Marsden Railway Station is a village stop on the Huddersfield - Manchester line to the east of the Standedge Tunnels. It is the last stop in West Yorkshire and is served by 3 platforms, platforms 1 and 2 are only reached by steps down from a nearby road bridge, and platform 3 to the south of the station which is accessed by crossing the Huddersfield Narrow Canal which runs alongside the platform. The line originally had 4 platforms with platform 2 being an island platform, this was reduced in the 1960's when the line was reduced to 2 lines instead of 4. The station was opened by the London & North Western Railway on the 1 August 1849 and was for a time facing closure along with others along this stretch of track during the late 1960's.
The current station is served by trains in the direction of Manchester and Leeds, and is a popular spot for people exploring the nearby Standedge Tunnels and Huddersfield Narrow Canal. It features limited facilities with no visible disabled access, no toilets, limited shelter on the platforms and minimal seating. In the last full year before the pandemic the station served 175,000 passengers at an average of approx 3365 per week, making it the 50th busiest in West Yorkshire.
This was the 2nd time I had visited the station, my plan on this occasion was to walk the Huddersfield Narrow Canal to Slaithwaite. I previously posted the pictures I took on my last visit to the station. These images featured below were taken on the 25 July 2020 with my Nikon d3300 SLR, there are a total of 12 which can also be seen on Clickasnap where they are full size, resolution and un-watermarked.
Tile Hill Railway Station is unusual for in that it only features 1 pictures which was snapped quickly when arriving at the station to catch my train to Berkeswell, my train was just arriving. I am unlikely to return living some 100 miles away so will probably never add to it.
Tile Hill serves the suburbs of Coventry, in the West Midlands and is on the main line railway between London Euston and Birmingham New Street Stations. The station opened as Allesley Lane in 1850, before changing names to Allesley Gate in 1857 and finally assuming the name Tile Hill on April 1 1864. Built with staggered platforms either side of the Cromwell Lane level crossing the station remained unchanged until the 1960's when the electrification of the main line resulted in the station being completely rebuilt in its current form. The level crossing was replaced by a bridge in 2004 and the platform connecting bridge was constructed at the same time.
The station has a ticket office which is open at various times 7 days a week, there are 2 trains per hour in the directions of Birmingham and London. The station has always been a busy station averaging approx 700,000 passengers per year until a combination of developments of the car parking and the current Covid 19 virus situation saw number drop to just 107,000 during the most recent period 2020-21, an average reduction of approx 11,000 passengers per week.
The picture was taken using a Nikon d3300 SLR on January 18 2017.
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Slaithwaite Railway Station is a village stop 4 miles west of Huddersfield towards Manchester. Opened in December 1982 to replace a earlier station.
The original station was a larger complex, consisting of 4 platforms all with canopies and waiting areas, and all in alignment with each other, and it also had a large goods area, the modern day Manchester bound trains platform is now sighted here. It remained a popular busy station until closure in October 1968, despite campaigns to keep it open, these continued after closure and site clearance until the early 1980's when Metro (West Yorkshire Passenger Transport Executive) revealed plans to re-open the station.
The new station features 2 platforms staggered either side of Crimble Bank Bridge. There are limited facilities, only basic cover, no toilets or refreshments and the station is unmanned. Step free access to both platforms is available. Passenger numbers in 2018/19 were 208000 per year at an average of approx. 4000 per week.
These pictures were taken on the 25th July 2020 using a Nikon d3300 SLR camera. There are a total of 15 which can be seen here, on Flickr and Clickasnap.
Crimble Bank Bridge, the station's platforms are staggered either side of the structure. Platform 2 is accessed by the road to the left, Platform 2 on the other side of the bridge.
The steps can be seen opposite the entrance to platform 1 at the station. The lead up to housing on Bank Top.
The station entrance to the Manchester bound platform 2. The cobbled road used to lead up to the goods yard.
Train passing platform 1 for Huddersfield bound trains. Platform 1 sits upon the site of the original station which featured 4 platforms including a central island one. When the original station closed the line capacity was halved.
Platform 1
Platform 1 pictured from platform 2
Platform 2 occupies a site on the original station goods yard.
This artwork - bench can be found at the entrance to platform 1.
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Clicking any picture should open a link to the un-watermarked version on Clickasnap. The pictures shown were updated on the 1st September 2023.
All the pictures remain the copyright of Colin Green.
Nestled in the picturesque village of Denby Dale, West Yorkshire, lies a railway station that, at first glance, might seem unassuming. Today, Denby Dale Station offers a modest set of facilities, serving as a practical stop on the Penistone Line. But dig a little deeper, and you'll unearth a fascinating past, revealing a grander vision that once graced this tranquil corner of Kirklees.
From Grand Beginnings to Modern Simplicity
Imagine Denby Dale on July 1, 1850. This wasn't just another station opening; it was a significant event. The original Denby Dale Railway Station was a much larger, more imposing structure than its modern counterpart. Picture multiple buildings, expansive platforms, and tracks running in both directions – a bustling hub reflecting the ambition of the railway age.
The station was initially planned by the Huddersfield and Sheffield Junction Railway, who secured parliamentary permission for the line in June 1845. However, by the time the first trains pulled into Denby Dale, ownership had changed hands. In a series of mergers that reshaped Britain's railway landscape, the Huddersfield and Sheffield Junction Railway, along with many others, had become part of the formidable Lancashire and Yorkshire Railway in July 1847. This amalgamation brought a vast network under single ownership, and Denby Dale became a cog in a much larger machine.
The Evolution of the Penistone Line
Over the decades, railway lines often undergo transformations to adapt to changing needs and economic realities. The Penistone Line, on which Denby Dale sits, is a prime example. While much of the line north of Stocksmoor Station was singled at a later date, the section passing through Denby Dale saw its reduction much earlier. In 1969, the line was singled from Clayton West Junction to Penistone, directly affecting Denby Dale Station. This meant the removal of the northbound platform, its accompanying buildings, and the original entrance. Today, there's little to suggest the former grandeur, a testament to the ever-evolving nature of railway infrastructure.
Denby Dale Today: A Vital Link for the Community
Despite its reduced size, Denby Dale Station remains a vital artery for the local community. It may lack the extensive facilities of its past – you won't find toilets or refreshments directly on the platform – but the village centre is just a short, pleasant walk away, offering all the amenities a traveler might need.
The station is far from a forgotten relic. With an impressive average of 3,442 passengers per week utilizing its services, Denby Dale is a busy little station. It offers a convenient hourly service in each direction from Monday to Saturday, connecting residents to Huddersfield, Sheffield, and beyond.
Denby Dale Station stands as a subtle reminder of the intricate history of Britain's railways – a place where the echoes of a grand past meet the practicality of modern-day travel. It's a testament to how infrastructure adapts, serving its purpose while holding onto a whisper of its former glory.
The pictures below were taken on the 21st May 2016 with a Nikon d3300, clicking any of them should open a link in another window to my Colin Green Photography store on Zazzle.
When the whistle first blew at Denby Dale Station in 1850, trains didn't glide over the magnificent stone arches we see today. Instead, they traversed a timber viaduct, a testament to the prevailing economic realities of the time. The sheer cost of local stone made a permanent masonry structure an unaffordable luxury, forcing the railway company to opt for a seemingly temporary, albeit substantial, wooden solution.
Despite concerns, and even a visit from the Board of Trade – indicating the significant scrutiny such an unusual choice attracted – the timber viaduct stood its ground for over two decades. It wasn't until March 1877, under immense pressure from the burgeoning Huddersfield County Borough Council, that the railway company finally caved. The push for a more robust and permanent structure was undeniable, reflecting a growing civic pride and a demand for infrastructure that matched the ambitions of the industrial age.
The very next September, in 1877, work began on its stone successor, rising majestically adjacent to its wooden predecessor. Imagine the scene: the old timber structure still carrying trains overhead as the new, monumental stone arches steadily took shape below. This feat of engineering culminated in the grand opening of the new viaduct on May 15, 1880.
Today, the Denby Dale Viaduct is not just a functional part of the railway line; it's a cherished historical landmark. With its impressive 21 arches, it stands as a Grade II listed structure, a silent sentinel overlooking the valley, perpetually reminding us of the ingenuity, perseverance, and evolving landscape of Victorian railway construction.
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I've just uploaded a new video to YouTube showcasing a crossing of the Kincardine Bridge in both directions, filmed in November 2019. This bridge isn't just a convenient route; it's a fascinating piece of Scottish engineering history!
Connecting Communities Across the Forth
The Kincardine Bridge spans the River Forth, located approximately 25 miles northwest of Edinburgh. For a long time, it was the closest road crossing to Scotland's capital until the Forth Road Bridge opened its lanes in 1964. Even today, the Kincardine Bridge serves as a vital alternative crossing to both the Forth Road Bridge and the newer Queensferry Crossing whenever they face closures or restrictions due to accidents or severe weather. This vital link connects the boroughs of Falkirk and Fife, facilitating countless journeys every day.
A Tale of Ingenuity and Unexpected Delays
Construction of the Kincardine Bridge took place between 1932 and 1936, under the watchful eyes of designers Sir Alexander Gibb and architect Donald Watson. Its opening was even delayed due to a dramatic incident in February 1935, when a steamship unfortunately crashed into the ongoing construction!
The decision to build the bridge was driven by a significant increase in traffic at Stirling Bridge, which, prior to the Kincardine Bridge, was the nearest crossing point on the Forth (other than by ferry). Traffic levels at Stirling had surged from around 150 vehicles per hour in 1922 to over 400 per hour by 1932 – a clear sign that a new solution was desperately needed.
One of the most remarkable features of the Kincardine Bridge was its central 364ft section, designed to operate as a swing bridge. This allowed ships to pass through to the Port of Alloa. This swing section remained in use until 1988 and was finally locked shut in 1989. While the mechanics are still present to operate it, it's highly unlikely it will ever swing open again.
The bridge itself boasts an impressive total length of 2697ft and was constructed at a cost of £327,000. While it's still very much in use today, its role as the primary bridge crossing was taken over in 2008 by the Clackmannanshire Bridge, a more modern marvel that cost a substantial £120 million to complete.
So, the next time you cross the Kincardine Bridge, take a moment to appreciate its rich history and the significant role it has played in connecting Scotland.
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When you think of the guillotine, your mind likely jumps to the French Revolution. However, centuries before the streets of Paris ran red, a similar, equally brutal device was at work in the quiet town of Halifax, England. Known as the Halifax Gibbet, this early form of public execution offers a chilling glimpse into medieval justice.
Centuries of Swift (and Not-So-Swift) Justice
The Halifax Gibbet first saw use in the 13th century, a staggering 500 years before its French counterpart gained notoriety. The earliest confirmed execution dates back to 1286, when John of Dalton met his end. Over the centuries, at least 52 confirmed executions took place, though local belief suggests the true number exceeds 100. The last to face the gibbet's blade were John Wilkinson and Anthony Mitchell on April 30th, 1650.
The Mechanics of Death
Standing approximately 15 feet high on a 4-foot-high, 13-foot-square platform, the gibbet was a formidable sight. The blade itself was surprisingly simple: a 10-inch by 8-inch piece of metal, not sharpened, but relying on speed and weight to sever the head from the body. It was held in place by a pin, which was dramatically withdrawn by a cord at the moment of execution.
The Infamous Gibbet Law
The Halifax Gibbet operated under its own unique and unforgiving set of rules: the Gibbet Law. This law decreed that any thief caught or confessing to stealing cloth, goods, or animals worth at least 13 1/2d within the boundaries of Sowerbyshire or the Forest of Hardwick (which included Halifax) would be arrested. After a trial by jury, if convicted, the individual would endure six days in the town stocks before their execution on the seventh day. The Gibbet Law made no distinction between men and women, and sadly, at least five women are confirmed to have been executed by this method, their names etched into the grim history:
July 13th, 1588: Wife of Thomas Roberts, Halifax
February 22nd, 1603: Wife of Peter Harrison, Bradford
November 23rd, 1623: George Fairbank & his illegitimate daughter Anna
July 5th, 1627: Wife of John Wilson, Northowram
December 8th, 1627: Sarah Lum, Halifax
The "Running Man" and a Glimmer of Hope
Remarkably, Gibbet Law offered a slim chance of escape. If the accused could withdraw their head after the pin was released and flee across the Hebble Brook (the then-boundary, approximately 500 yards from the gibbet), they would be granted freedom, provided they never returned to the prescribed boundaries. Two men are said to have achieved this remarkable feat: a Mr. Dinnis and the more famous John Lacey, also known as "the Running Man."
Lacey's escape in 1617 became legendary. However, his story has a tragic postscript. A few years later, he foolishly returned to Halifax, was recaptured, and ultimately met his fate on January 29th, 1623.
The End of an Era and Rediscovery
The reign of the Halifax Gibbet came to an end in 1650 when it was outlawed by Oliver Cromwell. The last two victims, Anthony Mitchell (convicted of stealing 16 yards of cloth) and Abraham Wilkinson (convicted of stealing two horses), were executed on the same day, April 30th, 1650.
For centuries, the gibbet's site was lost to time, buried under layers of rubbish and soil. It wasn't until 1839, when Mr. Bates purchased the land for a warehouse, that its gruesome past was unearthed. Workmen discovered the bodies and heads of two individuals (believed to be Mitchell and Wilkinson), and further excavation revealed the gibbet platform.
Today, a 15-foot high replica of the gibbet stands on the restored platform, erected in August 1974, a stark reminder of Halifax's dark history. The original gibbet blade, once thought lost, was miraculously discovered in 1970 in a solicitor's office in Wakefield and is now a chilling exhibit at the Bankfield Museum in Halifax.
The Halifax Gibbet serves as a powerful reminder of the brutal realities of justice in centuries past, a local innovation that predated its more famous French cousin by half a millennium, leaving an indelible mark on the town's history.
The pictures were taken on the 23rd August 2014 using a Polaroid is2132 bridge camera, clicking any of them should open a link in another window to my Colin Green Photography store on Zazzle.
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Nestled in Sowerby Bridge, Crow Wood Centenary Park is more than just a green space; it’s a living testament to history, community, and remembrance. This 5.49-hectare park, situated at Upper Bolton Brow, offers a fascinating journey through time, from its grand beginnings as a mansion estate to its vital role in local life today.
Originally the site of the imposing Crow Wood Mansion, the grounds witnessed a significant transformation during World War 1 when the mansion served as a hospital, providing essential care until its closure in March 1920. In May 1919, the forward-thinking Sowerby Bridge Council recommended purchasing the estate. Their vision was grand: to create a public park, a maternity home, and a child welfare centre – a true hub for the community.
The mansion itself, once standing near what are now the tennis courts and gardens, was demolished before the park officially opened its gates in April 1923. But its spirit of service lived on. A poignant addition to the park’s landscape came on November 10, 1929, with the unveiling of the Memorial Gate. This powerful monument was initially dedicated to those who perished in the Great War and now honours all the fallen of both world wars from the Sowerby Bridge area, serving as a solemn reminder of sacrifice and courage.
Over the years, the park has adapted to changing times and community needs. In 1930, a bandstand was added, offering picturesque views across the parkland. While its days of hosting musical performances are long past, it has found a new life as a vibrant skate board area, echoing with the sounds of a new generation. Another notable change saw the park’s paddling pool – a source of joy for many years – replaced by a car park near the garden area.
Perhaps the most significant renaming occurred on August 4, 2014, when the park became Crow Wood Centenary Park. This thoughtful change marked 100 years since the onset of the First World War, reinforcing its historical significance and its role as a place of reflection.
Today, Crow Wood Centenary Park continues to be a beloved community asset, offering a diverse range of amenities. Visitors can enjoy the modern skate board area, challenge friends on the bowling green or tennis courts, stroll through the tranquil gardens, or watch children play in the dedicated children's play area.
So, next time you’re in Sowerby Bridge, take a moment to explore Crow Wood Centenary Park. You’ll not only discover a beautiful green space but also a rich tapestry of local history woven into every corner.
The pictures were taken on New Years Day 2020 with a Nikon d3300, clicking any image below should open a link in another window to my Colin Green Photography store on Zazzle.
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