View allAll Photos Tagged Mytholmroyd
47621 "Royal County of Berkshire" passes Mytholmroyd with the diverted 1M65 10:00 Newcastle to Liverpool. 18/10/87. Another gloomy Sunday!
The late running 13.27 Drax to Liverpool freight is seen here running into Mytholmroyd in the Calder Valley behind a Class 66 GB Railfreight locomotive, No., 66737 'Lesia'. I wonder who Lesia is?
Spectators sitting in the sunshine at The Astleys, on a hill above Sowerby Bridge, watching a competitive 1st XI league cricket game and enjoying meeting up again after lockdown. The home team's 1st XI batting against Mytholmroyd CC.
2002 Mercedes Benz Sprinter 311 Cdi Mwb
The company stretches its roots back to around 1889 (exact date not known). Its name was chosen ''Royd Ices'' due to the establishment of the premises being in Mytholmroyd, known in short by locals as “Royd”, hence the name.
Starting off in a small premises as manufactures/retailers, the selling was done with the aid of horse and cart, later adding tricycles. The local streets of Mytholmroyd and Hebden Bridge, including a couple of pitches, is where it all began.
47207 passes Mytholmroyd with 7E34 11:01 Ashton to Lindsey "Total" tanks. 29/5/87. Class 47s were fairly uncommon on this train - Class 31s were far more usual.
31456 approaches Mytholmroyd with a short train of spent rail. 1st February 1989. Note the brake van at the rear. Not a common sight even then.
Between Mytholmroyd and Luddendenfoot, a Class 195 on a Blackpool to York service passes at speed on a very pleasant January day.
A two-car Class 110 "Calder Valley Unit" leaves Mytholmroyd with a Manchester Victoria to York service. 8th May 1987. The signal box visible to the left of the photo had been disused for more or less exactly two years by this time, but wasn't to be demolished for another couple of years. The new station hadn't even been thought of when I took this shot - let alone the forest that's there now!
56132 "Fina Energy" heads east at Mytholmroyd with 6Z57 Ellesmere Port to Blyth empty "Cawoods". 23/10/87. I assume this was an out of course working, hence the "Z" headcode. Eastbound Cawoods weren't ultra common in daylight.
A Class 158 three-car unit enters Mytholmroyd station, West Yorkshire, with a Manchester Victoria train just before 7 p.m. on 20 April 2016.
Looking out from Brearley Upper Lock on the Rochdale Canal in Mytholmroyd, Calderdale, West Yorkshire.
The Rochdale is a broad canal because its locks are wide enough to allow vessels of 14 feet width. The canal runs for 32 miles (51 km) across the Pennines from the Bridgewater Canal at Castlefield Basin in Manchester to join the Calder and Hebble Navigation at Sowerby Bridge in West Yorkshire. As built, the canal had 92 locks. Whilst the traditional lock numbering has been retained on all restored locks, and on the relocated locks, the canal now has 91. Locks 3 and 4 have been replaced with a single deep lock, Tuel Lane Lock, which is numbered 3/4.
The Rochdale Canal was conceived in 1776, when a group of 48 men from Rochdale raised £237 and commissioned James Brindley to conduct a survey of possible routes between Sowerby Bridge and Manchester. Brindley proposed a route similar to the one built, and another more expensive route via Bury. Further progress was not made until 1791, when John Rennie was asked to make a new survey in June, and two months later to make surveys for branches to Rochdale, Oldham and to a limeworks near Todmorden. Rennie at the time had no experience of building canals.
The promoters, unsure as to whether to build a wide or a narrow canal, postponed the decision until an Act of Parliament had been obtained. The first attempt to obtain an act was made in 1792, but was opposed by mill owners, concerned about water supply. Rennie proposed using steam pumping engines, three in Yorkshire, eight in Lancashire, and one on the Burnley Branch, but the mill owners argued that 59 mills would be affected by the scheme, resulting in unemployment, and the bill was defeated. In September 1792, William Crosley and John Longbotham surveyed the area in an attempt to find locations for reservoirs which would not affect water supplies to the mills. A second bill was presented to Parliament, for a canal which would have a 3,000-yard (2,700 m) tunnel and 11 reservoirs. Again the bill was defeated, this time by one vote. The promoters, in an attempt to understand the mill owners' position, asked William Jessop to survey the parts of the proposed canal that were causing most concern. Jessop gave evidence to the Parliamentary committee, and on 4 April 1794 an act was obtained which created the Rochdale Canal Company and authorised construction.
Rennie's estimated cost in the second bill was £291,000, and the company was empowered to raise the money by issuing shares, with powers to raise a further £100,000 if required. The estimate was for a narrow canal, whereas the act authorised a broad canal, and so the capital was never going to be adequate. The summit tunnel was abandoned in favour of 14 additional locks saving £20,000. Jessop proposed constructing each lock with a drop of 10 feet (3.0 m), resulting in efficient use of water and the need to manufacture only one size of lock gate.
The canal opened in stages as sections were completed, with the Rochdale Branch the first in 1798 and further sections in 1799. The bottom nine locks opened in 1800 and boats using the Ashton Canal could reach Manchester. Officially, the canal opened in 1804, but construction work continued for more three years. A 1.5-mile (2.4 km) branch from Heywood to Castleton opened in 1834.
Apart from a short profitable section in Manchester linking the Bridgewater and Ashton Canals, most of the length was closed in 1952 when an act of parliament was obtained to ban public navigation. The last complete journey had taken place in 1937, and by the mid 1960s the remainder was almost unusable. Construction of the M62 motorway in the late 1960s took no account of the canal, cutting it in two.
When an Act of Parliament was sought in 1965, to authorise the abandonment of the canal, the Inland Waterways Association petitioned against it, and when it was finally passed, it contained a clause that ensured the owners would maintain it until the adjacent Ashton Canal was abandoned. Discussion of the relative merits of restoring the canal or the Huddersfield Narrow Canal in 1973 led the formation of societies to promote both schemes in 1974. The Rochdale Canal Society wanted to see the canal fully re-opened, as part of a proposed Pennine Park
The Rochdale Canal Society worked hard both to protect the line of the canal and to begin the process of refurbishing it. A new organisational structure was created in 1984, with the formation of the Rochdale Canal Trust Ltd, who leased the canal from the owning company. The MSC-funded restoration was approaching Sowerby Bridge, where planners were proposing a tunnel and deep lock to negotiate a difficult road junction at Tuel Lane, so that a connection could be made with the Calder and Hebble Navigation. The entire eastern section from Sowerby Bridge to the summit at Longlees was open by 1990, although it remained isolated from the canal network.
In 1997, the Rochdale Canal Trust was restructured, in response to announcements that there might be large grants available as part of the millennium celebrations. The canal was still at this point owned by a private company, and the Millennium Commission would not make grants to a scheme which was for private profit, rather than public benefit. The restructuring would allow the Trust to take over responsibility for the canal from the Rochdale Canal Company. However, the plan was rejected by the Commission, and in order to access the grant of £11.3 million, the Waterways Trust took over ownership of the canal. As restoration proceeded, boats could travel further and further west, and the restoration of the sections through Failsworth and Ancoats were a significant part of the re-development of the north Manchester districts. The restored sections joined up with the section in Manchester below the Ashton Canal junction, which had never been closed, and on 1 July 2002 the canal was open for navigation along its entire length.
The Rochdale Canal outside Mytholmroyd, Calderdale, West Yorkshire.
The Rochdale is a broad canal because its locks are wide enough to allow vessels of 14 feet width. The canal runs for 32 miles (51 km) across the Pennines from the Bridgewater Canal at Castlefield Basin in Manchester to join the Calder and Hebble Navigation at Sowerby Bridge in West Yorkshire. As built, the canal had 92 locks. Whilst the traditional lock numbering has been retained on all restored locks, and on the relocated locks, the canal now has 91. Locks 3 and 4 have been replaced with a single deep lock, Tuel Lane Lock, which is numbered 3/4.
The Rochdale Canal was conceived in 1776, when a group of 48 men from Rochdale raised £237 and commissioned James Brindley to conduct a survey of possible routes between Sowerby Bridge and Manchester. Brindley proposed a route similar to the one built, and another more expensive route via Bury. Further progress was not made until 1791, when John Rennie was asked to make a new survey in June, and two months later to make surveys for branches to Rochdale, Oldham and to a limeworks near Todmorden. Rennie at the time had no experience of building canals.
The promoters, unsure as to whether to build a wide or a narrow canal, postponed the decision until an Act of Parliament had been obtained. The first attempt to obtain an act was made in 1792, but was opposed by mill owners, concerned about water supply. Rennie proposed using steam pumping engines, three in Yorkshire, eight in Lancashire, and one on the Burnley Branch, but the mill owners argued that 59 mills would be affected by the scheme, resulting in unemployment, and the bill was defeated. In September 1792, William Crosley and John Longbotham surveyed the area in an attempt to find locations for reservoirs which would not affect water supplies to the mills. A second bill was presented to Parliament, for a canal which would have a 3,000-yard (2,700 m) tunnel and 11 reservoirs. Again the bill was defeated, this time by one vote. The promoters, in an attempt to understand the mill owners' position, asked William Jessop to survey the parts of the proposed canal that were causing most concern. Jessop gave evidence to the Parliamentary committee, and on 4 April 1794 an act was obtained which created the Rochdale Canal Company and authorised construction.
Rennie's estimated cost in the second bill was £291,000, and the company was empowered to raise the money by issuing shares, with powers to raise a further £100,000 if required. The estimate was for a narrow canal, whereas the act authorised a broad canal, and so the capital was never going to be adequate. The summit tunnel was abandoned in favour of 14 additional locks saving £20,000. Jessop proposed constructing each lock with a drop of 10 feet (3.0 m), resulting in efficient use of water and the need to manufacture only one size of lock gate.
The canal opened in stages as sections were completed, with the Rochdale Branch the first in 1798 and further sections in 1799. The bottom nine locks opened in 1800 and boats using the Ashton Canal could reach Manchester. Officially, the canal opened in 1804, but construction work continued for more three years. A 1.5-mile (2.4 km) branch from Heywood to Castleton opened in 1834.
Apart from a short profitable section in Manchester linking the Bridgewater and Ashton Canals, most of the length was closed in 1952 when an act of parliament was obtained to ban public navigation. The last complete journey had taken place in 1937, and by the mid 1960s the remainder was almost unusable. Construction of the M62 motorway in the late 1960s took no account of the canal, cutting it in two.
When an Act of Parliament was sought in 1965, to authorise the abandonment of the canal, the Inland Waterways Association petitioned against it, and when it was finally passed, it contained a clause that ensured the owners would maintain it until the adjacent Ashton Canal was abandoned. Discussion of the relative merits of restoring the canal or the Huddersfield Narrow Canal in 1973 led the formation of societies to promote both schemes in 1974. The Rochdale Canal Society wanted to see the canal fully re-opened, as part of a proposed Pennine Park
The Rochdale Canal Society worked hard both to protect the line of the canal and to begin the process of refurbishing it. A new organisational structure was created in 1984, with the formation of the Rochdale Canal Trust Ltd, who leased the canal from the owning company. The MSC-funded restoration was approaching Sowerby Bridge, where planners were proposing a tunnel and deep lock to negotiate a difficult road junction at Tuel Lane, so that a connection could be made with the Calder and Hebble Navigation. The entire eastern section from Sowerby Bridge to the summit at Longlees was open by 1990, although it remained isolated from the canal network.
In 1997, the Rochdale Canal Trust was restructured, in response to announcements that there might be large grants available as part of the millennium celebrations. The canal was still at this point owned by a private company, and the Millennium Commission would not make grants to a scheme which was for private profit, rather than public benefit. The restructuring would allow the Trust to take over responsibility for the canal from the Rochdale Canal Company. However, the plan was rejected by the Commission, and in order to access the grant of £11.3 million, the Waterways Trust took over ownership of the canal. As restoration proceeded, boats could travel further and further west, and the restoration of the sections through Failsworth and Ancoats were a significant part of the re-development of the north Manchester districts. The restored sections joined up with the section in Manchester below the Ashton Canal junction, which had never been closed, and on 1 July 2002 the canal was open for navigation along its entire length.
A freight from Hunslet Yard, Leeds to Fiddlers Ferry Power Station approached Mytholmroyd in the mist and gloom behind Freightliner Class 66 No. 66620 on 19 January 2017.
Running through Mytholmroyd in a very chilly and autumnal Calder Valley is a biomass train headed by an ex-Colas Class 60, No. 60085 'Adept.'.
Who knows the stories these old rails could tell? At Mytholmroyd station today, builders repairing the old canopy have dug down into the footings (the canopy was leaning towards the tracks - not a good thing) and found solid concrete plus some old rails for support, all dating back 130 years. The rails were old sections cut to size and then concreted in. 'We nearly broke our equipment on the concrete,' one of the men told me. 'They knew a thing or two about building to last in those days.'
A Class 104 passes the old milk depot at Mytholmroyd with a Leeds to Blackpool North service in February 1987. Another photo of Geoff's which I thought was interesting, as it shows the signal post which was taken down later that year. At this time the former milk depot across the tracks had been disused for several years and it was later demolished. The land then stood idle for many years until Mytholmroyd station car park was extended to well past where the rear of the DMU is in the photo. The view from where Geoff was standing is now a tree-lined tunnel, so this photo is totally historic.
Passing over the bridge across the Cragg road in Mytholmroyd is Not. 158816 on 16 December 2016. These units will probably continue to run these services for several more years before new stock is introduced. Northern has 45 units of two and three car varieties. They are about 25 years old.
37513 is seen approaching Mytholmroyd with 6E41 Blackburn to Lackenby. 1st February 1989. This train was one of the few freight workings to traverse the Copy Pit route at the time.
56084 thunders through Mytholmroyd with 7M49 11:18 Doncaster Down Decoy to Fiddlers Ferry. 31st October 1989. I can still remember how the ground used to shake and the whole valley reverberated to the sound of these awesome machines as they clawed their way towards the summit of the climb over the Pennines.
Class 56 No.56074 Kellingley Colliery powers 7M13 10.09 Healey Mills to Fiddlers Ferry through Mytholmroyd on 5-9-86.
The former Gloucester Class 100 set, known as the "Stourton Saloon" heads west at Mytholmroyd on a "dreich" Saturday morning while working 1Z25 08:53 from York to Carlisle via the Calder Valley and Copy Pit. 14/9/85. The cars were formerly numbered Sc56300 and Sc51122 but had been re-numbered into a departmental sequence in 1978 (ADB975637 & ADB975664) when the unit was taken into service as the Eastern Region General Managers Saloon. The unit was quite well-known at the time, but whether we knew in advance that it was coming on this particular morning, I can't remember. It was nice to photograph it at any rate. I took a colour slide of it approaching, but the weather was so crap, I think I binned it.