View allAll Photos Tagged Mytholmroyd
158910 is about to set out from Mytholmroyd while forming the 17:17 Liverpool Lime Street to York service. 8/4/92. I love the pink-ish evening light that Michael has captured this unit in.
47233 "Strombidae" bowls 6E18 Stanlow to Jarrow through Mytholmroyd "Old" Station. 9th February 1989.
The only new liveried Class 158 (158752) prepares to leave Mytholmroyd today for Manchester Victoria while sister d.m.u No. 158 757 arrives with a service for Leeds. Both trains are due to leave the station at 11.14.
Work on restoring the old Lancashire and Yorkshire Railway building proceeds as a train formed of an ex-First Great Western Sprinter, No. 150106 and a 156 arrives. It is an amazing transformation for Mytholmroyd, on the Calder Valley line, which 30 years ago was threatened with closure and was a derelict and (at night) dangerous place to be. It now sees 170,000 passengers a year. The station was opened in 1847 and once boasted a busy freight yard and two signal boxes. The section of platforms on the bridge are now deemed too narrow for safe use.
A three car Class 110 DMU passes Hawksclough, Mytholmroyd with a Manchester to York train on the 28th March 1987. The train is just accelerating away from Hebden Bridge station which can just be made out in the background.
Grade II listed historic house constructed in 1878.
"Mytholmroyd (pronounced /ˈmaɪðəmrɔɪd/) is a large village in the Upper Calder Valley in West Yorkshire, England, 2 miles (3 km) east of Hebden Bridge. It lies 10 miles (16 km) east of Burnley and 7 miles (11 km) west of Halifax. The village is in the Luddendenfoot Ward of Calderdale Council and forms part of the Hebden Royd parish.
Mytholmroyd now is a designated conservation area, with more than 21 listed buildings in the centre alone. The village is located approximately 1 mile (1.6 km) from the centre of Hebden Bridge, and is often known to locals as 'Royd'. The population is roughly 4,000. The village holds markets, performances at the St. Michael's Enterprise Centre, antique shows and fairs, together with events at the sports and leisure centre and at the Ted Hughes Theatre. Mytholmroyd has business parks and a high street in the centre with mainly independent shops including a post office, hardware shop, travel centre, launderette, hair salons and takeaways. There are also many eating venues including Aux Delices Bistro & Wine Bar, the Blue Teapot bistro, Riverside Cafe, the Shoulder of Mutton and more. There is a medical complex including a dental practice, pharmacy, and GP.
The village is currently (2017/18) under development with the Environment Agency's Mytholmroyd Flood Alleviation Scheme. This includes raising the height of flood walls on the banks of the River Calder and Cragg Brook, as well as demolishing homes and businesses on the Calder's banks to widen the river. The village's post office has been relocated to flood-proof premises, with other buildings being stabilised and strengthened. Caldene Bridge, upstream from County Bridge, is being demolished and relocated as well as the bridge at Greenhill Industrial Estate." - 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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47401 "North Eastern" passes through the original Mytholmroyd station with the diverted 1E27 13.50 Liverpool to Newcastle. 11th October 1987. A new station was built slightly further east a few years later, although the old buildings still exist and are just being refurbished as I write.
Stranding at Mytholmroyd with a Calder Valley service to Leeds. This is an ex-Scotrail unit still in its old livery.
Mytholmroyd CC's ground lies nesled in between the River Calder and the Rochdale Canal. I can only imagine it was very badlly affected by flooding last winter when parts of the local village weere devastated. It's a lovely green setting as this view looking towards the R. Calder shows.
It's been frustrating enough in 'CV-19 lockdown' being unable to get out and take photographs. This has been compounded by the fabulous weather during what should have been the start of a new cricket season. I've been spending a few hours putting together an album of photos from Yorkshire cricket grounds, including many shots which are not in my album 'I Don't Like Cricket'.
158758 passes Caldene, Mytholmroyd while working the 13:27 Liverpool Lime Street to York service. 10/4/93.
60044 leads the 6E32 Preston to Lindsey tanks away from Mytholmroyd in a break between heavy rain showers - 06/08/14.
Hardly a beauty contest. Heading to Leeds is the 14.14 from Mytholmroyd with a Sprinter and Pacer No. 142048 in charge. The same departure time, 14.14, sees a Sprinter unit No. 155345 waiting to head west to Manchester Victoria. This was one of those days when both left roughly on time, but often the Leeds train goes first (and early). The Pacers will be replaced by new Spanish-built units over the next three years, with the 153 single units also disappearing.
Viewed from a nearby hill called Scout End, 31225 heads east at Mytholmroyd with 7E34 11:00 Ashton to Lindsey. A Class 156, at that time the mainstay of passenger services in the Calder Valley, passes in the opposite direction bound for Manchester. 1st February 1989.
Heading towards Luddendenfoot in the Calder Valley is the 11.14 ex-Mytholmroyd to Leeds comprising an early Sprinter today.
The gardeners at Mytholmroyd station,. on the Calder Valley line, have been busy. Here a Class 158 unit arrives on a train for Leeds in the evening sunshine, glinting on the side of the train. 20 April 2016.
The home team's batsmen pictured blasting away against Sowerby St. Peters spinners on their way to a total of 277-7 in a Halifax Cricket League game.
It's been frustrating enough in 'CV-19 lockdown' being unable to get out and take photographs. This has been compounded by the fabulous weather during what should have been the start of a new cricket season. I've been spending a few hours putting together an album of photos from Yorkshire cricket grounds, including many shots which are not in my album 'I Don't Like Cricket'.
I found this shot very interesting as it's the first picture I've seen of one of Network Rail's side-tippler wagons in action. Mytholmroyd. 2/2/14. Photo Courtesy H Haigh.
47305 roars down the Calder Valley at Hawksclough between Hebden Bridge and Mytholmroyd with 6E31 10:26 Weaste to Port Clarence. 1st February 1989.
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.
A Class 108 and 104 pairing pass through Mytholmroyd while working 1E10 11:05 Preston to Leeds. 14/9/85. Note the by-then disused signal box standing prominently in the background. It had closed on the 12th May of that year and was demolished a couple of years later.
47119 powers west at Mytholmroyd with 6M54 10:15 Leeds to Stanlow empty tanks. 6/4/88. This loco was a very common sight in the Calder Valley at the time. It was withdrawn on 15/5/92.
Heading towards Mytholmroyd in the Calder Valley, Yorkshire is Class 158 No. 158906 heading for Leeds. Looking east or west from this bridge, the view is pretty much the same.
Approaching Falling Royd Bridge 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 London Midland & Scottish Railway ran the old Lancashire & Yorkshire Railway's Calder Valley lines until nationalisation in 1947 - and this is an old Edmondson's card ticket for a 3rd class journey between Luddendenfoot station (now closed) and Mytholmroyd (still open). Interestingly it is dated (1958) some ten years after the formation of BR so obviously still using old stocks up! I like this - not just because of the ephemeral qualities - but also these have to be amongst two of my favourite Pennine place names!
Luddendenfoot station has one claim to fame - Branwell Bronte, brother to the famous Bronte Sisters, was the railway clerk at the station in 1841, soon after it opened.