Whitacre Mill Viaduct, Huddersfield

 Whitacre Mill Viaduct is a disused railway bridge crossing the Colne Valley at Deighton, Nr Huddersfield, built by the London & North Western Railway to carry the Kirkburton Branch Line, a 4 1/2 mile railway that had been intended to connect Huddersfield with the Barnsley coal mines, this scheme was never completed. Construction of the viaduct started in March 1865 by subcontractors Sigley, Miles and Haynes and the viaduct despite a partial collapse in February 1866 was completed prior to the lines opening on the 7th October 1867. The viaduct along with a short 1 mile section of the line from Deighton to ICI Chemical Works was the last to face closure, the majority having closed in 1965. This short section remained open until February 1971, before complete closure was decided in December that year.

The viaduct still crossers the Huddersfield Broad Canal, River Colne and Valley as a monument to a bygone age, it  can be just about accessed from the Deighton side, but is largely overgrown and impassable on the opposite side of the structure, Kirklees Council have plans to reopen the crossing as a greenway similar to the nearby Bradley Viaduct but as yet those plans have not progressed.

The pictures below were taken on the 27th May 2023 with a Nikon d3300.

The viaduct crossing the Huddersfield Broad Canal.

The top of the viaduct is supposed to be blocked off, I took this from the access point that has been removed. You can get approx 2/3 of the way across before the bushes become to thick to pass, walking along the top of the wall would have allowed me to get further but i'm not great with heights, so I thought better of that idea.

Huddersfield Broad Canal pictured from the viaduct, Longlands Lock number 4 is just visible at the top of the picture.

The Huddersfield Broad Canal from Whitacre Mill Viaduct. The picture was taken in the direction of Huddersfield.

The overgrown former trackbed looking towards the fence off access. The hole in the fence can be seen to the right of the picture if you follow the wall to the trees.

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Copley Railway Viaduct (The Lesser Known One)

Copley Railway Viaduct, its official title being MVN2/160 or Copley Bottom Bridge is a railway crossing over the River Calder. The bridge is hidden away at the bottom end of Old Rishworthians Sports Ground and North Dean Woods to the east side of the village of Copley, West Yorkshire.

Opened in August 1840 by the Manchester and Leeds Railway the bridge once carried the main railway traffic through the Calder Valley until the nearby lines at Milner Royd and Greetland Junctions were built to carry rail traffic in the direction of Halifax. The line over the bridge was subject to closure plans during the late 1970's after the removal of Brighouse (Closed 1970) and Elland (closed 1962) Stations, but continued as a diversionary route for passenger trains and carried freight only traffic during this period. until the reopening of Brighouse Station in 2000 saw passenger traffic crossing the bridge regularly again. The open nature of the North Dean Side of the viaduct allows great opportunities to photograph the steam trains that pass over the bridge quite often, but if seeking out this chance please remember to always keep a safe distance away from the tracks, I normally stay well within the tree line.

These pictures were taken using a Nikon d3300 SLR on the 25 February 2019. They can also be seen full size, resolution and un-watermarked on Clickasnap.

The Copley side of the viaduct

Taken on the North Dean side of the bridge, looking in the
direction of Copley.

The bridge again taken from the North Dean side.

Taken from the far end of Old Rishworthians sports ground.

The top of the bridge, the open nature of the track at the bottom of North
Dean Woods allows great access for taking pictures of trains passing.
Please be aware of a safety when near the lines, this is level with the tree
line which i consider a safe distance from the track. although when
trains are approaching I stand much further back than this.

The River Calder flows underneath the bridge,

The River Calder, taken looking towards Copley from underneath
the viaduct.

Again in the direction of Copley but from the other side of the bridge.

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Copley's Gem: The Lesser-Known Viaduct with a Rich History

When you think of railway viaducts in Copley, West Yorkshire, your mind probably jumps to the impressive, sprawling 23-arch structure. But just a few meters south lies an older, equally fascinating piece of engineering that often gets overlooked: the Manchester & Leeds Copley Viaduct.

Opened in 1840, a full 12 years before its more famous counterpart, this 3-arch viaduct holds a significant place in railway history. It was built by none other than the legendary George Stephenson, a name synonymous with pioneering railway development. Its historical importance was officially recognized on July 19th, 1988, when it was granted Grade II listed status.

The line crossing this historic bridge served passengers until 1970, coinciding with the closure of Brighouse Station. While passenger services officially ceased on September 1st, 1986, the line continued to see use for goods transport and occasional diverted passenger services between 1970 and May 2000.

There were discussions in the 1980s about potentially single-tracking the line over the 23-arch viaduct and completely closing the 3-arch viaduct. While this might have created a fantastic walkway stretching from Milner Royd Junction to Greetland, Elland, and Brighouse, many, myself included, believe a railway line serves a far more valuable purpose.

The Manchester & Leeds Copley Viaduct stands as a testament to early railway innovation and the enduring legacy of engineers like George Stephenson. Next time you're in Copley, take a moment to appreciate this unsung hero of the railway world.

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My Ribblehead Viaduct Collection: A Journey Through Time and Stone

Here's an enhanced version of your blog post about the Ribblehead Viaduct, designed to be more engaging and in-depth:

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My Ribblehead Viaduct Collection: A Journey Through Time and Stone

For enthusiasts of historical engineering and breathtaking landscapes, the Ribblehead Viaduct stands as an enduring testament to human endeavor. My personal collection of 17 photographs, with one rare shot from August 1976 and the remainder captured in April 2015, aims to offer a unique visual journey through its impressive history and majestic presence. You can explore these images across various platforms, including my Flickr, YouTube, and Clickasnap channels.

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The Monumental Ribblehead Viaduct: A Symphony in Stone

Also known as the Batty Moss Viaduct, this magnificent structure is more than just a bridge; it's a 24-arch marvel that gracefully carries the historic Settle to Carlisle railway line across the picturesque Ribble Valley in North Yorkshire, England. Its sheer scale is awe-inspiring: stretching 400 meters long and reaching a towering 32 meters at its highest point, it proudly holds the title of the longest single structure on the Settle to Carlisle line, making it arguably the most famous. Each of its 24 arches spans approximately 14 meters, supported by foundations that plunge 7.6 meters deep into the earth.

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A Tale of Grit, Sacrifice, and Victorian Ambition

The construction of the Ribblehead Viaduct was a monumental undertaking, fraught with challenges and human cost. Work commenced in either 1869 or 1870 (sources vary slightly) and concluded in August 1875. The sheer scale of the project demanded an enormous workforce, peaking at approximately 2,300 men. These navvies, along with their families, lived in temporary, often harsh, settlements that sprang up around the viaduct site. These makeshift towns had evocative names like Batty Wife Hole, Sebastopol, and Belgravia, offering a glimpse into the tough conditions endured by those who built this colossal structure. Today, the area where these settlements once stood, at the base of the viaduct, is recognized as a scheduled ancient monument, a poignant reminder of the lives lived and lost here.

Tragically, the construction came at a steep price. Over 100 men perished during the viaduct's creation, succumbing to accidents, altercations, and even an outbreak of smallpox. Beyond the workforce, more than 100 women and children from their families also lost their lives in these arduous conditions. Their sacrifice is solemnly remembered at the nearby St. Leonard's Church in Chapel-le-Dale, where a plaque stands as a lasting memorial to those who paid the ultimate price for progress.

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From Blueprint to Reality: The Evolution of a Landmark

The vision for a railway route through this challenging terrain originated with the Midland Railway in the early 1860s. Despite initial attempts to withdraw from the planned line—a proposal firmly rejected by Parliament in April 1869—work defiantly began in November 1869. By July 1870, the foundations were underway, with the first stone ceremoniously laid in October 1870.

Interestingly, the initial plan called for 18 arches. However, a significant design change in 1872 led to the decision to build 24 arches, a modification that ultimately enhanced the viaduct's stability and aesthetic appeal. Despite this alteration, construction pressed forward with remarkable speed, and by the end of 1874, the stonework was gloriously complete. The first goods train rumbled across the viaduct in August 1875, followed by the inaugural passenger train in May 1876, marking the official opening of this engineering marvel to the world.

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A Near Miss: The Battle to Save Ribblehead

The story of the Ribblehead Viaduct almost had a different, more somber ending. In the early 1980s, British Rail proposed closing the line, arguing that the prohibitively high cost of repairing the viaduct and other structures along the route made continued operation uneconomical. This sparked a fierce and passionate campaign to save the line.

Between 1981 and 1984, over £100,000 was spent on essential repairs to the viaduct, a clear indication of its deteriorating state. By the mid-1980s, the track across the viaduct had been reduced to single status, with a restrictive 20 mph speed limit imposed for safety. However, the tide began to turn. In November 1988, the viaduct was rightly granted Grade II listed status, a testament to its historical and architectural significance. By this time, a powerful and dedicated campaign group had mobilized, fiercely fighting the closure threat. Their relentless efforts, coupled with a notable increase in passenger numbers, ultimately secured the line's future. By 1989, the Settle to Carlisle line, and with it the Ribblehead Viaduct, was saved from closure, paving the way for major repairs that continued until 1991, ensuring its survival for generations to come.

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Capturing History: My Photographic Approach

The majority of the pictures in my collection were taken on April 4th, 2015, using a Polaroid is2132 bridge camera. These modern shots aim to capture the viaduct's majesty in contemporary light, while the single 1976 image offers a rare glimpse into its past. For those interested in acquiring copies, un-watermarked versions of these photographs are available for purchase on Clickasnap.

The Ribblehead Viaduct continues to be a magnet for visitors. The Ribblehead Railway Station, located approximately half a mile south, serves as a gateway to this historic site. The surrounding area is incredibly popular with walkers, drawn by the dramatic landscapes and the awe-inspiring presence of the viaduct. For those seeking respite and refreshment, the Station Inn offers accommodation, food, and drink, all in the shadow of this iconic structure.

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The viaduct is pictured in August 1976, note it is still double track not being singled until 1985 when it was once again subject to closure threats.

At no stage when taking these pictures did I ever enter within the fenced off areas of the track, and I would not recommend anyone else does either.

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Denby Dale Railway Station and Viaduct

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.

The start of Denby Dale Viaduct is just visible down the track.

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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Tracing the Ghostly Rails: The North Dean Branch Line

Nestled in the heart of West Yorkshire, the remnants of a once-bustling railway line whisper tales of industrial heritage and bygone journeys. The North Dean, Stainland or Greetland and Stainland branch line, though short in length, played a vital role in connecting the mills of the valley to the wider world. Let's take a journey through its history and what remains today.

A Line Forged by Industry:

Opened on January 1st, 1875, this double-track line branched off the main line at Greetland, near Halifax, and climbed approximately 1.6 miles to its terminus at Stainland and Holywell Green Station. Its primary purpose was to serve the thriving textile mills that dotted the valley.

From Passengers to Goods:

For over half a century, the line carried passengers, with a surprisingly frequent service of 16 trains each way right up until its passenger closure on September 23rd, 1929. Goods traffic continued to rumble along the rails until September 14th, 1959, marking the final chapter for this industrious little line.

A Trail of Stations:

Despite its brief length, the line boasted four stations by 1907:

• Greetland Station: The junction with the mainline, opened in 1844, and remained in operation until September 8th, 1962.
• Rochdale Road Halt: Added in 1907 when rail motors were introduced, this passenger-only halt sat atop a bridge crossing the B6113 Rochdale Road at West Vale. Sadly, nothing remains of the bridge or the station today, having closed in 1929.
• West Vale Station: Located just after the impressive West Vale Viaduct, only a partially covered retaining wall marks the station site within the Green Royd housing estate. It mirrored the lines opening and closing dates of 1875 and 1959.
• Stainland and Holywell Green Station: The terminus of the line. Today, an industrial area occupies the site, leaving no trace of the station.

Architectural Echoes:

Two impressive viaducts stand as testaments to the engineering prowess of the era:

• West Vale Viaduct: A Grade II listed, 13-arch structure, now a public footpath and cycleway, offering stunning views of West Vale.
• Rawroyds (Stainland) Viaduct: Another Grade II listed marvel, this 14-arch viaduct spans the valley and Holywell Brook. While largely intact, it is now inaccessible, with only footpaths passing beneath its arches. The western embankment has been significantly altered for road access to Brookwoods Industrial Estate.

A Forgotten Path:

The line's final stretch passed under Long Heys Bridge, through a cutting beneath Station Road Bridge, and finally reached Stainland and Holywell Green Station. The cutting now serves as an access road.

A Photographic Glimpse:

These observations were captured with a Nikon d300 SLR camera on October 15th, 2017, providing a snapshot of the line's current state.

The North Dean branch line, though no longer active, leaves behind a fascinating legacy. Its viaducts, remnants of stations, and the stories they hold offer a glimpse into the industrial past of West Yorkshire.

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Clay House Bridge, Rochdale Road Halt was not far from here.

The previous 3 pictures were taken on the former track bed between what was the Rochdale Road Halt and West Vale Viaduct.

West Vale Viaduct, the above picture and 5 below show pictures taken from and of the viaduct.

West Vale viewed from the viaduct.

Long Heys Railway Bridge.

The cow was grazing in a field near top the railways former track bed. It seemed more interested in me than the field and other cows.

The 2 pictures show the remains of Rawroyds Viaduct, for a short branch line of less than 2 miles, this was the 2nd impressive viaduct that carried the line.

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