and
836:and
788:and
754:LNER
657:Hull
474:and
459:and
112:and
96:via
92:and
84:The
1418:UK
832:to
824:to
816:to
635:to
615:at
363:as
1794::
1633:.
1549:^
1498:^
1456:^
1428:.
1411:^
1390:^
1365:^
1147:).
904:.
884:.
805:.
726:.
651:,
555:.
543:.
535:,
531:,
527:,
523:,
519:,
455:,
451:,
447:,
443:,
439:,
435:,
334:.
1644:.
1441:.
1017:(
986:(
696:2
692:1
584:4
580:1
577:+
575:2
318:(
78:)
74:(
69:2
65:1
62:+
60:8
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