Eastwood Railway Station Remains

Eastwood Railway Station opened on the 1st January 1841 to serve the village of Eastwood between Hebden Bridge and Todmorden, West Yorkshire. The station used to have a signal box, level crossing, coal drops and goods passing loop around its site but these have all been removed over time. The access ramp from Burnley Road is still used by pedestrians but the former vehicle level crossing is now just a pedestrian crossing providing access to Eastwood Lane.

The station remained in use until competition from trams and buses caused reduced passenger numbers and closure came in December 1951, although some goods traffic continued until the early 1960's. The station buildings remained into the early 1970's when the closure of the signal box led to all the buildings being demolished and cleared.

These pictures were taken using a Nikon d3300 SLR on the 4 May 2022, there are a total of 6 pictures which can be seen below, they can also be seen on Clickasnap where they are full size, resolution and un-watermarked.

The remains of the former station buildings, the site was always tight on
space and the hillside was dug away to provide space for the buildings.
Its hard to imagine now that there were station buildings, a signal box, a
passing loop, coal delivery drops and 2 platforms all within this 
small area for a station.

The station access roads, these used to lead up to a level crossing that
past between the 2 stations platforms, these were staggered due to the
small area available. The only crossing now is for pedestrians.

Looking down the former access ramp and at the pedestrian crossing
that was once used by cars. This picture shows how tight the site
was to fit a station here.

Eastwood Lane runs above the station site, the road towards the
bottom left of the picture accesses the area around what was the station.

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The Rishworth Branch Line December 2013

 One of my favourite places to explore with my camera is the remains of the Rishworth Branch Line, a railway that connected the Ryburn Valley with the mainline at Sowerby Bridge. The line had stations and halts at Rishworth, Ripponden, Triangle and Watson's Crossing. Much of the line remains in tact with a number of Bridges still providing crossings over the former trackbed. The Scar Head Tunnel is still running underneath the Norland Hillside although inaccessible for people wanting to look inside, and the platform at Rishworth still remains although now covered by vegetation. The former pedestrian bridge, Ripponden Bank road bridge and wooden trellis bridge that connected Rishworth Station with the turnpike have all been removed since the line closed in addition to all the station buildings.

The Rishworth Branch line was opened as the first stage of a much bigger scheme to shorten the railway connection between Sowerby Bridge and Littleborough by approx 5 miles by tunnelling underneath the Pennines separating Lancashire and Yorkshire. This plan was abandoned when the company responsible ran in to a number of difficulties in completing the line to Rishworth.

The Lancashire and Yorkshire Railway line along the Ryburn Valley was authorised in 1865 and the line to Ripponden completed in 1878. This was extended to Rishworth in 1881 with stations opening there and in Triangle the same year. Upon completion the line was built to double track but for much of it's life only utilised one line with the 2nd track being used to store carriages.

At the turn of the 20th century motor railcars were introduced along the line and this led to a new halt opening at Watson's Crossing in 1907, this was probably the height of the lines usage as growing competition from trams and motor cars led to a decline in passenger numbers and this service was withdrawn on the 8th July 1929 with only goods traffic continuing. The line between Ripponden and Rishworth was closed in March 1952 due to engineering issues and completely on the 1st September 1958. Much of the former trackbed is now accessible for walkers, although some stretchers are in private ownership.

The pictures were taken on the 7th December 2013 with a Samsung Galaxy Tablet.

These first set of pictures were taken on the stretch of line from Scar Head Tunnel to the site of Triangle Station.

Scar Head Tunnel Portal

The former site of Triangle Station

The next selection of pictures were taken on the lines remains between Triangle Station and Ripponden Station.

The former Ripponden station used to sit at the top of the abutment.

The following pictures were taken on the line between the site of Ripponden Station and the Rishworth terminus. This section was the last to open in 1881 and also the first to fully close in 1953.

The former trackbed through this section was so wet on the day I was there it resembled a canal rather than the former trackbed of a railway.

The former Rishworth station platform still remained, although largely reclaimed by nature, when I visited it had been 60 years since it had seen a train and 84 since a passenger had waited on it stone concourse.

This was the entrance to Rishworth Station which was reached by a wooden trestle bridge, which constantly had issued regarding stability. The bridge was strengthened in the 1920's and was one of the reasons that led to the closure of Rishworth station in 1953 some 5 years before the rest of the line, when the bridge was demolished.

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Discover the Spen Valley Greenway. Low Moor to the M62.

Imagine a tranquil, traffic-free path winding through the heart of West Yorkshire, connecting Low Moor to Ravensthorpe. This is the Spen Valley Greenway, an 8-mile haven for cyclists and pedestrians, tracing the forgotten routes of the old Spen Valley Railway and Ravensthorpe Branch Lines.

Opened in 2000, just two years after Sustrans acquired the disused track bed, the Greenway isn't just a path; it's a living museum. As you journey through towns like Cleckheaton, Heckmondwike, and Liversedge, you'll discover more than just picturesque scenery. Keep an eye out for tell-tale railway signposts and unique ornamental benches – subtle nods to the line's industrial past. But the true gems are the scattered artworks that surprise and delight: spot Sally Matthews' charming flock of Swaledale sheep and the intriguing form of Trudi Entwistle's "Rotate."

One of the Greenway's greatest appeals is its accessibility. It's blissfully traffic-free and remarkably flat, with only gentle slopes to keep things interesting. And for those mid-journey refreshment breaks, convenience is key! You'll find a Tesco right alongside the former Cleckheaton Station site, and a Morrison's just a short walk from what was once Heckmondwike Station.

So, whether you're a keen cyclist, a leisurely stroller, or simply looking for a peaceful escape, the Spen Valley Greenway offers a unique blend of nature, history, and art.

The following is a short video I put together of the pictures I took along the line, it includes images of the station sites whilst still operational.

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From Rails to Trails: The Spen Valley Greenway's Storied Past

Before it became the beloved Spen Valley Greenway, a pleasant tarmacked route for cyclists and pedestrians, this peaceful stretch of land had a bustling past as the Mirfield and Low Moor Railway. This double-track line opened in two stages: first, from Low Moor to Mirfield on July 18, 1848, followed by the Ravensthorpe Branch, connecting Thornhill with Heckmondwike, on June 1, 1849.

At its peak, the line boasted eight stations. Along the main Mirfield route, travellers could alight at Low Moor, Cleckheaton Central, Liversedge Central, Heckmondwike Central, and then, after the split, Northorpe North Road and Mirfield. The Ravensthorpe Branch served Ravensthorpe Lower and Thornhill. The railway hummed with activity until passenger services were withdrawn in July 1965, with goods traffic finally ceasing in the late 1980s.

A Future on the Horizon? Reopening the Spen Valley Line

Today, whispers of the past are growing louder. Small but passionate campaigns are advocating for the reopening of the line, a seemingly straightforward, albeit potentially expensive, endeavour given that much of the track bed remains clear and undeveloped.

The argument for reinstatement is compelling: over 50,000 people reside along the Spen Valley route with limited access to rail services without lengthy commutes. Competing proposals envision both heavy rail and light rail solutions, each offering a different vision for reconnecting these communities. Could the former Mirfield and Low Moor Railway once again carry passengers, transforming the region's connectivity

The following pictures are taken on the route from Low Moor to the M62 Motorway Bridge at Chain Bar. They were taken on the 30th December 2019 with a Nikon d3300.

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The Ghost of the Halifax High Level Railway

Back in 2017, I shared some snapshots from a 2014 trek along the ghostly remains of the Halifax High Level Railway. For ages, I've yearned to retrace those steps, especially since my collection of historic photos – depicting the line in its operational glory or just after its demise – has grown significantly. My vision? To weave together a compelling "then and now" narrative. While COVID-19 unfortunately scuppered plans for an early 2020 re-walk, I couldn't wait to bring this forgotten route back to life. So, I stitched together a virtual journey on YouTube, guiding viewers along the tracks from its terminus at St. Paul's Station, King Cross, all the way to Shay Lane, Holmfield, where it once met the Queensbury line. It's a blend of those cherished old images and my own 2014 captures, presented in chronological order of the route itself.

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Conceived in the ambitious railway boom of 1884, the Halifax High Level Railway was destined for grandeur, envisioned as a vital artery connecting Queensbury to Huddersfield and beyond. Yet, like many grand designs, its reach far exceeded its grasp. The grand vision crumbled, leaving behind a mere three-mile spur that cautiously opened to Pellon Station in August 1890, extending to St. Paul's a month later.

Despite its initial promise, the line never truly captured the hearts of passengers. A paltry 1.3-mile journey to Halifax Old Station became an arduous, 30-minute ordeal, complete with a change at Holmfield. The arrival of trams at Pellon and King Cross by the turn of the century sealed the line's fate, siphoning away the few remaining passengers. A planned station at Wheatley, nestled between the tunnel and viaduct, remained a phantom, replaced by a humble goods yard for Webster's brewery. Passenger services, first withdrawn in 1917, flickered back to life briefly after the war, only to fade entirely by 1927, save for a few nostalgic excursions. The final passenger train, a somber procession, departed St. Paul's on a Friday in February 1963.

Though passenger dreams evaporated, the Halifax High Level Railway found its niche in freight, a steady stream of goods rumbling along its tracks until June 1960, when the final whistle blew, and the line fell silent. Station buildings were razed, tracks lifted, and the brief life of the Halifax High Level Railway came to an end.

Today, echoes of this lost line remain. The magnificent Wheatley Viaduct, a towering, 10-arch structure, still dominates the landscape. The western entrance of the tunnel stands as a silent sentinel, though its eastern counterpart was consumed by a housing estate, a lost opportunity for what could have been a stunning bridleway connecting communities. The former sites of St. Paul's, Pellon, and Holmfield Junction have succumbed to industrial sprawl, or in the case of St. Paul's, a forgotten, dilapidated car showroom. Many of the original bridges at Hopwood Lane, Gibbet Street, Hanson Lane, Battinson Road, and Keighley Road, though now filled in, still stubbornly mark the line's path. Others, like those at Pellon Lane, Brackenbed Road, and Wood Lane, stand proudly across their roads, alongside footbridge remnants at Field Side and Church Lane. Beyond Wheatley, the tunnel's airshaft at Cousin Lane and a lonely abutment on Shay Lane offer tantalizing glimpses into the railway's past.

Imagine the possibilities if this forgotten railway had been transformed into a vibrant bridleway, a green corridor weaving through the heart of Halifax, potentially even linking with the ambitious Queensbury Tunnel cycleway.

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Field Side Tunnel Path

Brackenbed Lane Bridge

Wheatley Viaduct

Wheatley Tunnel Entrance

Inside Wheatley Tunnel. I never entered the tunnel this was taken from the doorway.

Wheatley Tunnel Air Shaft.

Remains of Shay Lane Bridge.

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