leeds to liverpool
Liverpool to Leeds
Memories and views from Michael Kaye


Photograph courtesy Michael Kaye
Provincial liveried 47475 on March 10th 1989 at Liverpool Lime Street. This is the 13.01 departure to Newcastle with the whole train in Trans-Pennine livery. For a large view of this picture click here. 47475 would survive in service until early 1999, having surrendered its unique livery to the more familiar parcels red and black. It would end its days at TJ Thompson's scrapyard in Stockton.

This page is something of an overview of the route between Liverpool Lime Street - Manchester Victoria - Leeds, with most photographs taken in the 1970's & 1980's. Many of the photographs are taken from lineside positions, whilst there are many cab views taken from the locomotives/railcars working this route. Whilst some of the views don't feature any Sulzer powered locomotives I still hope the views provide a snapshot of this route, much of the infrastructure of which has been considerably altered or in many cases has completeley vanished.

For many years the western terminus of the Trans-Pennine route was Liverpool Lime Street, and for the purposes of this page our eastbound journey starts here. Occasional services would be extended through Chester and onto Llandudno, it would not be until the 1980's that the North Wales resorts would have a frequent through service across the Pennines to Leeds, York and beyond, with the Class 45's being regular performers on this route.

Liverpool Lime Street
(All text written in the first person is from Michael's notes - anything else comes from your webmaster.)

One oddity concerning my training and that of several other young drivers at Holbeck was that we became qualified to drive the Class 45's but not the Class 46's. Normally a ten day training course was provided to learn both types, but my training occurred when the Class 46's were in the process of being phased out. Thus I got a shortened five day course on the Class 45's only! Which was fine of course until one day at Liverpool Lime Street I arrive with a service from Leeds headed by a Class 45, I take my break and come back to find that my return working is behind a Class 46. I head back to the foreman's office and notify him that I don't know Class 46's! The foreman thought this can't be correct as everyone knows Class 45's and Class 46's. So he phones up Holbeck and learns that several of us only know Class 45's. The foreman now had several options - to use me on a later service, no problem there - it meant overtime or to find another locomotive, or find a conductor so I could work the Class 46 back. In the end the latter option was chosen.

Its May 1984 and two Class 45's (45049 nearest) await their next turn of duty at Liverpool Lime Street.
Photographer not known.

At Lime Street a short dead end track at the east end of the station held locomotives that would drop down on to arriving services ready to form the next departure of that particular diagram. When the dead end tracks at the east end of the station became filled any extra locomotives would be held against the buffer stops, the bay dead end, as seen in the view above. This overflow was most likely to happen in the morning or about tea time. Whilst you were in the short dead end, you were 'sat' with the nose of the locomotive just appearing out of the tunnel mouth, I can remember sat there one dinner time, when all of a sudden a bottle shattered on the nose of the locomotive, followed by bricks and more objects, luckily there wasn't another engine in the dead end, so I reversed the engine further into the tunnel, it was the village idiots above who had leaned over to see what the noise was below and saw our engine, so they bombarded it with missiles.

Speaking of Class 46's on August 21st 1978 one featured in Holbeck Diagram 210 which required signing on at Holbeck at 12.08 followed by a walk to Leeds City then:
1M63 to Liverpool departing 12.50 with a Trans Pennine unit, arriving Lime Street at 14.45 then
5M63 to Edge Hill depot, departing Lime Street at 15.10 and arriving Edge Hill 15.22 then
0E16 light engine to Lime Street with 46009 departing 15.50 and arriving 16.15 then
1E16 with ten coaches (330 tons) departing 17.10, arriving Leeds City at 19.01 followed by the obligatory walk to Holbeck.

On the above diagram with 46009 with driver Oakes I was putting the numbers up on the route indicator in the nose of the locomotive. On climbing up out of the nose I grabbed what was the cooker lid to aid myself, not knowing that my driver had placed a can of tea on the cooker lid. It wasn't locked, the cooker lid tipped up and I got covered in a can of tea. I was told to get in the back cab to dry out, the driver muttering something about it being my fault!

The week before (August 14th) diagram 210 had featured the Trans Pennine unit westwards, but the return working was in the hands of 40075.

My first turn as a driver into Liverpool Lime Street occurred on Thursday November 5th 1981 with three Class 47's involved in the day's diagram.

It was a case of signing on at Holbeck at 05.44 for diagram 56.
0V71 with 47512 depart Holbeck 06.10 arrive Neville Hill 06.20
5V71 depart Neville Hill 06.54 arrive Leeds City 07.04 with seven coaches 227 tons.

At Leeds City a transfer was made to work the 1M56 comprised of 47484 with eight coaches 264 tons, depart Leeds 07.42 arrive Liverpool Lime Street 09.37. Fog 'as thick as a wood' was encountered westwards from Chat Moss. For the return journey the 1E08 was waiting with 47036 , depart 11.05 arrive Leeds 13.02 with the same load as the westbound turn.

I was fortunate to drive one Deltic over the Leeds - Liverpool Lime Street route, it was 55002, but the date is now forgotten. I was the conductor for the route but to make things easier the driver let me take the controls. Basically it was like being in charge of a ten litre car with a small trailer on it - the Deltics over this route just played with the trains. On other trips I remember we would occasionally turn off one of the engines!

Smokey days at Liverpool Lime Street, June 8th 1985. A crowded scene with every platform occupied.
Photograph courtesy Michael Kaye.

The former LNW route was taken out of Lime Street providing a reasonably direct route to Manchester Victoria. The exit from Lime Street was typical of many in the big cities featuring tunnels and cuttings. Tunnels passed through were Russell Street (131 yards), Mount Pleasant (134 yards), Crown Street (57 yards), Smithdown Lane (94 yards), Overbury Street (144 yards) and Tunnel Road (58 & 74 yards). Just beyond Tunnel Road tunnels was Edge Hill station and the adjacent Edge Hill diesel depot and carriage sidings.

An undated view of Edge Hill depot, taken sometime after 1967 - the presence of the blue Class 25 indicates this is one of the final Derby built batch from D7660 - D7677, the last of these being delivered in May 1967.

Beyond Edge Hill the lines to Crewe swung off to the right, Bootle Branch Junction quickly followed, the branch curving off to the north west. The line then entered the spectacular Mount Olive Cutting - see view below.

From the rear cab of a Liverpool bound dmu, Olive Mount Signal Box October 4th 1988. It looks like the cutting is a dumping ground for any objects the locals can toss over the walls and fences.
Photograph courtesy Michael Kaye.

From the rear cab of a Liverpool bound dmu, Huyton Station & Signal Box October 4th 1988.
Photograph courtesy Michael Kaye.

The route also passed through Rainhill, the scene of the 1825 Locomotive Trials and later the 1980 celebrations of the 150th anniversary of the opening of the Liverpool & Manchester Railway in 1830. The view below shows the signal box in quieter times.

Rainhill Signal Box October 4th 1988, taken from the rear cab of a Liverpool bound dmu.
Photograph courtesy Michael Kaye.

Parkside (Huskisson Memorial)

Its May 1980 and the Rainhill celebrations are winding down. Steam locomotives 46229 & 4771, both in steam, have been collected by a Class 40 and have been taken from Bold Colliery to Edge Hill for turning, then the three locomotives headed east to Manchester Victoria, enroute back to York. In this view they are noted passing Parkside, site of the Huskisson memorial.
Photograph courtesy Tom Sutch.
The A573 overbridge provides a good location to observe the Huskisson memorial. In this view it can be seen behind 45139 and its westbound train headed for Liverpool, June 18th 1984.
Photograph courtesy Tom Sutch.

The Huskisson Memorial is situated east of the A573 overbridge at the site of the shortlived first Parkside station on the Manchester Victoria - Liverpool Lime Street line.

The memorial commemorates the death of William Huskisson MP who was struck and killed by a train on September 15th 1830, the opening day of the Liverpool & Manchester Railway. Because of the opening day celebrations eight specials were operated between Liverpool & Manchester, using both lines to make their way eastwards. Parkside is situated midway between the two cities, becoming the ideal location for the steam locomotives to replenish their water supplies. Whilst the locomotive of one train was being watered some passengers took the opportunity to walk around and greet others and await the arrival of the next train. Huskisson had stepped down to walk to a nearby carriage which contained the Prime Minister, The Duke of Wellington.

Approaching was another train hauled by 'The Rocket'. Warnings were given to those on the ground to get clear of the line, some climbed back into the carriages, other including Huskisson drew close to the standing train. An open carriage door and inadequate space between the two trains caused the door to strike Huskisson, knocking him down and causing him to fall under the wheels of 'The Rocket'. Huskisson survived the initial impact but died later that evening - one of the locomotive's being used to move Huskisson to Eccles.

It is perhaps ironic that Huskisson was a leading supporter of the development of the railways and the locomotive involved was the award winner at the Rainhill trials.

Manchester Victoria

For your webmaster Manchester Victoria alway seemed like something out of a different era. Most of my travels to Manchester ended up in Piccadilly, replete with all its 'improvements' following the electrification of the route to London. To walk across town to Victoria was like entering a museum, a rambling beast of a station, with platforms stretching off into the distance, and of course with the ever present rain creating an image of Manchester that was hard to forget. It seemed a challenge for the imagination to wonder how all these tracks and platforms could be profitably used, and the views below frequently give the impression of the huge size of the place.

And of course for the number takers the 'wallside' pilot was always a dead certainty to be there, looking through the photographs I've acquired over the years this has to be one of the most photographed locations for the Class 25's (and many Class 24's), given time I figure one could acquire views of the whole class here. It is also a place of steam nostalgia, many of the final BR steam workings in the UK, including the many farewell specials featured Manchester Victoria in their itineraries.

A fine view of 25119 as it heads eastwards with a track train at Ordsall Lane on October 4th 1981. Just out of sight to the left was the location of Manchester Exchange station.
Photograph courtesy J Davenport.
Westbound services out of Manchester Victoria are overshadowed by the 'West Junction' signal box which has a rather impressive view of the passing trains, seen here September 24th 1987.
Photograph courtesy Michael Kaye.
25279 and an unidentified Class 25 keep time awaiting their next banking job, Manchester Victoria October 24th 1985.
Photograph courtesy Michael Kaye.

On September 28th 1985 I'd worked into Manchester with a job from Leeds but was not scheduled to return east for three hours. The timetable was consulted for a round trip to Bury to visit the preserved railway facilities there. The outward journey and visit to the facilities was accomplished according to plan, but on the way back things started to go wrong. Bury Interchange had been reached on time and the service to Manchester Victoria departed OK. Several station stops were made, the journey progressing without incident when suddenly the brakes come on and we stopped pretty quickly. Footsteps were then heard on the ballast closely followed by a heated conversation between what was presumed to be the driver and the signalman.

This was not much fun, no-one knew where I was and how would I explain the late departure of my working back to Leeds if this train I was travelling on didn't make some forward progress soon? After what seemed like days, though probably closer to ten minutes, I think I wore my watch out continually checking it, footsteps were again heard on the ballast, it was the driver returning to his cab, to resume our journey to Manchester. Our delay had been caused by running passed a signal at danger, not an event to be taken lightly. And it could have been far worse, the delays would have been off the scale if we had hit someone. Once there it was a mad dash over to where the Leeds bound service was waiting, an on-time departure was achieved!

The Wallside pilot is this day a Class 47, sitting in the rain alongside 150211 - September 24th 1987. The final Class 25's have been retired from service for just on six months. This location has now been completely rebuilt.
Photograph courtesy Michael Kaye.
Snow, smoke and railcars at Manchester Victoria during January 1979. I often wondered why, after a day on the railway, would my mother immediately point me in the direction of the bathroom once I was home. Maybe this view is part of the answer.
Photograph courtesy Malcolm Roughley.

On the Liverpool - Scarborough run the arrival of the new multiple unit diagrams called for the splitting of westbound services here. One set would go to Liverpool, the other to Chester or Holyhead. On the eastbound workings the two sets would be joined at Manchester Victoria for the run over the Pennines. This arrangement lasted no more than two years. Prior to the introduction of these services I attended a meeting with a management representative who emphasised how wonderful these new units would be over the existing aging rolling stock. The point was raised of how could the new shorter four car DMU sets provide the same level of comfort and capacity of a locomotive hauled nine coach hauled set that they were about to replace. They couldn't, rhetoric and unanswered questions reduced the meeting to something of little use. I was asked to leave the room, and not surprisingly I was not sent to any more meetings!

A Class 31 slumbers between turns as wet platforms indicate more rain, whilst Manchester Victoria presents little activity for the passenger on this fine summers day, July 17th 1985.
Photograph courtesy Michael Kaye.
25140 and a two car DMU linger at Manchester Victoria on a snowy day during January 1979.
Photograph courtesy Malcolm Roughley.
Manchester Victoria July 22nd 1988, platforms 15 (right) and 16 (left).
Photograph courtesy Michael Kaye.

The purpose for the wallside pilots quickly became apparent when a departure was made eastwards from Manchester Victoria - at the eastern end of the platforms commenced Miles Platting bank, which proved a particular challenge for freights stopped in the station awaiting a path eastwards. And eastwards from Victoria you were now running over former L & Y lines.

Its July 15th 1985 and 45139 gets to grips with the 4.50pm ex Liverpool - Newcastle. Ahead lies the busy trackwork just east of Manchester Victoria followed by the climb up Miles Platting bank.
Photographer unknown.
A hazy sun beats down on the eastern approaches to Manchester Victoria, seen here from a dmu dropping down the last stage of Miles Platting Bank, September 14th 1987. The lines from Bury come in from the right, visible also is Manchester Victoria signal box, the holding sidings with two Class 47's and just beyond a Class 31 is in the 'wall side' awaiting its next banking job.
Photograph courtesy Michael Kaye.
Climbing out of Manchester Victoria on the way to Miles Platting sits Colleyhurst Signal Box, seen here on October 24th 1985.
Photograph courtesy Michael Kaye.

In the above view the wall to the left carried a line which would eventually take you over the running lines into Manchester Oldham Road. Next to the wall is the Down Fast, then the Up Fast, Down Slow and Up Slow. The two little semaphores on the right are the exit signals from Colleyhurst Street/Oldham Road. The top one brought you out onto the Down East Goods, the bottom one onto the Up East Goods.

The colour lights on the gantry seen in both the views above and below require a little explanation. These signals are basically a repeater for the semaphore signals just visible in the distance in the photograph below. In the view above from the cab of the Class 45 the Down Fast colour light signals are showing orange and green. The orange indicates that the line to Rochdale/Oldham will be displaying a danger signal at the next set of semaphores while the green signal just to the right indicates the the semaphore is 'off' and the train is cleared for the line to Stalybridge. The right hand set of colour lights for the Down Slow conveys a similar purpose but is slightly different! In this case a yellow or green aspect will indicate the route is set for Rochdale/Oldham, if these aspects are showing and the white 'feather' lights are lit then the route to Stalybridge is set. The lights to the right, if showing an aspect will indicate the route is set to cross over to the Down East Goods.

The 'calling on', 'dollys' or 'cats eyes' lights directly beneath the main colour lights would allow you to pass the gantry but in the knowledge that the line would be obstructed before reaching the next set of signals. In the case of this gantry at Colleyhurst they would have been used frequently by the banking engines, and for those on the slow line that you could be routed onto the goods lines.

On a gloriously damp July 13th 1986 a DMU heads east, the view being similar to the one above.
Photographer not known.

Just to the east of Colleyhurst signal box some sidings branched off the the mainline and went down into Colleyhurst Yard, formerly Manchester Oldham Road. Michael once went into the yard with a Class 40 to collect a couple of wagons to take back to Hunslet. On entering the yard it was like stepping back two decades, the contents in the yard seemed to be from a whole different era. Its all gone now, but nothing so far has been built over it. On another journey I was working back from Manchester Victoria to Leeds and had been routed rather unusually onto the Down Slow to get past an eastbound freight which was being banked by a Class 31. I was fascinated by the fact that the banking engine was not coupled to the train and for a short while continued to watch the Class 31 banking its train. Coming to the top of the bank I could not recall the aspect of the signal that was controlling my route.

A busy scene at Miles Platting on October 24th 1985. With the 'right hander off' we have the route to Stalybridge. Most of the railway buildings in this scene have now vanished.
Photograph courtesy Michael Kaye.
An eastbound service led by 46042 eases through Miles Platting station, navigating the 20mph speed restriction as it now heads towards Stalybridge.
Photographer unknown.

At Miles Platting station (see view above) the lines to Oldham and Rochdale split from the lines to Stalybridge. For the spotters amongst us the line to Oldham was significant as it included Dean Lane station, which was just across the street from Newton Heath depot, which at one time was home to a large quantity of Class 08/25/40's and many, many dmu's.

This view, from March 12th 1977 is looking west from Miles Platting toward Manchester.
Photographer unknown.

In the above view the lines on the left are the slow lines which came in at Park and provided a round about way to come in from Manchester Piccadilly. In the foreground are the fast lines. The DMU is crossing over Miles Platting Junction heading towards Manchester Victoria, either on a passenger turn or having just come off Newton Heath depot. The small brick building to the left of the slow lines blocks out the view of Colleyhurst signalbox. The yard behind the brick building used to receive shipments of cement, countless times as Michael passed this yard there would be a pair of Class 25's in this yard sorting out the cement tanks.

During the time that I was a passed driver I'd worked a DMU from Leeds to Manchester, the instruction then was to go to Newton Heath depot, however I had not signed the depot. Despite this minor difficulty and after much insistance (from the foreman no less) I went to the depot. The conductor joined me and we went down to four road to take a DMU down to Manchester Victoria. Walking across the yard we swapped details of our driving turns. I'd recently reached seventy turns, once the magic hundred was reached your pay packet would see a small increase! As the conductor recounted his number of turns we walked passed a Class 31 that had sustained major damage with literally one side peeled back displaying all its internal workings. He glanced at the Class 31 'Oh that', he says 'was my fourth driving turn!' And this was the person to guide me over the route back to Manchester Victoria?

Back when I was a passed driver we would sign a few extra routes for the experience and the extra driving wage in our paypackets. One morning one of the older drivers ends up in conversation about the young drivers signing for all of England and know the road. We listened as this gentleman went on and on about the subject, wisely we decided to stay quietly on the sidelines. A few weeks later a story filtered back about this driver who at the time was working the Manchester - Leeds route via Rochdale & Bradford Exchange. On passing Thorpes Bridge signalbox (near Newton Heath) he got the 'sub' shunting signal (or dollies or cats eyes depending on your locality) on its own with no indication. The rule here, when driving a passenger train (not empty coaching stock) is to stop and find out where you are going, because with a sub you might be going into a deadend siding, parcels area or similar location. But this driver didn't stop and the signalman realised it was too late to intervene safely, so the passengers had the delights of the Newton Heath washing plant as part of their journey. The train reached its destination safely but the driver was stuck with this story for a long time to come.

Phillips Park Signal Box. This view is looking towards Manchester, the line coming in from the left connects with the lines that come up from the south and east of Manchester, providing a link to Stockport and the former route across Woodhead.
Photograph courtesy Michael Kaye.
After leaving 'Park' the next location is Baguley Fold Signal Box, the lines coming in from the right lead to Ardwick and Manchester Piccadilly - October 24th 1985.
Photograph courtesy Michael Kaye.
After Baguley Fold came the remains of Droylesden and then Ashton Moss North Junction signal box. In this view the 'right hander' signals will take you on towards Guide Bridge & Stockport. To the right of the photograph are the remains of the yard used by the Class 76 electrics, some of the electrification masts still remain.
Photograph courtesy Michael Kaye.
With Ashton Moss North Junction signalbox in the background, an eastbound service headed by 47408 is little affected by the snow on the ground. 47408 was named on March 10th 1984 which puts this view prior to that date.
Photographer unknown.
A dirty windscreen on the Class 45 can't hide the neat little box at O.A. & G.B. Junction - Ashton station is just beyond the bridge - October 24th 1985. Does O.A. & G.B. stand for Old Ale & Good Beer Jct?
Photograph courtesy Michael Kaye.
Looking towards Stalybridge, Ashton under Lyne station is just visible, a Class 25 runs wrong line in the Manchester direction.
Photograph courtesy Malcolm Roughley.

Approaching Stalybridge the urban scenery changes slightly as the geography of the western Pennines makes its presence felt and the Victorian railway builders were required to closely follow the river valleys into the hills to maintain easier gradients. At Stalybridge the former L & Y metals were traded for LNW metals for the run across the Pennines. The view below marks the transition from L & Y to LNW metals. Northwest of Stalybridge two routes ran to Diggle.

Here is the approach to Stalybridge October 24th 1985.
Photograph courtesy Michael Kaye.
25126 passes through Stalybridge, this view looking in a westerly direction, April 1981.
Photograph courtesy E A Wood.
A Class 45 pulls away from Stalybridge with a westbound service, the 'M' on the display indicating the route is set for Manchester Victoria. The date is sometime in August 1975.
Photographer unknown.

Although the vast majority of Michael's workings over this route took him to Manchester Victoria, there was one diagram that required a 'left turn' at Stalybridge to reach Stockport. The route indicater would show a 'G' in the above view, for Guide Bridge, then to Heaton Norris and on to Stockport. The Stockport diagram for Michael was a late evening departure from Leeds with a Class 45/47 and a load of vans. Arrival at Stockport was usually just after midnight. Here the locomotive was uncoupled and a set of vans were picked up for a run back to Leeds. Arrival at Leeds was about 02.20am, following this the diagram changed over time, initially it was a round trip to Bradford Interchange and then home, later an HST from Neville Hill was involved, and then the last part of this diagram was removed!

Sulzers big & small at the east end of Stalybridge station on a fine looking July 4th 1984. 45132 heads west with the 16.14 to Liverpool whilst 25212 heads east with a loaded oil train.
Photographer unknown.

About the eastbound Class 25, Michael comments that depending on the load 25212 would have certainly coughed going up towards Saddleworth, it's only 15 mph through Stalybridge, so basically it's a standing start assuming the signal at the end of the platform is green, if it wasn't, you had two colour light intermediate block signals to encounter on the bank. When we operated the Trans-Pennine Units and we were secondmaning a Driver (somewhere in the diagram there was a locomotive to be worked) we used to get one of the numerous watering cans that were left here, so we could fill up the engines on the unit with water, ready for the climb.

Talking of watering cans, I was arriving at Leeds after leaving York with one of the new 142 units, the passenger doors are air operated, on this trip one of the doors was not functioning properly, no doubt a problem with the microswitch. The fault was causing the unit to lose power intermittently. I had phoned through to Leeds to ask for a fitter to have a look at the door, now on arrival at Leeds there was the fitter, with his mate (a second fitter), the second fitter was carrying a big hammer and a watering can, I didn't ask!

Greenfield Junction September 14th 1987. This was once the junction for Ashton and the O.A. & G.B. junction, this view is looking west towards Stalybridge.
Photograph courtesy Michael Kaye.
25104 eastbound at Greenfield with the 09.00 Llandudno - York July 28th 1979. With at least nine coaches in tow it must be assumed that the 25104 is putting out its unmistakeable Sulzer sound.
Photograph courtesy Larry Goddard.

At Diggle Junction the two lines that had separated at Stalybridge rejoined in order to pass through the lengthy Standedge Tunnel.

A glorious sunny day as we approach Diggle Junction on October 24th 1985. In the distance a Class 25 waits in the loop for the main to clear.
Photograph courtesy Michael Kaye.
The 4M48 04.40 Newcastle - Red Bank vans passes Diggle Jct on June 12th 1982 in charge of 45015.
Photograph collection of Ian Hammond.
46052 08.14 Newcastle - Liverpool at Diggle Jct August 23rd 1980.
Photograph courtesy J Davenport.
45123 15.00 Scarborough - Liverpool passing Diggle.
Photograph courtesy J Davenport.
With Diggle Junction signalbox in the background an unidentified Class 08 & 25 assist in the important job of track relaying.
Photograph courtesy Malcolm Roughley.
46047 16.05 Liverpool - Newcastle passing Diggle.
Photograph courtesy J Davenport.
46048 10.05 Newcastle - Liverpool emerging from Standedge Tunnel July 29th 23rd 1978.
Photograph courtesy J Davenport.
It August 9th 1980 with 40036 and its train at Diggle, the train is on the Down Main at Diggle's section signal, and is a few yards off entering the tunnel, heading towards Marsden, the track to the left is the 'down goods'. The location of the bridge in the background was the entrance to Diggle Station. When the drivers taught us the road, after entering Diggle tunnel there was a 'distant' colour light for Marsden, but on exiting the tunnel there was a severe 45mph curve, the marker for which was the canal bridge which obviously you couldn't see, but you could hear the 'hollow' noise as you crossed the bridge, this was the sign to apply the brakes, there was a restriction of 60mph in the tunnel. Photograph courtesy Barrie Watkins.

Standedge Tunnel took the line under the Pennines, once clear of this the line had a fairly straight run into the Yorkshire mill towns, with Huddersfield being the first major city reached.

In the tunnel itself between the old and new tunnels is a messroom built out of solid stone, a bit like a cave. Talking of tunnels, we once went out to Morley to relieve a ballast train at Morley Station, on arrival at one in the morning there was nothing about, so my driver went to speak with the Morley signalman. He told us, 'Oh, it's in the tunnel', so the guard, driver and yours truly began the long trek through the tunnel, my mate told me about the rats in here and they were the biggest I've ever seen, we walked for about two hours and on coming out of the tunnel there was still nothing, so we kept on, eventually you came to Howley Park where we could hear the sounds of the ballast trains. After passing Howley, we came to Batley, well, just south of Lady Anne Crossing and there it was, after two and a half hours walk! After an exchange of words with the other crew we waved them goodbye, yes they had to walk back to Morley!

Damp rails flex under the weight of 45133 as it approaches Standedge Tunnel - although the date is not known it sure looks like a damp, overcast winter's day.
Photograph courtesy E A Wood.
Its August 28th 1982 as 40121 passes through Marsden with the 07.52 (SO) Leeds -Llandudno. This is the last summer in service for 40121, it will be withdrawn from Longsight during March 1983. The familiar bus shelters visible on both platforms date from late 1970 when the original station buildings were demolished.
Photograph courtesy Peter Ryan.

In the view above the train is going through platform 2 (platform 1 to the left, platform 3 to the right) on the 'Up Line' heading towards Diggle or Standedge Tunnel. At this point the train should be braking for the 45mph required to enter the tunnel. The signalbox and all the semaphores have now gone. I once got stopped here with an express at his home signal (just about visible above the first coach) and nothing happened for a couple of minutes. Eventually it was neccessary to leave the cab and visit the signalbox. On entering the box, there were about 10-15 people and a couple of dogs present. They must have been on a shoot, I asked which one was the signalman and he appeared from behind part of the group, after explaining who I was we were soon back on our way. Possibly the group in the box must have been sorting the day's shoot with the signalman.

25278 eastbound with an engineers train at Marsden on July 31st 1986.
Photograph courtesy Mike Jones.
Marsden May 21st 1985, a Class 141 awaits departure towards Huddersfield. Marsden was the first station reached after passing through Standedge Tunnel.
Photograph courtesy Michael Kaye.

Behind the cab of the Class 141's were two rows of benches, under one of which was the coupling which was needed if the unit failed and required towing by another unit. On one late evening service one of the benches was occupied by a young man and his girlfriend. In showing off to the girlfriend he picked up the heavy coupling, the whole scene being visible in the reflection in the cab windows. Giving the unit a bit of throttle as we crossed a set of points caused the unit to rock quite a bit due to its single axles. The instability caused the young man to lose his grip on the heavy coupling, no lasting injury was caused, but the swearing and ensuing rain dance suggested the coupling would definately leave some good bruises somewhere!

The route indicator signals platform one at Huddersfield as a Manchester bound service crosses Hillhouses Viaduct on May 21st 1985.
Photograph courtesy Michael Kaye.

On a hot summers afternoon a Healey Mills crew had been shunting the colliery yard at Clayton West, once the job was finished they departed the yard with the customary brake van at each end of the train and made their way to Healey Mills. Passing through Huddersfield they were stopped at Hillhouses, the secondman going to the phone to contact the signalman. The signalman notified the secondman to go back to his guard and tell him to get into the brakevan. On walking back to the rear brakevan he found the guard sat on a deckchair reading his paper on the concrete bit of the brakevan!

Heaton Lodge Jct (LNW) looking towards Huddersfield on ex LNW metals - in the background can be seen an overbridge, the site of Bradley Junction, with a line going of to Brighouse.
Photograph courtesy Michael Kaye.

After crossing under the Brighouse - Mirfield ex L & Y route the Trans-Pennine services make use of a 1960's built connection by BR to bring the route off the LNW metals and briefly onto L & Y metals for the run past Mirfield to the aptly named LNW Jct to take the route through Dewsbury and Morley towards Leeds.

On one departure from Leeds with a Class 156 bound for Manchester Piccadilly the internal driver's door flew open and this man comes in swearing and carrying on about the train not stopping at Littleborough (on the Rochdale - Hebden Bridge line). After a polite dressing down to the passenger to get him to calm down, I asked what train did you ask for? He replied 'The Manchester train', with my response being that this was the Manchester train. 'I know' he says 'but it doesn't stop at Littleborough'. OK, 'So why didn't you ask for the Littleborough train'? The passenger's reply 'I'll sit in the train until Manchester and then get one back to Littleborough!'

May 21st 1985 heading westwards approaching Heaton Lodge Jct (L&Y) with the route indicator set for the line to Huddersfield. The tracks in view are all former L&Y metals, the line to the right was added in the 1960's by BR to connect with the former LNW line that ran west to Huddersfield.
Photograph courtesy Michael Kaye.
An unidentified Class 46 working either the 1M62 or 1M67, the 1M62 (Sundays Excepted) is the 08.42 Newcastle - Liverpool Lime Street, whilst the 1M67 is the 09.50 (09.30 Sundays) Newcastle - Liverpool Lime Street, which has just passed Mirfield station on the 'Up Fast', the location is actually at Sutcliffe Malt Sidings, en route to Heaton Lodge Junction. The unusual colour lights were the only ones of this type located on BR...
Photograph courtesy John Wraithmell.
Looking westwards a dmu's heads towards Leeds, the remains of Mirfield shed are behind the cameraman to the right, March 1987. Heaton Lodge (L&Y) Jct is just visible in the background.
Photograph courtesy Michael Kaye.
Two dmu's pass the remains of Mirfield shed, March 1987.
Photograph courtesy Michael Kaye.

During August 1975 we went to Manchester Victoria to work a special that had come from Wales and was heading back to Leeds. The train arrived with 45003 and it was with a club outing. We were due to stop at Stalybridge, Huddersfield, Mirfield, Dewsbury, Batley & Leeds. Manchester Victoria had been left on time but on reaching Huddersfield the station time there put us five minutes down. By the time we arrived at Dewsbury the lost time had been made up, because, the station staff informed us we had missed the stop at Mirfield! 'Yes I know' fires back my driver 'we were five minutes late leaving Huddersfield, so we missed Mirfield to arrive here now on time! The station guy walked away in disbelief, and yes we had completely forgotten about the Mirfield stop!

An unidentified Class 46 is in charge of the 1N77 09.00 (09.05 on Sundays) Liverpool Lime Street - Newcastle, on the 'down road' heading towards Dewsbury, and is about to go over the L&Y line from Thornhill - Low Moor, in the background are Ravensthorpe cooling towards, just beyond the colour light on the 'up road' is Raventhorpe Station, if the train was on time the photograph will have been taken at 10.43. Photograph dated from 1963. Photograph courtesy John Wraithmell.
25153 & 25221 approach Dewsbury station whilst in charge of the 1M71 Saturday's Only 09.00 York - Llandudno Town on August 14th 1982. Just to the right of the first coach is the telephone to talk to the signalman at Batley (see notes below). It looks like some enthusiasts in the first coach are enjoying this pair of Class 25's, one wonders where York might have got them from.
Photograph courtesy P Ryan.

To get to Manchester Victoria to work back with the newspaper trains we normally worked a passenger DMU via Bradford Interchange or the odd Trans Pennine unit via Huddersfield, we used to work the 1E26 which was 02.15 from Manchester Victoria to Leeds, first stop was Huddersfield, arrival at 02.51 and a swift departure at 02.55, as soon as we arrived at Huddersfield (Platform 4) the papers were just being thrown out onto the platform, it was an incredible hive of activity. After departure the next stop was Dewsbury, (arrival at 03.06) dropping the guard off at the telelphone and ground frame (in the picture above) we would then 'draw forward' with handsignals from the guard, eventually stopping us over the ground frame 'main to main' cross over, then reverse the train into Platform one at Dewsbury. The reversal made it easier to get the papers off the station, otherwise the paper crews would have to carry them over the footbridge (the lift hasn't worked for years)!

Departure at Dewsbury being 03.23, again a hive of activity here with papers just being thrown onto the platform, arrival at Leeds 03.42. We also had another job (or two) where again we would work a DMU via Bradford or Huddersfield to Manchester Victoria, on arrival at Manchester, you would then get the 'van' to Newton Heath depot, pick up the locomotive there and take it down to Red Bank sidings (sometimes a Class 50 would be in the sidings with you). You would couple to a train and take it down to Manchester Victoria and into platform 11. Here whilst the locomotive was being uncoupled, the train would 'split' and make two trains, the first departure was at 00.17 (1E02) which went to Newcastle (we were relieved at Leeds by York men). The second departure was 00.30 (1E04) which went to York and again we were relieved by York men (these trains didn't stop at Dewsbury).

The first time I ever got one of these jobs, the driver didn't turn up (Alfie Harrison, he was always late) and I had to go to Manchester on the cushions, it was like going to the other end of the world, I don't know who worked the train forward from Leeds, at Manchester I went to see the foreman and told him about my Driver....Answer was, don't worry son, he's coming on the next train!

Approaching Batley Station on the 'down' line - towards Leeds. These are former LNW metals, the GN was once on the right, seen here November 1987. Up ahead is Morley Tunnel.
Photograph courtesy Michael Kaye.
Batley Box and Lady Anne Crossing, November 1987. The line which used to cross here is the former GN line between Batley (GN) and Howden Clough. The original signal box at this site was replaced by the present one, which was lowered down from the GN route!
Photograph courtesy Michael Kaye.
Manchester bound 45118 is about to roar through Morley station, April 1987.
Photograph courtesy Michael Kaye.
47288 kicks up loose snow on February 2nd 1979 as it heads east with a light load of eight coaches through the curves at Morley. At this time much of the country had received a good sized snowfall, but not enough in the Leeds area to cause interuptions to traffic.
Photograph courtesy Paul Corrie.
In contrast to the wintry view above a pair of unidentified Class 25's pass through Morley heading eastwards with an unknown working, October 3rd 1980.
Photograph courtesy Paul Corrie.

Once clear of Morley Tunnel it was a short ride down to the city of Leeds with its onetime multitude of routes, which are now but a shadow of former times.

Holbeck Junction looking east towards Leeds, the junction would shortly be taken out.
Photograph courtesy Michael Kaye.
Holbeck Junction from the other side (now looking westwards), with a Class 47 in the background assisting in the engineering work involved in the removal of the junction, June 15th 1986. The left hand route was once the route to Manchester.
Photograph courtesy Michael Kaye.

Michael knew the familiar Class 08 shunters as 'pilots' or '350's' (because of their horsepower), and well remembers their ability to 'tilt' back and forth when running at any speed. One morning at Holbeck we had to take three of our 350's to Bradford Hammerton Street and 'swap' them over for three of their 350's. Officially they only only did 15 m.p.h., but with care you could get another 5 m.p.h. out of them. On this particular morning we were heading back to Holbeck with the 350's, my mate was making a point to finish, we had about 5 hours in, but on the approach to Holbeck West junction (where the Huddersfield and Doncaster Lines join), there was such a bang, with me holding on tight whilst my mate hit the brakes. It seemed like an eternity before we stopped, on inspection it was found that a coupling rod was bent! My mate had let them run a little bit too fast on the downhill grade. So we got onto the phone with the signalman which resulted in us stopping the railway to Bradford until Holbeck could send a light locomotive with fitters to reach us. The fitters 'uncoupled' the rod and coupled the locomotive, a Class 31, to the three Class 08's and towed us back to Holbeck, which was now taking up much of the morning and created a lot of hassle for the commuters who were just trying to go to work. Instead of us finishing our shift in 5 hours, we made 12 hours......lesson, never ever rush things!

Leeds City West July 10th 1986.
Photograph courtesy Michael Kaye.
Leeds City West April 4th 1988. Almost two years have gone by since the photograph above, and change seems everywhere, although the expanded station platforms and the arrival of electrification are the most prominent. This is an arriving service from Manchester on 'C' line. The location of the shunter on the left is now a carpark.
Photograph courtesy Michael Kaye.
A step back in time to about 1971 at the west end of Leeds City with 5176 working the 1L69 - one of several York - Bradford Exchange workings, normally operated by a multiple unit.
Photograph courtesy E A Wood.
BR blue & yellow at its finest, a Newcastle - Liverpool service during the summer of 1979 with an unidentified Class 47/4 in charge as it waits for time at platform 12.
Photograph courtesy Paul Corrie.

Changes

Three views of the west end of Leeds station, taken in 1963, 1987 and 2006, all from about the same location.

The first view depicts D133 on May 27, 1963. The paper sticker headcode indicates this is a service to St Pancras. Research indicates the 1M24 headcode applies to a Sunday Leeds - St Pancras service. The stock had arrived as the 11.15 ex Bradford Forster Square, in this case D133 has come up from Holbeck to take the service on to London, departing 11.48. Note the locomotive still carries the old style tail lamp, suggesting the Peak has only just arrived from Holbeck. The second view showing the HST is from June 1987 and the third view is from December 6th 2006 showing the changes made because of the electrification.

The platforms occupied in the first view by the Black Five and the Peak were bays with a center road to allow release of incoming locomotives. The left platform was originally No.3, then renumbered in 1952 to No.9, then to No.5 in 1963, at that time it was made into a through platform. In 2000 this platform was renumbered to No.8!

The platform occupied by D133 follows a similar renumbering to that occupied by the Black Five, it was originally No.4, then No.10 (1952), then No.7 (1963), then back to No.10 in 2000!

47971 and Test train at Leeds PCD during July 1997, believed to be the last train to use the PCD. The platform on the left was originally platform 7 when used by Leeds Wellington Street. When changed to Leeds PCD it became number 1, but only used for parcels traffic. When Leeds station was totally altered in 2000 platform 1 at the PCD became platform 1 at Leeds City, where the train is became platform 2 and the photographer would now be on platform 3.
Photograph courtesy Michael Kaye.

Page added July 29th 2006
Last updated October 14th 2011

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