The Liverpool & Manchester 'Trials' Map
Below is a list of relevant points of interest along the Liverpool and Manchester Railway line which became a part in the success, trials and tribulations of the first inter city line in the world to what it has become today. However, not all points of interest have been listed as there are many but just some of the more important ones. One thing that should not be overlooked, that the line also became the first railway were another railway crossed the line in 1832. This became known as the 'intersection bridge' St Helens Junction) but sadly much of the remains and replacements have disappeared, some only in recent years sadly.
Crown Street Station.
This was the western passenger terminus of the L&M Railway and opened in December 1830 and access via a 291 yard long tunnel from Edge Hill Wapping cutting. The station consisted of a two storey building, two platforms and glass / wood overall roof. It remained open until the opening of Liverpool Lime Street Station on 15 August 1836.
After 1836, it became a Goods facility with the buildings making way for extra sidings and in 1849, a new double track tunnel opened left of the original tunnel to Crown Street, to allow locomotives to work to the Goods facility. This facility, by then a coal yard, remained opened until May 1972 when it was completely closed.
In later years, the whole area was landscaped as a public park with the western was buried. portal of Crown Street Tunnel. The newer double track tunnel entrance is still viewable were locomotives still used the the two lines as a head-shunt to this present day.
After 1836, it became a Goods facility with the buildings making way for extra sidings and in 1849, a new double track tunnel opened left of the original tunnel to Crown Street, to allow locomotives to work to the Goods facility. This facility, by then a coal yard, remained opened until May 1972 when it was completely closed.
In later years, the whole area was landscaped as a public park with the western was buried. portal of Crown Street Tunnel. The newer double track tunnel entrance is still viewable were locomotives still used the the two lines as a head-shunt to this present day.
Cavendish Cutting / Moorish Arch.
The sandstone cutting is sometimes better known as Edge Hill Wapping were it was cut out to provide access to Crown Street Station which included the original 291 yard tunnel, as well as a 2220 yard tunnel to Park Lane goods depot serving the south end of Liverpool Docks. As part of the cutting, the decorative Moorish Arch was built which spanned the cutting and included two ornate towers with steps either side to the top of the cutting. Sadly much of this was destroyed in later years but traces of the steps and location of the Moorish Arch still survives today
Also within the walls of the cutting, various cut outs were made including one for a location of stationery steam engine. In 1846, a new tunnel to Crown Street was built which was left of the middle tunnel known as Wapping Tunnel. Park Lane goods station closed on 15 May 1972 with Wapping Tunnel becoming disused. The west portal entrance of Wapping Tunnel still survives although gated, along with the site of Park Lane goods station.
In 1980, the whole cutting was cleared to allow the public to view the area as part of the L&M 150th Anniversary celebrations. Since then, with the exception of the two running lines using Crown Street tunnel, much of Cavendish Cutting has been left abandoned with the continued grown of bushes and trees covering much of the area. However, there are proposals to once again to clear and access this location in time for the L&M 200th Anniversary in 2030 with in the meantime, the site in 2022 was listed as a scheduled monument by 'Historic England'.
Also within the walls of the cutting, various cut outs were made including one for a location of stationery steam engine. In 1846, a new tunnel to Crown Street was built which was left of the middle tunnel known as Wapping Tunnel. Park Lane goods station closed on 15 May 1972 with Wapping Tunnel becoming disused. The west portal entrance of Wapping Tunnel still survives although gated, along with the site of Park Lane goods station.
In 1980, the whole cutting was cleared to allow the public to view the area as part of the L&M 150th Anniversary celebrations. Since then, with the exception of the two running lines using Crown Street tunnel, much of Cavendish Cutting has been left abandoned with the continued grown of bushes and trees covering much of the area. However, there are proposals to once again to clear and access this location in time for the L&M 200th Anniversary in 2030 with in the meantime, the site in 2022 was listed as a scheduled monument by 'Historic England'.
Edge Hill Station.
This station was opened in August 1836 when the line was diverted from Crown Street to Liverpool Lime street. The station consisted of two platforms, station building and engine houses. The latter was to house steam winding engines in connection with the rope haulage of trains from Lime Street Station. In 1870 when Lime Street cutting was widened to four tracks, this was abandoned as locomotives were now able to haul trains up the cutting to Edge Hill Station, which now had four platforms. The main station building survives today and remains in use, with in 2009 major restoration of the Engine House, Boiler Room and Accumulator Tower was carried out by 'Metal' (an 'Arts' organisation) with assistance of capital funding from various outside bodies. This makes Edge Hill one of the oldest stations in the world still operating today.
Olive Mount Cutting.
This two mile sandstone cutting was originally opened in 1830, located between Edge Hill and Broadgreen. In some places, the cutting was 80 feet deep and initially accommodated two lines in a 20 foot opening. Some of the sandstone / spoil from the cutting was used to construct the raialway embankment between Broadgreen and Roby.
In 1871, the cutting was widened to allow for four lines to access Liverpool Lime Street Station, due to the increase in traffic. These days, although two lines were lifted in the 1970’s, the cutting is still impressive as you travel from one end to another. About 100yds east of Rathbone Road bridge, just towards the end of the cutting, located on the west sandstone wall is 28 and a quarter mile marker cut into the wall and has been there since the line opened in 1830. The distance stated is from Manchester Liverpool Road Station.
In 1871, the cutting was widened to allow for four lines to access Liverpool Lime Street Station, due to the increase in traffic. These days, although two lines were lifted in the 1970’s, the cutting is still impressive as you travel from one end to another. About 100yds east of Rathbone Road bridge, just towards the end of the cutting, located on the west sandstone wall is 28 and a quarter mile marker cut into the wall and has been there since the line opened in 1830. The distance stated is from Manchester Liverpool Road Station.
Stationary Winding Remains, Stoney Lane Bridge.
Located at the top of Whiston Incline, it was originally thought that steam locomotives would not be able to climb the incline without the assistance of rope haulage and work began on the construction of a line-side winding engine house. In practice, the early Stephenson locomotives proved more than capable of pulling trains up the incline and work on the winding engine was stopped. The remains of the sandstone chimney base have survived to the present day. The cutting here was widened to accommodate sidings where assisting locomotives could be detached from ascending trains and added to those descending the incline. Looking due west along the Railway, Liverpool Cathedral may be glimpsed on the skyline.
Rainhill Station and Skew Bridge.
The site of the Locomotive Trials in October 1829. The original course was one mile long, eastwards towards Lea Green at the top of the Sutton Incline. Three locomotives, “Rocket”, “Novelty” and “Sans Pareil” competed for a prize of £500 over a period of 9 days to determine which was capable of hauling trains on the newly-constructed Railway. An Interpretation Board on the platform records what happened and Rocket’s success.
The Skew Bridge, a Grade II listed structure, is the most acute of 15 such bridges on the line, built at an angle of 34 degrees to the railway. Work on construction began towards the end of 1828. A full-size model was set up in an adjacent field and stone blocks, some weighing over two tons, were cut, dressed and numbered in advance, each being individually shaped to fit its exact position.
The bridge was then constructed and the Warrington to Prescot Turnpike (now the A57), raised by inclined embankments, to pass over it. An inscription carved below the parapet on the eastern side, records the date of completion – June 1829.
The Skew Bridge, a Grade II listed structure, is the most acute of 15 such bridges on the line, built at an angle of 34 degrees to the railway. Work on construction began towards the end of 1828. A full-size model was set up in an adjacent field and stone blocks, some weighing over two tons, were cut, dressed and numbered in advance, each being individually shaped to fit its exact position.
The bridge was then constructed and the Warrington to Prescot Turnpike (now the A57), raised by inclined embankments, to pass over it. An inscription carved below the parapet on the eastern side, records the date of completion – June 1829.
Sankey Viaduct and Newton Common Lock, Sankey Navigation
Located 14 miles east of Liverpool, the designated route of the Railway involved crossing a valley through which flowed the Sankey Brook and Sankey Navigation (built by Henry Berry, 1757, to link the St.Helens coalfield to the River Mersey).
Engineers had to decide how to carry the railway over the valley, without disrupting traffic on the canal and avoiding steep gradients. The solution was to form an embankment over the western half of the valley, starting near Collins Green, extending 900 yards east and rising to over 50 feet. The Viaduct was then constructed over the Canal and the Stream, a loop in the former being eliminated and the curve of the waterway being altered to a constant radius. One hundred thousand tons of marls and moss, compacted with brushwood, were used in the construction of the embankment, handled and transported with the simplest of mechanical aides. Work on the Viaduct began in 1828. Some 200 piles were driven up to 30 feet into the ground to provide solid foundations for ten piers. The nine arches, each with a span of 50 feet, built of brick, faced with stone, carry two tracks 70 feet above the valley floor.
The Viaduct cost £45,000 to build and is the only Grade I listed structure in St.Helens Borough. The last seven sailing barges passed through the Newton Common Lock to St.Helens in 1919. The Canal was formerly abandoned north of this point in 1931. In 1966, it was given Grade One listed status. Some years ago, the Sankey Canal Restoration Society had undertaken some excavations at the site, which may be viewed from the footpath. During 2023/4, Network Rail contractors carried out £3.8 million restoration and maintenance work on the nine arches of the viaduct.
Engineers had to decide how to carry the railway over the valley, without disrupting traffic on the canal and avoiding steep gradients. The solution was to form an embankment over the western half of the valley, starting near Collins Green, extending 900 yards east and rising to over 50 feet. The Viaduct was then constructed over the Canal and the Stream, a loop in the former being eliminated and the curve of the waterway being altered to a constant radius. One hundred thousand tons of marls and moss, compacted with brushwood, were used in the construction of the embankment, handled and transported with the simplest of mechanical aides. Work on the Viaduct began in 1828. Some 200 piles were driven up to 30 feet into the ground to provide solid foundations for ten piers. The nine arches, each with a span of 50 feet, built of brick, faced with stone, carry two tracks 70 feet above the valley floor.
The Viaduct cost £45,000 to build and is the only Grade I listed structure in St.Helens Borough. The last seven sailing barges passed through the Newton Common Lock to St.Helens in 1919. The Canal was formerly abandoned north of this point in 1931. In 1966, it was given Grade One listed status. Some years ago, the Sankey Canal Restoration Society had undertaken some excavations at the site, which may be viewed from the footpath. During 2023/4, Network Rail contractors carried out £3.8 million restoration and maintenance work on the nine arches of the viaduct.
Earlestown Station
Opened in 1831, at the point where the Warrington & Newton Railway met the Liverpool & Manchester by means of a west to south chord. Early sources refer to the station as the “Warrington Junction” or “Newton Junction”, the name “Earlestown”, appeared in the 1860s.
The original station building was altered by the London & North Western Railway in 1902, the pitch of the roof being lowered, and a covered walkway constructed to link platforms on the east curve. Despite being disused since the early 1970s, the main buildings remain intact, retaining the intricate stone carvings over the doorways. It was chosen to house the Newton 150 Exhibition, during the “Rocket 150” celebrations of 1980 and is a now a Grade II-listed structure.
Some years ago, Network Rail had renovated the Station, including the construction, in wood, of a new canopy on Platform Two, to the original design. The tracks on the east curve were electrified in 1973, as part of the British Rail’s West Coast Main Line Modernisation scheme with the full L & M line including the west curve eventually following in 2015.
The original station building was altered by the London & North Western Railway in 1902, the pitch of the roof being lowered, and a covered walkway constructed to link platforms on the east curve. Despite being disused since the early 1970s, the main buildings remain intact, retaining the intricate stone carvings over the doorways. It was chosen to house the Newton 150 Exhibition, during the “Rocket 150” celebrations of 1980 and is a now a Grade II-listed structure.
Some years ago, Network Rail had renovated the Station, including the construction, in wood, of a new canopy on Platform Two, to the original design. The tracks on the east curve were electrified in 1973, as part of the British Rail’s West Coast Main Line Modernisation scheme with the full L & M line including the west curve eventually following in 2015.
Earlestown Wagon Works (LNWR) - The Viaduct Foundry
Founded by Jones, Turner & Evans in 1833 as a small engineering factory, at the eastern end of the Sankey Viaduct. By 1853, the site had expanded to cover eight acres, including a number of workers’ cottages. Negotiations for the sale of the factory to the London & North Western Railway were overseen by Sir Hardman Earle and the original cottages demolished to make way for further development. The resulting township was named “Earlestown” in honour of Sir Hardman.
The works subsequently became one of the L.N.W.R.’s principal wagon construction and repair facilities surviving as such into the Britain Railways era, before closure in 1964. Any of the surviving buildings now form part of the Deacon Trading estate.
The works subsequently became one of the L.N.W.R.’s principal wagon construction and repair facilities surviving as such into the Britain Railways era, before closure in 1964. Any of the surviving buildings now form part of the Deacon Trading estate.
Vulcan Foundry Locomotive Works
Founded in 1830 by Charles Tayleur, a Liverpool engineer, for the production of steam locomotives. Robert Stephenson became a partner in 1832 and in the same year the first locomotives, “Tayleur” and “Stephenson”, were delivered to the North Union Railway.
The construction of eight 2-4-0 locomotives for the Great Indian Peninsular Railway in 1852 saw the beginning of a long association with the railways of India, which in the next 100 hundred years resulted in 2750 locomotives being delivered to the sub-continent (an average of one a fortnight). The first locomotive for the Japanese Railways was built in 1872. Expansion continued throughout the later years of the Nineteenth Century, the work force rising from 537 in 1865 to 1390 by 1906. Production during World War 1 included shells, gun mountings and Paravanes (mine-sweeping devices). In the 1930s, the works concentrated on locomotives for Britain, India, Argentina and China, (one of the latter is now preserved in the National Railway Museum, York) the workforce rising to over 4,000. Heavy freight and shunting “Austerity” locomotives formed part of the World War II effort, including 600 “Matilda” tanks, machine gun mountings and torpedo parts. The factory was visited by King George VI and Queen Elizabeth in 1941 and was a target for the Luftwaffe. As part of post-war European re-construction, 120 locomotives were built for United Nations relief and Rehabilitations Agency.
In 1955, the Vulcan Foundry merged with the English Electric Company Ltd. Following a large-scale reorganisation, the works made a significant contribution to the modernisation of British Railways, delivering over 900 diesel and electric locomotives between 1957 and 1968. English Electric became part of the GEC Group of Companies in 1968, locomotive construction finally ceasing in 1970. Thereafter, output concentrated on the production of diesel plant and equipment. Following the break-up of GEC Group, the factory was acquired by M.A.N. (B.&W. Diesel) Ltd. in 2000 and was closed at the end of 2002. Since then, virtually all traces of the works have disappeared including the famous 'Vulcan' tower which was part of the Administration building and nowadays, a large housing estate has taken its place, such is progress!
The construction of eight 2-4-0 locomotives for the Great Indian Peninsular Railway in 1852 saw the beginning of a long association with the railways of India, which in the next 100 hundred years resulted in 2750 locomotives being delivered to the sub-continent (an average of one a fortnight). The first locomotive for the Japanese Railways was built in 1872. Expansion continued throughout the later years of the Nineteenth Century, the work force rising from 537 in 1865 to 1390 by 1906. Production during World War 1 included shells, gun mountings and Paravanes (mine-sweeping devices). In the 1930s, the works concentrated on locomotives for Britain, India, Argentina and China, (one of the latter is now preserved in the National Railway Museum, York) the workforce rising to over 4,000. Heavy freight and shunting “Austerity” locomotives formed part of the World War II effort, including 600 “Matilda” tanks, machine gun mountings and torpedo parts. The factory was visited by King George VI and Queen Elizabeth in 1941 and was a target for the Luftwaffe. As part of post-war European re-construction, 120 locomotives were built for United Nations relief and Rehabilitations Agency.
In 1955, the Vulcan Foundry merged with the English Electric Company Ltd. Following a large-scale reorganisation, the works made a significant contribution to the modernisation of British Railways, delivering over 900 diesel and electric locomotives between 1957 and 1968. English Electric became part of the GEC Group of Companies in 1968, locomotive construction finally ceasing in 1970. Thereafter, output concentrated on the production of diesel plant and equipment. Following the break-up of GEC Group, the factory was acquired by M.A.N. (B.&W. Diesel) Ltd. in 2000 and was closed at the end of 2002. Since then, virtually all traces of the works have disappeared including the famous 'Vulcan' tower which was part of the Administration building and nowadays, a large housing estate has taken its place, such is progress!
Vulcan Village Conversation Area
Built in 1830 to house the workforce employed in the newly-opened Vulcan Foundry Locomotive Works. The village comprised six ‘rows’ of houses and at one time, had its own Post Office, school, laundry and public house. For many years a toll was extracted from through traffic on 29 February every Leap Year.
The village was sold during the 1970s to the Maritime Housing Association and has subsequently been extensively modernised. In 1986 it was designated a Conversation Area. Period notices adorn the gable ends of the houses on Derby Row, whilst the last house on Manchester Row incorporates a magnificent representation, in stone, of “Vulcan”, which was removed from the Works. The Inn houses memorabilia from the factory.
The village was sold during the 1970s to the Maritime Housing Association and has subsequently been extensively modernised. In 1986 it was designated a Conversation Area. Period notices adorn the gable ends of the houses on Derby Row, whilst the last house on Manchester Row incorporates a magnificent representation, in stone, of “Vulcan”, which was removed from the Works. The Inn houses memorabilia from the factory.
Newton Railway Bridge
Completed in 1828, this Grade II-listed structure comprises four arches, built of stone-faced brickwork, 27 feet high and carries the Railway over what was the Bolton to Warrington Turnpike (now the A49). A fifth, smaller arch spans Old Mill Dam. Construction of the bridge gave engineers valuable experience in building other bridges on the line, most notably the Sankey Viaduct at Earlestown. Network Rail a few years ago, recently extensively renovated the bridge and now looking as it was.
Huskisson Memorial, Parkside
The memorial was erected as a “tribute of respect”, following the death of the Right Honourable William Huskisson, MP for Liverpool, who was killed at Parkside on the opening day of the Liverpool & Manchester Railway, 15 September, 1830. The central tablet was badly damaged in 1990 and was subsequently replaced by a new marble plaque, funded by Railtrack North West, the Railway Heritage Trust and the Newton 21 Partnership. The Memorial is a Grade II listed structure. The original tablet is now in the care of the National Railway Museum, York with a replica also on display at Newton le Willows Station.
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