manchester collieries
manchester collieries was a coal mining company formed in 1929 and headquartered at walkden, greater manchester .
after 1929 the colliery became part of manchester collieries and its railway was connected to the astley and tyldesley collieries railway system between gin pit collieries .
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at nationalisation in 1947 manchester collieries employed 14, 868 workers on the lancashire coalfield .
collieries in the manchester coalfield (landmark collector' s library), hayes, g .
the colliery became part of manchester collieries in 1929 and the national coal board in 1947 .
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the colliery became part of manchester collieries in 1929 by which time the albert and crombouke mines were exhausted .
the colliery became part of manchester collieries in 1929. in 1947 when the collieries were nationalised gin pit became part of the no 1 manchester area of the national coal board' s (ncb) north western division .
the constituent companies of manchester collieries in 1929 were fletcher, burrows & co. , andrew knowles & sons, the clifton and kersley coal co. , john speakman & sons, bridgewater collieries and the astley & tyldesley collieries co .
most collieries to the east of the pendleton fault had closed before 1929. a group of independent companies formed manchester collieries in 1929, to work the reserves of the coalfield .
in 1935 bradford colliery became part of manchester collieries and became part of the national coal board on nationalisation in 1947 .
andrew knowles and sons was merged into manchester collieries in 1929 and nos 1 and 2 pits closed the following year .
it was part of manchester collieries from 1929 to nationalisation in 1947 and was a national show pit during its 1950s .
on nationalisation in 1947 the coal pits belonging to manchester collieries became part of the no 1 manchester area of the national coal board' s (ncb) north western division .
one was sold to the longmoor military railway whilst four more were sold to manchester collieries ltd. the rest were scrapped .
as a result of poor economic conditions, astley and tyldesley collieries merged with other local colliery companies in 1929, becoming part of manchester collieries, whose western division consisted of john speakman' s bedford colliery, fletcher, burrows and company of atherton and astley and tyldesley collieries .
the old bridgewater trustees mineral railways were to become the central railways of the huge manchester collieries concern which was formed in march 1929 .
born in bolton, northwest england, haslam studied mining engineering at birmingham university and joined manchester collieries as a pit boy in 1944 .
mining was a dangerous industry but manchester collieries aimed to make the job as safe as possible, and training was a major priority .
in 1610 there were coal mines at bradford, near manchester, (local notes and queries, manchester guardian, no. 173 .
ffrancis taylior of bradford killed with a fall to # # coale pitte, was buried at manchester collegiate church (manchester cathedral) .
the colliery' s training gallery was used by recruits from most of manchester collieries pits and 132 bevin boys were trained here in world war ii .
the constituent companies of manchester collieries in 1929 were fletcher, burrows and company who owned the howe bridge, gibfield and chanters collieries in atherton, andrew knowles and sons, the clifton and kersley coal company, john speakman and sons owners of bedford colliery in leigh, bridgewater collieries who operated pits in little hulton, walkden and mosley common and the astley and tyldesley collieries company who had pits in astley and tyldesley .
robert burrows of the atherton company, fletcher burrows proposed a merger of several companies operating to the west of manchester and merger was agreed and took place in march 1929 forming manchester collieries, the largest such company on the coalfield .
some of these companies joined with others to form manchester collieries in 1929 as a response to the decline in coal mining and better survive the difficult economic conditions of the time .
old ordnance survey map walkden (north) blackleach near manchester 1907 s95. 10
the current line is served by trains from both manchester victoria and manchester piccadilly. generally the slow trains from liverpool go through victoria and on to either stalybridge or huddersfield. the fast trains link liverpool and manchester airport via manchester piccadilly. the eastern half of the line is also used by trains to north wales and chester from manchester. they use the line as far as earlstown where they join the west coast main line .
at the time of nationalisation in 1947 manchester collieries employed almost 15, 000 workers on the lancashire coalfield. some of the surface workers were women, known as pit brow lasses, who sorted coal on the screens at the pit head. as coal reserves were exhausted, the older collieries closed .
old ordnance survey map walkden (south) near manchester 1908 - 11 sheet 95. 14
in 1921 fletcher burrows & company commissioned w. heath robinson to produce the 1922 calendar for the atherton collieries. it consisted of 2 sizes, a3 for businesses and a4 for the employees. a cover and 4 drawings were produced. the originals eventually were passed to manchester collieries were they were displayed in their cross street manchester headquarters. upon nationalisation in 1947 the national coal board added them to their mining art collection .
pilkington, d. l. , miss, 126, wellington road, manchester, 14 .
the original route, also known as the chat moss line, links manchester and liverpool via eccles, newton - le - willows and st helens. it was opened by the liverpool and manchester railway in 1830 to allow materials to move quicker between manchester’s mills and liverpool. the existing route was via narrow canals and the rivers mersey and irwell, the manchester ship canal yet to have been built .
up to 1929 most coal was cut by hewers, men using picks and shovels, but manchester collieries began a programme of mechanisation increasing its production of machine - cut coal from 17% to 98% in 16 years .
manchester coalfield the township of bradford lies on the manchester coalfield, which is about 4 - miles long, lying to the east of manchester and about 1½ - miles wide. it is nearly surrounded by strata of red sandstone that separates it from the south - west lancashire and oldham region of the lancashire coalfield .
todmorden - burnley from hall royd junction east of todmorden to gannow junction near rose grove burnley, via burnley manchester road. opened by the manchester and leeds railway on 12th november 1849. photos: bernard coomber .
the cheshire lines route between the two cites can from manchester central station currently the manchester central exhibition space to liverpool central station. the old liverpool central station was at ground level 1 and was approached through a tunnel from the south. most of the approach line still exists, and is used by merseyrail’s northern line to hunts cross. the current incarnation of the route from manchester leaves the old line at hunts cross and joins the lnwr into lime street station. manchester central is no longer used by trains and trains from the cheshire lines route run into manchester oxford road and manchester piccadilly. some of the great iron bridges on the approach to the station are now used by the metrolink tram system .
the line first ran to a temporary terminus at liverpool crown street before the main terminal at liverpool lime street opened up a few years later. manchester liverpool road was the terminus at the manchester end until manchester victoria opened up in 1844, with liverpool road becoming a goods terminal until the 1970s. the liverpool and manchester railway became part of the london and north western railway. when the lnwr became dissatisfied with their arrangements at victoria, owned by the lancashire and yorkshire railway, they opened up a new station at manchester exchange in 1884. this served the liverpool line until it closed in 1969 .
the liverpool and manchester company was set up by henry booth, soon to be secretary and treasurer, with shareholders coming from liverpool, manchester and london. joseph sandars and john kennedy, a liverpool merchant and a manchester mill owner originally promoted the idea of the line, with william james, a property speculator and land surveyor being influential in the original idea .
late 1920s: robert burrows of fletcher burrows and co proposed a merger of several independent companies operating to the west of manchester .
mining was a dangerous industry but manchester collieries aimed to make the job as safe as possible, and training was a major priority. the company was considered to be a generous employer, workers at its pits were on average 1s 6d per shift better off than miners working for other coal mining companies .
post second world war nationalisation saw lner become part of british railways (br) in 1948 and earl fitzwilliam’s collieries become part of the national coal board (ncb) in 1946 .
up to 1929 most coal was cut by hewers, men using picks and shovels, but manchester collieries began a programme of mechanisation, increasing its production of machine - cut coal from 17% to 98% in 16 years. the movement of coal underground was also mechanised, and pit ponies were no longer used for underground haulage after 1932 .
goods lines served the various iron and steel works, collieries, docks – and the gas works. locomotive sheds were in use at workington, siddick, the docks and several industrial areas .
the route between the two used the routes of two railways that were brought by the l & y. it followed the liverpool and bury railway north out of liverpool, through to wigan wallgate then followed the manchester and southport railway to manchester. the route was 37 miles long, longer than the other two .
the branch, as part of br, was closely associated with national coal board operated exchange sidings at the major deep shaft collieries along its route, notable elsecar and cortonwood from colliery nationalisation in 1946 .
the elsecar branch joined the barnsley to doncaster line at elsecar junction. elsecar junction was close to wath marshalling yard opened in 1907 where wagon load coal orders, in wagons owned by individual collieries, were marshalled into trains for distribution over the woodhead line. the woodhead line was electrified in the 1950s starting in wath for the purpose of heavy coal traffic haulage to manchester, via sheffield and penistone .
the track was taken up as the collieries were demolished, and this would have been the end of the railway, like so many others, if not for the decision to turn earl fitzwilliam’s workshops into a heritage destination .
manchester collieries ltd this company was incorporated in 1929 (company no. 237654) and by 1940 it owned 14 coal mines in the lancashire coalfield, these being: astley green (astley), bedford (leigh), brackley (little hulton), bradford (manchester), chanters 1 & 2 (hindsford, atherton), gibfield (atherton), gin (astley), howe bridge (atherton), mosley common (boothstown), newtown (clifton), nook (astley), sandhole (walkden), st georges (walkden) and wheatsheaf (pendlebury) .
liverpool road station remains linked to the national network, and sees occasional special trains visit it, however under the northern hub plans to link victoria and manchester it may lose its connection .
liverpool lime street has just been refurbished, and manchester piccadilly has been rebuilt for the 2002 commonwealth games, however manchester victoria was voted the worst station in the country in 2009 6. while it retains an impressive, airy, victorian feel to the main body of the station, the roof over most the platforms leaks and there is a feeling that the place has seen better days. money to improve it is due to come as part of the northern hub scheme, which will also include adding more through platforms to manchester piccadilly, which is the area of the station served by liverpool trains .
new developments along the route include port salford, a new port and distribution centre on the manchester ship canal. key to the development is its connection to the rail network via the chat moss line .
in 1900 the company became the astley and tyldesley collieries company, and in 1914 nook no 4 pit was sunk. nook became the largest colliery on the manchester coalfield. jackson' s sidings were built by the lnwr and extended to gin and nook pits and, on the early tramroad, a locomotive replaced the horses. the company built its own standard gauge mineral railway which exchanged traffic with the lnwr at jackson' s sidings southwest of tyldesley station .
the singareni collieries company limited or sccl is a government - owned coal mining company in india. one of the public sector undertakings, the company is jointly owned by the andhra pradesh government (51 percent) and the union government (49 percent) .
the lancashire central collieries locomotives were based at walkden yard, near wigan, and the small tank locos served all the local mines, a vital leg of a journey that would see the coal eventually dispatched to all corners of the country and the world .
in 1838 city pit and gatley pit owned by the bridgewater trustees at new manchester not far from the border with worsley were working, new manchester, not far from ellenbrook is sometimes referred to as the
city
. deep mining arrived in the area when mosley common colliery owned by the bridgewater trustees was sunk in the 1860s. in 1896 mosley common ,
nos. 1, 2 & 5
pits employed 748 men underground and 85 surface workers. coal was mined from the brassey, crumbouke and seven foot mines .
nos. 3 & 4
pits employed a further 406 underground workers and 57 above ground. coal was got from the trencherbone mine. by 1919 it employed over 2, 000 men. it was part of manchester collieries from 1929 to nationalisation in 1947 and was a national show pit during the 1950s. mosley common colliery closed in 1968 .
brief history of the great central railway between sheffield and london the manchester, sheffield and lincolnshire railway (ms & l) was formed in 1846 by the amalgamation of the sheffield, ashton - under - lyne and manchester railway with two proposed lines - the sheffield and lincolnshire junction railway and the great grimsby and sheffield junction railway; the sa & m had opened between manchester and sheffield bridgehouses in 1845. the manchester, sheffield and lincolnshire railway ran between manchester london road (now piccadilly) via penistone to sheffield (the woodhead route) and on to brigg, grimsby and cleethorpes. a second line left the main line at penistone and served barnsley, doncaster and scunthorpe before rejoining the grimsby line at barnetby. the ms & lr opened a line from sheffield bridgehouses to beighton for passengers on the 12th february 1849. passengers going south and to london changed on to the ‘midland’ line at eckington. on 15th september 1851 a new station called sheffield victoria was opened a short distance to the south west of the bridgehouses terminus which was retained as a goods depot .
when the liverpool to manchester railway opened up, it marked the beginning of a revolution in transport. it was the first intercity railway, linking the great port and the world’s leading textile city. from here, railway fever spread not only across the country, but across the world. today railways can be found linking cities across the wastes of siberia and the mountains of north america, they can all trace their roots back to the liverpool and manchester .
the line was completed in 1854, but soon the lnwr railway had started to lease it and bought the entire route by 1864. since the lnwr already had a passenger route between liverpool and manchester, this line became secondary, with less services between the two cities, although freight traffic was still heavy. most passenger services ran only from ditton junction to manchester oxford road, although there were infrequent trains from liverpool to manchester as well as from liverpool into stockport. they raised the west coast line to cross over the stockport line at bank quay and built an set of low level platforms. lnwr tried to close the nearby arpley station, but it was legally forced to keep it open .
it is still possible to travel by this route, taking the merseyrail northern line from moorfields to kirkby and changing trains to get a train to manchester victoria via wigan. the old viaduct into exchange exists in parts and can be seen from the train between sandhills and moorfields. while the merseyrail service is frequent, the train from kirby is only hourly and doesn’t run late at night or on sundays. in the merseyrail brochures this is often marketed as the kirby to wigan train, not stressing that it goes on to manchester and often beyond to rochdale. the journey time from liverpool to manchester using this line are around an hour and forty minutes, most of that on uncomfortable small diesel units that bounce down the line .
archive references lancashire archives ref. qsp / 2591 / 9 dated c. 1810. manchester. instructions for motion that appeal [ of messrs. chadwick tipping and co. , proprietors of bradford colliery, against rating assessment ] be struck out .
stephenson’s previous experience with railways in collieries and on the stockton and darlington had always used rails that were 4ft 8 and half inches apart. this gap had come from the spacing on wheels on horsecarts used on trackways and had its origins in roman times. given that the liverpool and manchester was to become the foundation of british rail network, a network that was copied around the world, the choice that stephenson made would influence most future railway construction, it can be argued that this choice stifled the development of fast, smooth, spacious rail travel .
coal was wound to the surface at st george' s colliery, nook and gin pit. coal for tyldesley was sold from the landsale yard at st george' s and there were smaller yards at nook and gin pit but considerable quantities of coal were sent elsewhere by rail from jackson' s sidings and by barge from marsland green to partington on the manchester ship canal. there was a brickworks at nook colliery and sheds and facilities for servicing the industrial locomotives at gin pit. gin pit had a sawmill and supplied pit props to neighbouring collieries .
in about 1888 it was discovered that miners employed by george green' s tyldesley coal company had exceeded the boundaries of the company' s lease and extracted coal south of well street which belonged to astley and tyldesley collieries. lengthy litigation followed resulting in a £3, 000 fine for green' s company .
east & west yorkshire union railway consisting of branches, it served the robin hood & newmarket collieries, although a section of the line had a short lived passenger service. the e & wyur was opened in 1891 & remained an independent company until the lner takeover in 1923. photo c / o michael kaye .
the liverpool and manchester railway wasn’t the only line linking the two cities. over time there grew to be four competing routes, all of which have changed in some way or another from how they were originally built. we’ll look at all four of them .
calder valley main line from manchester to normanton. to keep the line flat & straight it managed to avoid some big towns like halifax & huddersfield. built by the l & y in 1840. line still open but many stations lost. photo: phill davison .
huddersfield - penistone from springwood junction on the heaton lodge to stalybridge line, to penistone, on the manchester to sheffield woodhead line, via lockwood, berry brow, honley, brockholes, stocksmoor, shepley & denby dale. opened in 1850. photo: david webdale .
title deeds relating to bradford colliery. manchester cathedral archives ref. mancath / 2 / a / 1 / newt / 16 / 7 dated 1829 - 20th century. includes leases of mining rights to bradford colliery and 999 year leases of land for building upon to william hutchinson .
following complete closure of the station the track remained in place to serve a number of local collieries and a new spur from the midland railway to arkwright colliery was built in 1981 joining the great central line just north of the station. following the closure of arkwright colliery in early 1988 the last remaining track through staveley was lifted later that year .
in 1854, edward watkin became general manager and then in 1864 chairman of the company. watkin' s ambition was to build a rail link between the industrial heartland of manchester and sheffield, south to london and through a tunnel beneath the channel to reach paris and the expanding markets of continental europe .
the reprinted 1925 ordnance survey map shows workington being dominated by railways, with three stations in use at central, bridge and main (or low), the latter being the only one open today. passenger trains ran to carlisle, penrith, cleator moor, egremont, barrow, manchester and london .
). with the rapid expansion of the manchester during the industrial revolution, the manor of bradford was unable to meet the demand and coal had to be brought in from mines such as those at clayton, moston, worsley and clifton. clayton colliery was so close to bradford colliery that it eventually merged with it .
). john edward sutton (23 december 1862 - 29 november 1945) was the member of parliament for the manchester east constituency from january 1910 until 1918 when the constituency was abolished. he was a trade unionist and labour politician. he joined bradford colliery, aged 14 years, where he became a checkweighman as well as becoming secretary of the bradford branch of the lancashire and cheshire miners' federation. in 1894 he was elected to manchester city council as an independent labour party councillor for the bradford ward. the lancashire and cheshire miners' federation was founded in 1897 and it was wound up in 1945. its office was in bolton .
by 1946 had increased use of steel arch supported underground railways to 74 miles (up from 20 miles in 1936). 94 percent of coal was carried by conveyors (up from 12 percent in 1930). had doubled the amount of electricity used underground with reduction in use of compressed air. plans made to invest in collieries to increase production by 1 million tons and reduce costs of production of 2. 5 million tons .
on nationalisation in 1947 the coal pits belonging to manchester collieries became part of the no 1 manchester area of the national coal board' s (ncb) north western division. in 1961, the area became the ncb' s east lancashire area. gin pit closed in 1955 and nook pit closed in august 1965. the earliest locomotives that worked on the colliery railway system were a narrow gauge engine that worked the tramway to the bridgewater canal possibly named
gordon
and
tyldesley
, a 6 - coupled manning wardle saddle tank locomotive, bought in 1868 and renamed
jackson
in 1872. a 2 - 2 - 0 tender locomotive
lady cornwall
was sold to george peace in 1774 by the lancashire and yorkshire railway' s works at miles platting at a cost of £150 and was later rebuilt as tank engine. in 1875 manning wardle supplied
maden
, a 6 - coupled tank engine and
astley
another 6 - coupled tank locomotive was bought from sharp stewart in 1886. the second
tyldesley
, another 6 - coupled tank engine was bought in 1894 from peckett with
jackson
taken in part exchange .
in 1875 the operating company became known as bradford coal company ltd and and subsequently this was changed to bradford colliery company ltd. between 1935 and 1947, when it was nationalised, it was under the control of manchester collieries limited and the seeds of reorganisation were sown in the deepening of parker shaft (no. 2) to the 900 - yard level of deep pit shaft (no. 1). following nationalisation, bradford colliery came under the control of the national coal board (ncb). vesting day was on the wednesday, 1 january 1947. a plan of the roger mine workings dated 27 may 1954 and deposited at the ncb mining records office on the 28 august 1969 records that the no. 1 shaft was then 923. 25 yards deep and the no. 2 shaft was then 955. 81 yards deep .
our railway is the former 1850 elsecar branch of the south yorkshire railway, which was created as a company in 1845 as the south yorkshire coal railway and enabled by act of parliament in 1847 as the south yorkshire, doncaster and goole railway company. the single - track mineral line elsecar branch ran from elsecar to elsecar junction near wath, via cortonwood, serving local collieries and ironworks. the line follows the dearne and dove canal from elsecar basin to cortonwood and originally crossed the canal by lifting bridge. in 1864 the manchester, sheffield and lincolnshire railway (m, s & lr) took over the south yorkshire railway. in 1897, the m, s & lr renamed itself to the great central railway (gcr) which under the railways act of 1921 became part of railway grouping of the london and north eastern railway (lner) .
although this is the older of the two direct routes, it is generally now a secondary route compared with the line through warrington, which is served by more long distance services. however, the liverpool and manchester line has more connections, joining the west coast mainline and also the liverpool to wigan line, and so was chosen for electrification. it is due to be completed in 2016 .
) coal - fired power station in stuart street by means of a tunnel containing a conveyor belt to transport coal directly to the boilers. this 500 - yard long tunnel passed below mill street and the ashton canal. in addition to this two horizon tunnels were provided, one connecting to ashton moss colliery (3¼ miles distant) and the other to moston colliery (2½ miles distant). the purpose of these was to enable coal from both collieries to be transported to bradford colliery for washing and grading .
there were also two incline railways running to the elsecar branch of the dearne and dove canal, both long gone, but their alignment can still be traced. the first terminated near to distillery crossing (at the end of our elsecar station) and was the thorncliffe and elsecar railway opened in 1839 to link to tankersley park iron pits and hoyland coal mines to the canal. the second ran from coke ovens, situated approximately half a mile along the coalfield line from elsecar, to jump pit and onto silkstone collieries .
the london and north western railway (lnwr) opened a line from eccles to wigan via tyldesley and the tyldesley loopline via leigh to kenyon junction in 1864, providing the impetus for the rapid exploitation of coal reserves to the south of the railway line. jackson' s astley and tyldesley coal and salt company sank two shafts at st georges colliery, commonly known as back o' t' church, to the south of tyldesley station. in 1866, nook colliery no 1 pit, south of darlington' s original gin pit was sunk. the company also sank a pit at cross hillock south of the leigh to manchester road in near higher green lane but flooding caused it to close by 1887. the deep collieries replaced the older pits in the area. a new shaft was sunk at gin pit in 1872 and a second shaft a year later at nook pit. st george' s no 3 pit was sunk in 1883 and by 1899 nook no 3 was in operation .
the cheshire lines committee was a railway company set up by the midland railway, the great central (manchester, sheffield and lincolnshire) and the great northern. they were worried that the london and north western, the largest of the railway companies, had too powerful a presence in the north west. they set up the company to build routes in cheshire and lancashire as well as allow the companies access to new cities. it opened up in 1873 .
the names of the owners of bradford colliery during victorian times and a reliable timeline are elusive. descendants of the livesey family recorded on the 1841 census eventually became owners and in time it became the bradford coal company. somewhat bizarrely, it was later bought by the' fine cotton spinners' who considered that they should own one of the mines that supplied them with the coal used to power their mills. the identity of the' fine cotton spinners' is obscure but one possibility is that it was the' fine cotton spinners and doublers association'. during this period of ownership the mine retained its bradford coal company name. at this time, the parker and crombouke mines (seams) were being worked. the' fine cotton spinners' were aware of the existence of the rich roger mine but as they knew nothing about coal mining and had insufficient resources, they were unable to mine it. eventually, the' fine cotton spinners' sold out to manchester collieries ltd who had both the resources and mining knowledge to work the roger mine .
notes: staveley town was a large station with four platform faces, an island and two side platforms and was the northern junction for the loop line to chesterfield. the timber - built booking hall was on the a619 road overbridge and there was a timber waiting room on each platform. the station was also the junction for branches to the ireland, hartington and markham collieries the goods yard was on the down side of the line alongside and to the north of the station with a large goods shed and a siding serving cattle pens. on the down side of the line there was a marshalling yard and extensive sidings .
the lancashire and yorkshire railway was one of the major companies in the north of england before the grouping of 1923. their network was very compact, with lots of lines around the conurbations of the north west and yorkshire. although it didn’t rival many of the larger companies in terms of miles of track, it was the most densely served network with most locomotives per route mile. they operated out of manchester’s victoria station and liverpool’s exchange station. liverpool exchange station no longer exists aside from the station frontage and some traces of the platforms. it has been replaced by moorfields station, which lies underground, almost beneath exchange .
selected further reading: great central memories by john mc healey published 1987 by baton transport isbn 0 85936 193 4 - heavily illustrated history of the london extension. great central then and now by mac hawkins - published (2nd edition) by bca 1992 isbn 0 7153 9326 x, station by station photographic survey of the great central between sheffield and london with numerous' then and now' photographs. see also sheepbridge & brimington station and construction of the manchester, sheffield and lincolnshire railway through brimington by philip cousins. published in st. michael & all saints, brimington parish magazine. (click here for full text). tickets from michael stewart & glynn waite
after nationalisation, the line became part of british railways eastern region but was transferred to the london midland region in 1958. by this time the service was already in decline with the increasing popularity of the car and it was unable to compete with other north - south routes as the line passed through sparsely populated areas south of rugby. manchester to london express services were withdrawn on 2nd january 1960 leaving only three semi - fast trains a day and it came as little surprise when the line became the first main line to close in the beeching era. beeching considered that the great central was a duplicate route which could be sacrificed in favour of the midland main line .
a lease of 1857 committed the company to paying the lessors of astley hall a minimum annual rent of £1, 000 and royalties for the bin mine of £70
per foot thick per cheshire acre
, for the crombouke £95, the brassey £70, and the six foot £95. the lease expired in 1896. by the time the astley hall estate was sold in 1889, astley and tyldesley collieries had paid a total of £90, 526 for these mines and the worsley four foot mine. the deeper mines, the seven feet and the trencherbone, were not included in the 1857 lease. these coal seams produced steam coal, household coal and coal for tyldesley' s gasworks. about 500 tons of coal per day was raised from the older pits. the bedford colliery closed in 1864 and the company concentrated its operations closer to gin pit .
in 1847 darlington' s company was known as astley and bedford collieries, which had offices at bedford lodge in bedford, leigh. gin pit' s name suggests it, or its predecessor, had horse driven winding gear and was on the site of even older coal workings. the colliery site was isolated from roads resulting in darlington building a narrow gauge tramway worked by horses to transport coal from his pit to a basin on the bridgewater canal at marsland green. in 1851 darlington attempted to sell his colliery, tramroad, cranes and tipplers on the canal to the bridgewater trustees but the operation was eventually sold to samuel jackson, a salt merchant and owner of bedford colliery or milner' s pit which he had bought from w. e. milner around the same time. jackson' s lease was for coal from the worsley four foot mine and he was required to sink two shafts 14 feet in diameter with no workings under astley hall .
while it is possible to use all or most of the other three routes to travel between the two cities, the last connection has long been severed. it used parts of the stockport to warrington line and the st helens and runcorn gap line. the trains left from oxford road station and used the manchester, south junction and altrincham line to altrincham 4 where they joined the line from stockport. current trains on this line head only to chester, but the liverpool services used to veer off and run towards warrington. the line had its main station and headquarters at warrington arpley, although only having two platforms, it had a grand facade and a full roof. the line then followed the river to join up with the runcorn to liverpool lime street line at ditton junction 5 .
the line was altered when the manchester ship canal was built, and a viaduct at latchford, east of warrington, was built to cross it. arpley station closed in 1958, while passenger services stopped using the line in 1962. the line remained a busy freight route, especially with coal trains serving fidder’s ferry power station. the line east of warrington was forced to close in the 1980s when it was decided that it was uneconomic to make repairs to the latchford viaduct, however the rest of the line still sees heavy use. as ditton junction station was no longer a junction for passenger services, it lost junction from its name in 1974, although many of the signs remained the same. gradually, it saw its passenger services reduced to just the occasional liverpool to crewe train. the station closed completely in 1994 .
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warning: this is not intended to be an exhaustive history of the company, but an indication of the changes of ownership and the links between companies and directors in those companies. the company may own other properties etc. and there may have been other changes of ownership etc. for which we currently do not have details .
source: 1933 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the scottish mining museum, newtongrange, midlothian
bromilow, h. a. , colonel, rann lea, rainhill, lancs .
source: 1933 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the
source: 1940 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the scottish mining museum, newtongrange, midlothian
source: 1940 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the
source: 1947 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the scottish mining museum, newtongrange, midlothian
source: 1947 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the
1933 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the scottish mining museum, newtongrange, midlothian
1940 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the scottish mining museum, newtongrange, midlothian
1947 colliery year book and coal trades directory. published by the louis cassier co. ltd. , from a copy held in the scottish mining museum, newtongrange, midlothian
with the permission of the controller of hmso and the queen' s printer for scotland .
until their dissolution in 1935, most records of the bridgewater companies are also to be found at ncbw / 20 and 21 .
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the summary includes a brief description of the collection (s) (usually including the covering dates of the collection), the name of the archive where they are held, and reference information to help you find the collection .
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the museum, to help raise funds, have commissioned a series of o – oo & n gauge coal wagons depicting the local pits which surrounded the lancashire coalfield .
these wagons are manufactured by dapol who are based in chirk, wales and are well known in the model railway world for the quality of the wagons they produce .
these wagons are produced on a strictly limited edition run of 100 for each colliery .
wagon prices 'n 'gauge are £10 each 'o 'gauge £40 each, 'oo 'gauge £11 for older wagons, £12 for wagons commissioned in the last two years. (see other news link for 2016 wagons and new commissions for 2017 )
packaging & postage all packages are sent 1st class royal mail. for 'n '& 'oo 'gauges, at present cost £3. 50 for one to six wagons. 'o 'gauge costs £5. 50 per wagon .
note this will possibly change in april when the royal mail usually have a price rise, alter weights and parcel sizes etc. please contact for latest postage prices .
the museum needs to raise a significant amount of money to try and save the headgear. please consider donating now before this iconic landmark is lost forever .
open tuesday – thursday – saturday - sunday 1. 30pm – 5. 00pm
extract from a national coal board report, dated about september 1959, concerning the progress of industrial relations with the growth of bradford colliery .
in the early days, the coal was mined at shallow depths, but even so, the capital required was beyond the means of all but the wealthy and it was recorded during tudor days that several hundred pounds had been invested at a colliery in bradford manor, where one of the pits was sixty - seven feet deep .
kannel (or cannel) is a bituminous coal that burns brightly with much smoke. cannel coal is a dialectal variant of candle coal from its bright flame .
shallow workings were probably operated at bradford until the 19th century and it is known that coal was wound in shafts from 1845 onwards .
it is clear that bradford village supplied all the colliery' s manpower until 1870. in that year edward bryan (
when the lancashire miners' federation came into being on the 19 april 1881, its first secretary was a bradford colliery man, thomas seddon, who was also elected secretary of the miners federation of great britain, from its inception in 1889 until 1910 .
many bradford miners made names for themselves in wider spheres. one of the miners' federation representatives returned to the house of commons in the 1910 general election, was john edward sutton, a checkweighman at the colliery (
checkweighmen were elected and paid by the men to ensure fair payment for coal won and they worked alongside the employer' s wage clerks .
), was john bryan, a checkweighman and secretary of the bradford branch of the national union of mineworkers (num). a grandson of the edward bryan of the 1870 intruders, john bryan was a loyal supporter of the num who was liked and respected by both management and men .
the labour force supplying bradford colliery up to world war ii was mainly drawn from descendants of the pioneer miners and their progress in social and political affairs followed a pattern that was typical of mining communities throughout britain .
the table below provides some details of bradford colliery between 1880 and 1945. additionally, trade directories list the following names: 1828 / 29 - thomas porter, coal owner; 1841 - john brown, agent; 1841 - charles james stanley walker; 1895 - clegg and thomas livesey, coal owners; 1903 - henry shaw; 1909 and 1911 - g h pybus, henry shaw and f l ward. regarding thomas porter, it is understood that he showed unfairness to his miners and this may be the reason for industrial unrest that prompted a strike in 1844. it is this event that may have caused porter to sell the colliery to messrs clegg and livesey who had succeeded him by 1845 .
the livesey surname crops up again in records for 1896 / 97 when richard johnson clegg livesey and thomas livesey, along with f l ward, of bradford colliery are listed as being members of the federated institute of mining engineers .
the two livesey brothers, clegg and thomas, once owned black mine colliery (also known as bredbury colliery) in bredbury, cheshire. it was alleged that they fraudulently sold this mine to john stott - milne and the case went to court between 1879 and 1881. in 1881 clegg livesey was living at woodley house, bredbury .
bradford coal company ltd was incorporated in 1875 (company no. 9808) and it was dissolved before 1916. national archive ref. bt 31 / 2135 / 9808, where' bt' refers to records of the board of trade and of its successor .
at this time, the managing director was j t browne fgs and the two district mine managers were sir (edward) humphrey browne cbe and john brass jnr. following the nationalisation of the coal - mining industry on the 1 january 1947, sir humphrey browne was appointed as the director general of production for the national coal board and in 1957 he was appointed chairman of the divisional board of the west midlands division. sir humphrey was born in nuneaton on the 7 april 1911 and he died in wrekin, shropshire, in february 1987, aged 75 years .
the company commenced voluntary liquidation proceedings in 1954 and they were completed at a general meeting held on the 12 july 1956. ref: the london gazette, issue 40795, page 3254, 1 june 1956 .
published by the western area public relations department of the national coal board and dated about september 1968 .
( no. 1) and it was reputed to be the second deepest in british coalfields. a second shaft was sunk in 1906 and this was
the two shafts initially had wooden headgear, which was later replaced by more modern steel headgear .
reorganisation and reconstruction of the pit was completed in 1958 when four faces were in operation in two seams; three faces in the 6 - feet thick roger mine and one face in the 3 feet 8 inch - thick crombouke mine which was 26 yards above the roger mine. the two shafts, now both 900 - yards deep, had insets at 730 yards. from each of these level horizons were driven, one pair in a northerly direction below newton heath and into the moston area and the other pair westerly below holt town and ancoats.
manchester collieries was a coal mining company with headquarters in walkden formed from a group of independent companies operating on the manchester coalfield in 1929 . the mining industry act of 1926 attempted to stem the post-war decline in coal mining and encourage independent companies to merge in order to modernise and better survive the economic conditions of the day . robert burrows of the atherton company fletcher burrows proposed a merger of several independent companies operating to the west of manchester . the merger was agreed and took place in march 1929 . 
manchester collieries was a coal mining company with headquarters in walkden formed from a group of independent companies operating on the manchester coalfield in 1929. the mining industry act of 1926 attempted to stem the post-war decline in coal mining and encourage independent companies to merge in order to modernise and better survive the economic conditions of the day. robert burrows of the atherton company fletcher burrows proposed a merger of several independent companies operating to the west of manchester. the merger was agreed and took place in march 1929.
manchester collieries was a coal mining company with headquarters in walkden formed from a group of independent companies operating on the manchester coalfield in 1929. the mining industry act of 1926 attempted to stem the post-war decline in coal mining and encourage independent companies to merge in order to modernise and better survive the economic conditions of the day. robert burrows of the atherton company fletcher burrows proposed a merger of several independent companies operating to the west of manchester. the merger was agreed and took place in march 1929.