View allAll Photos Tagged Mytholmroyd
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.
6M54 Leeds to Stanlow was being triple-headed as it passed Mytholmroyd on the 10th April 1993. The leading loco was 37421. Mick didn't catch the IDs of the other two 37s, probably because he was in shock!
Racing through Mytholmroyd non-stop through the gloom is No. 158 843 on its way to Blackpool North on 9 January 2017.
A train for Leeds enters Mytholmroyd on 11 December 2018. At this end of the station, you can see where the old platforms once crossed the bridge. Too narrow for current use, these have long been closed and last week new extensions to the platforms were opened at the other end. On the right, the old three-storey Lancashire and Yorkshire station building is being restored.
A Class 101 DMU passes Hawksclough, near Mytholmroyd on the 28th March 1987. The centre car is from a Class 108.
37899 growls up the Calder Valley at Mytholmroyd with 6M21 Lynemouth to Ellesmere Port. 13/11/89. The loco was a very unusual visitor to the Calder Valley line, as it was used almost exclusively in South Wales at the time I took this shot. The "Cawoods" was usually hauled by a Class 56, but for a period these "heavyweight" 37s seemed to be regular performers.
No. 193003 is leaving for Bradford and Leeds while a three car 195/1 unit heads towards the camera on a non-stop service at Mytholmroyd in the Calder Valley.
The imposing sight of Wainhouse Tower in Halifax, a couple of miles away, dominates the view as a Sowerby Bridge Church Institute batsman gets aggressive against a Mytholmroyd CC spinner at The Astleys. The home team made 205-6 and eventually won by 10 runs.
Sprinter No 150113 comes under the old canopy at Mytholmroyd with a service for Leeds on March 4 2016.
Artwork alongside 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 Upper Calder Valley lies in West Yorkshire, in northern England, and covers the towns of Todmorden, Hebden Bridge, Mytholmroyd, Luddendenfoot, and Sowerby Bridge, as well as a number of smaller settlements such as Portsmouth, Cornholme, Walsden, and Eastwood. The valley is the upper valley of the River Calder. Major tributaries of the Upper Calder include the Walsden Water, which flows through the large village of Walsden to join the Calder at Todmorden; the Hebden Water, which flows through Hebden Dale to join the Calder at Hebden Bridge; Cragg Brook, which flows through Cragg Vale to join the Calder at Mytholmroyd, and the largest, the River Ryburn, which joins the Calder at Sowerby Bridge.
The Upper Calder Valley falls entirely within the much larger metropolitan district of Calderdale. The towns of the Upper Calder are situated linearly along the valley, which cuts through the eastern slopes of the Pennines from Portsmouth in the west to Sowerby Bridge, a market town on the outskirts of Halifax, in the east." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
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She is passing through Mytholmroyd in the Calder Valley with eastbound biomass while Class 195 No. 195116 prepares to leave for Manchester Victoria. She still carries her old Colas livery.
So I heard about this purely by chance as a rumor, a mill that still housed it's steam engine, quite a rarity these days as mills have a tendency to be stripped sadly... Anyway I set off on my mission to locate the mill, gain entry and find the engine!
The Mill in question however was preserved as a museum hence the excellent quality of the engine, had it been stood here derelict since end of operations here at the mill, it may have looked a little more rusted and dilapidated than this... On site security have also managed to keep away vandals and kids meaning the mill is pretty much graffiti free, lets hope it stays that way! The machine is a Wortley Top Forge Engine and was originally from Wragg's Loxley Fireclay Works.
2021 Update: Makes me wonder now after the fire a few years back just what exactly ended up to this lovely little engine? Did it survive? Was it rescued from the wreckage? Was it scrapped (my presumption)?
This 153 unit is at the rear of the 19.15 from Mytholmroyd to Leeds. Where I am standing there was once a large signal box controlling an extensive goods yard to the left of the train. The leading unit is 155 345.
= In later years one of who's two Daughters folowed in Her Fathers footsteps by Photographing HRH Prince Charles when He opened the Marina at "Hebden Bridge".
= Spot the many changes that have taken place since Mr. Stanley Ingle took this photograph from His lofty vantage point outside the Mount Skip Inn (now a Guest House) with splendid open views over the upper Calder Valley with very extensive valley and moorland views -and also located next to the "Hebden Bridge Golf Course" which also carries the name "Mount Skip" and has all its greens with the type of view depicted above !!! !!! !!!
155346 slows for the Mytholmroyd stop while working 2M04 18:23 York to Liverpool Lime Street. 19/6/89. I'm aware the destination blind in the 155 says its going to Preston, but I can only go off Michael's notes.
56108 is seen from Scout End, above Mytholmroyd, as it heads east with 6E80 Preston to Healey Mills Speedlink Coal. 1/2/89.