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Manchester, Sheffield and Lincolnshire Railway

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The Manchester, Sheffield and Lincolnshire Railway (MS&LR) was formed, by amalgamation in 1847. The MS&LR changed its name to the Great Central Railway, in 1897 as it pushed to reach the capital. Before reaching the south with its "Derbyshire Lines" it was an east to west line, and had been formed by the amalgamation of various lines in Yorkshire, Lincolnshire and Lancashire. Its headquarters were situated at Manchester London Road.

Contents

[edit] The MS&LR constituent railways

The system gradually built up over the years, as shown (including dates of opening):

Railways absorbed in 1847 to form the MS&LR:

  • Great Grimsby & Sheffield Junction Railway (1845)
  • Grimsby Docks Company (1845)
  • Sheffield, Ashton-under-Lyne and Manchester Railway (1837)
  • Manchester and Lincoln Union Railway (and Chesterfield & Gainsborough Canal Co (1845)
  • Sheffield and Lincolnshire Junction Railway (1846)
  • Sheffield and Lincolnshire Extension Railway (1846)

Later railways becoming part of the MS&LR:

The MS&LR, also had part ownership of the Cheshire Lines Committee with the GNR and MidR and had direct access to Liverpool, Chester and Warrington.

On 1st August 1897 the MS&LR assumed the title of the Great Central Railway.

[edit] History of the Railway

The MS&LR, as with many of the earlier British railways, was engaged in fierce competition with other stronger railway companies including the London and North Western Railway (LNWR) the GNR and the MidR, across whose territories the Railway ran, although there were several joint operations, including the CLC and MSJ&AR. The Company's main source of income lay with freight, especially coal.

In 1864 Sir Edward Watkin took over directorship of the MS&LR. He had grand ambitions for the company: he had plans to transform it from a provincial middle-of-the-road railway company into a major national player. Watkin was a visionary who wanted to build a new railway line that would not only link his network to London, but which one day would be expanded and link to a future Channel Tunnel. This latter ambition was never fulfilled completely: when Watkin became chairman of the South Eastern Railway in the 1880's he was, however, involved in the earliest attempt to construct the Tunnel. After several attempts to co-build with those who were also rivals, in particular the MidR and the LNWR, he came to believe that the MS&LR needed its own route to the capital. At the time many people questioned the wisdom of building the line, as all the significant population centres which the line traversed were already served by other railway companies' lines.

Parliamentary approval was obtained for the Extension in 1893; when it was opened in 1897, the Company changed its name. At the same time the headquarters of the Railway was moved from Manchester to London (Marylebone).

[edit] Locomotive Works

The locomotive works was situated at Gorton, Manchester, opened in 1849. They were known as "The Tank". On the opposite side of the main line was the works of Beyer-Peacock, and many of its locomotives were built there.

[edit] Locomotive Engineers

[edit] MS&LR locomotives

  • Class D5 4-4-0 1894-1897 six of the class were built
  • Class D7 4-4-0 1887-1894 operated the MS&LR express trains, Manchester to London
  • Class D8 4-4-0 1888
  • Class E2 2-4-0 1888 3 built for the Manchester-Grantham expresses
  • Class F1 2-4-2T 1889-1893 39 built
  • Class F2 2-4-2T 10 built
  • Class J8 0-6-0
  • Class J9 0-6-0
  • Class J10 0-6-0
  • Class J62 0-6-0ST 1897

[edit] Principal railway stations

[edit] Docks

Grimsby docks, named "the largest fishing port in the world" (but also with a large trade in timber) became part of the Railway at its inception. It was opened in 1801, using the natural harbour. Once it became railway property, the MS&LR increased the facilities by starting to construct a New Dock covering 25 acres (10ha) in 1846; it was opened on 18th April1852. Over the years more docks were added.

[edit] Woodhead Tunnels

At the opening of the line the first tunnel was incomplete and trains ran to stations either side, Dunford Bridge and Woodhead, with a stagecoach connection between. The two bores were driven through the Pennines, a length of 3 miles 13.5 yards (4.81km). The first tunnel boring began in the spring of 1839: it was opened for traffic 22nd December1845 and the stagecoach service terminated; the second began construction in the spring of 1847: and opened 2nd February1852. Its construction was originally deemed practically impossible, because of the engineering difficulties.

[edit] Further reading

  • Dow, G., (1959) Great Central, Volume One: The Progenitors (1813-1863) , Shepperton: Ian Allan Ltd.
  • Dow, G., (1962) Great Central, Volume Two: Dominion of Watkin (1864-1899) , Shepperton: Ian Allan Ltd.
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