59-743: The Coal Road (also known as the Galloway Gate Road ) is an unclassified highway which connects the railway stations at Garsdale and Dent in Cumbria , England. The road is within the Yorkshire Dales National Park , and was historically part of the West Riding of Yorkshire . The name derives from its use transporting locally mined coal, although before that it was used as a droving route between England and Scotland through Mallerstang . The Coal Road connects Garsdale and Dentdale, scouting
118-518: A 4c type as designed and built by the Midland Railway Company, was installed in June 1910 and is made from timber with a Welsh slate roof. It was given grade II listed status in 2013. The box was significant in the 1910 Hawes Junction crash, which led to the introduction of track circuits to prevent that type of tragedy happening again. Its heritage status was awarded partly due to its involvement in
177-504: A branch led to the MR Nottingham station. The Great Northern Railway by then passed through Grantham and both railway companies paid court to the fledgling line. Meanwhile, Nottingham had woken up to its branch line status and was keen to expand. The MR made a takeover offer only to discover that a shareholder of the GN had already gathered a quantity of Ambergate shares. An attempt to amalgamate
236-731: A few miles north of Matlock in 1849. However the M&;BR had become part of the LNWR in 1846, thus instead of being a partner it had an interest in thwarting the Midland. In 1863 the MR reached Buxton, just as the LNWR arrived from the other direction by the Stockport, Disley and Whaley Bridge Railway . In 1867 the MR began an alternative line through Wirksworth (now the Ecclesbourne Valley Railway ), to avoid
295-486: Is 4 miles (6.4 km) long, and was tarmacked in 1954. The name Galwaithegate was referred to in a document from the 12th century, describing a road between Tebay and Kirkby Lonsdale along which cattle were transported. It is thought that the Scottish Galloway cattle may have given rise to the name. The Coal Road is renowned in cycling circles due to its steep climb from Dentdale out towards Garsdale Head, and
354-530: Is a marvel of Gothic Revival architecture , in the form of the Midland Grand Hotel by Gilbert Scott , which faces Euston Road , and the wrought-iron train shed designed by William Barlow . Its construction was not simple, since it had to approach through the ancient St Pancras Old Church graveyard. Below was the Fleet Sewer, while a branch from the main line ran underground with a steep gradient beneath
413-435: Is uneven. Tickets must be bought in advance or on the train as no ticket machines are available, although Northern , who operate the station, is planning to install one. Train running information can be obtained from timetable posters and the customer information screens and there is public address to announce incoming trains. A bus service to and from Hawes connects with selected train departures each day. The signal box ,
472-612: The Bedford to Hitchin Line , joining the GN at Hitchin for King's Cross. The line began its life in a proposition presented for the shareholders by George Hudson on 2 May 1842 as: "To vest £600,000 in the South Midland Railway Company in their line from Wigston to Hitchin." a full decade before realisation. The delay was partly due to the withdrawal of GN's interest in the competing scheme,
531-621: The Birmingham and Derby Junction Railway found a place elsewhere in Hudson's empire with the York, Newcastle and Berwick Railway , though he later returned. The MR was in a commanding position having its Derby headquarters at the junctions of the two main routes from London to Scotland, by its connections to the London and Birmingham Railway in the south, and from York via the York and North Midland Railway in
590-550: The London, Tilbury and Southend Railway in 1912. It had running rights on some lines, and it developed lines in partnership with other railways, being involved in more 'Joint' lines than any other. In partnership with the GN it owned the Midland and Great Northern Joint Railway to provide connections from the Midlands to East Anglia, the UK's biggest joint railway. The MR provided motive power for
649-724: The Midland Counties Railway , the North Midland Railway , and the Birmingham and Derby Junction Railway , the Birmingham and Gloucester Railway joined two years later. These met at the Tri-Junct station at Derby, where the MR established its locomotive and later its carriage and wagon works. Leading it were George Hudson from the North Midland, and John Ellis from the Midland Counties. James Allport from
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#1733085541636708-693: The North British Railway had built the Waverley Line through the Scottish Borders from Carlisle to Edinburgh. The MR was obliged to go ahead and the Settle to Carlisle opened in 1876. The Nottingham direct line of the Midland Railway opened for goods traffic on 1 December 1879 and for passenger traffic on 1 March 1880. By the middle of the decade investment had been paid for; passenger travel
767-593: The Somerset & Dorset Joint Railway , and was a one-third partner in the Cheshire Lines Committee . In 1913, the company achieved a total revenue of £15,129,136 (equivalent to £1,880,400,000 in 2023) with working expenses of £9,416,981 (equivalent to £1,170,440,000 in 2023). With the onset of the First World War in 1914, unified Government control of the Midland, and all the main line railways,
826-604: The West Riding of Yorkshire ), on the Settle and Carlisle Line , which runs between Carlisle and Leeds via Settle . The station, situated 51 miles 29 chains (82.7 km) south-east of Carlisle, serves the village of Garsdale and town of Sedbergh , South Lakeland in Cumbria, and the market town of Hawes , Richmondshire in North Yorkshire . It is owned by Network Rail and managed by Northern Trains . The station
885-592: The Bedford and Leicester Railway, after Midland purchased the Leicester and Swannington Railway and the Ashby Canal and Tramway, which were to have been the feeder lines. With the competition thwarted there was less rush to have this line as well as its branch lines to Huntingdon (from Kettering) and Northampton (from Bedford) finished. Both these branches were subsequently built by independent companies. While this took some of
944-562: The Bristol to Birmingham route. While the two parties were bickering over the price, the MR's John Ellis overheard two directors of the Birmingham and Bristol Railway on a London train discussing the business, and pledged that the MR would match anything the Great Western would offer. Since it would have brought broad gauge into Curzon Street with the possibility of extending it to the Mersey, it
1003-620: The LNWR was settled before the Settle and Carlisle was built, but Parliament refused to allow the MR to withdraw from the project. The MR was also under pressure from Scottish railway companies, which were eagerly awaiting the Midland traffic reaching Carlisle as it would allow them to challenge the Caledonian Railway 's dominance on the West Coast traffic to Glasgow and Edinburgh. The Glasgow and South Western Railway had its own route from Carlisle to Glasgow via Dumfries and Kilmarnock, whilst
1062-531: The LNWR, in what became known as the Sheffield and Midland Railway Companies' Committee . Continuing friction with the LNWR caused the MR to join the MS&;LR and the GN in the Cheshire Lines Committee , which also gave scope for wider expansion into Lancashire and Cheshire, and finally a new station at Manchester Central . In the meantime Sheffield had at last gained a main-line station. Following representations by
1121-463: The Leicester and Hitchin railway cost £1,750,000 (equivalent to £222,460,000 in 2023). By 1860 the MR was in a much better position and was able to approach new ventures aggressively. Its carriage of coal and iron – and beer from Burton-on-Trent – had increased by three times and passenger numbers were rising, as they were on the GN. Since GN trains took precedence on its own lines, MR passengers were becoming more and more delayed. Finally in 1862
1180-508: The MR joined with the Manchester and Birmingham Railway (M&BR), which was also looking for a route to London from Manchester, in a proposal for a line from Ambergate . The Manchester, Buxton, Matlock and Midlands Junction Railway , it received the Royal Assent in 1846, in spite of opposition from the Sheffield, Ashton-Under-Lyne and Manchester Railway . It was completed as far as Rowsley
1239-603: The MR was a connection between Sheffield and Manchester, by a branch at Dore to Chinley , opened in 1894 through the Totley and Cowburn Tunnels, now the Hope Valley Line . In the 1870s a dispute with the London and North Western Railway (LNWR) over access rights to the LNWR line to Scotland caused the MR to construct the Settle and Carlisle line, the highest main line in England, to secure access to Scotland. The dispute with
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#17330855416361298-698: The Midland's infrastructure remains in use and visible, such as the Midland Main Line and the Settle–Carlisle line , and some of its railway hotels still bear the name Midland Hotel . The Midland Railway originated from 1832 in Leicestershire / Nottinghamshire , with the purpose of serving the needs of local coal owners. The company was formed on 10 May 1844 by the Midland Railway (Consolidation) Act 1844 ( 7 & 8 Vict. c. xviii) which merged
1357-432: The Midland, but it still had designs on Manchester. At the same time the LNWR was under threat from the GN's attempts to enter Manchester by the Manchester, Sheffield and Lincolnshire Railway . In 1850 the MR, though much more secure, was still a provincial line. Ellis realised that if it were to fend off its competitors it must expand outwards. The first step, in 1853, was to appoint James Allport as general manager, and
1416-512: The accident. In June 2020, Network Rail applied to the Yorkshire Dales National Park Authority to carry out repairs on the decaying structure. Refurbishment began in June 2021, and is expected to take three months. Garsdale has seen a modest improvement in service levels in recent years, with an extra morning and evening service in each direction. This brings the service level up to that seen at various other stations on
1475-514: The cities concerned were provided with a rail service, it would make it more difficult to justify another line. They were approved while the bill for the direct line was still before Parliament, forming the present day Lincoln Branch and the Syston to Peterborough Line . The Leeds and Bradford Railway had been approved in 1844. By 1850 it was losing money but a number of railways offered to buy it. Hudson made an offer more or less on his own account and
1534-527: The coalfields that became its major source of income. Passengers from Sheffield continued to use Rotherham Masborough until a direct route was completed in 1870. Meanwhile, it extended its influence into the Leicestershire coalfields, by buying the Leicester and Swannington Railway in 1846, and extending it to Burton in 1849. After the merger, London trains were carried on the shorter Midland Counties route. The former Birmingham and Derby Junction Railway
1593-471: The coming of the Settle Carlisle Railway , which allowed better coal to be railed in from elsewhere. At its height, the coal-mining industry on the northern edge of Great Knoutberry extended to twenty workings, but all were fairly shallow pits dug easily from ground level down. The seam of coal was only 7 inches (180 mm) thick, but was valued by the whitesmiths in the dale. Cross Pits Colliery,
1652-466: The council in 1867 the MR promised to build a through line within two years. To the MR's surprise, the Sheffield councillors then backed an improbable speculation called the Sheffield, Chesterfield, Bakewell, Ashbourne, Stafford and Uttoxeter Railway. This was unsurprisingly rejected by Parliament and the Midland built its "New Road" into a station at Pond Street. Among the last of the major lines built by
1711-513: The days of steam-hauled London-Scotland expresses, the locality once boasted the highest water troughs in the world (just along the line at Ling Gill, at an altitude of 1140 feet above sea level). These were removed just before the end of steam traction on British Railways in 1968. Unusually, the station waiting room was once used for Anglican church services, and the railway turntable had a wall of sleepers built around it to prevent locomotives being spun by strong winds: this happened in 1900 and
1770-648: The decision was taken for the MR to have its own terminus in the Capital, as befitted a national railway. On 22 June 1863, the Midland Railway (Extension to London) Bill was passed: The new line deviated at Bedford, through a gap in the Chiltern Hills at Luton , reaching London by curving around Hampstead Heath to a point between King's Cross and Euston. The line from Bedford to Moorgate opened for passenger services on 13 July 1868 with services into St Pancras station starting on 1 October 1868. St Pancras station
1829-514: The former route from Redmire to connect with services here, allowing through journeys to Northallerton on the East Coast Main Line . The signal box (opened just a few months before the Christmas 1910 accident) on the northbound platform is still in use today. The station master at Garsdale possessed water-gauges, barometers and other meteorological appliances on the western slopes above
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1888-538: The founding members of the group that saved the Settle-Carlisle Railway from closure. The dog was featured in the campaign, signing the petition to save the line with a paw-print. Nuttall disappeared while walking with Ruswarp in the Welsh Mountains on 20 January 1990. His body was found on 7 April; Ruswarp was still alive after standing guard over his owner's body for 11 weeks and died shortly after attending
1947-423: The funeral. The sculpture by Joel Walker is a memorial to both Graham Nuttall, Ruswarp and the campaign to save the line from closure. It was unveiled on 11 April 2009, 20 years after the line was saved from closure. The station waiting rooms, previously out of use due to leaking roofs, were also refurbished and reopened to the public as part of the ceremony. Midland Railway The Midland Railway ( MR )
2006-497: The largest coal concern, was registered as being 1,800 feet (550 m) above sea level. The pits were mostly shallow and winding of the coal was by hand, using a winch known as a "jack roller". Mapping also shows the name of the track to be Galloway Gate Road. Galloway Gate was part of the old drovers route between England and Scotland through Mallerstang (to the north). The Coal Road from Lea Yeat in Cowgill , to Garsdale railway station
2065-643: The line gave the MR an exit to the north, which became the start of the Settle and Carlisle line, and it gave the MR a much more convenient station at Leeds Wellington . In spite of the objections of Hudson, for the MR and others, the "London and York Railway" (later the Great Northern Railway ) led by Edmund Denison persisted, and the bill passed through Parliament in 1846. In 1851 the Ambergate, Nottingham, Boston and Eastern Junction Railway completed its line from Grantham as far as Colwick , from where
2124-551: The line with the GN was foiled by Ellis, who managed to obtain an Order in Chancery preventing the GN from running into Nottingham. However, in 1851 it opened a new service to the north that included Nottingham. In 1852 an ANB&EJR train arrived in Nottingham with a GN locomotive at its head. When it uncoupled and went to run round the train, it found its way blocked by a MR engine while another blocked its retreat. The engine
2183-607: The merger of the standard gauge Birmingham and Gloucester Railway and the broad gauge Bristol and Gloucester Railway . They met at Gloucester via a short loop of the Cheltenham and Great Western Union Railway . The change of gauge at Gloucester meant that everything had to be transferred between trains, creating chaos, and the C&;GWU was owned by the Great Western Railway , which wished to extend its network by taking over
2242-659: The next was to shake off the dependence on the LNWR to London . Although a bill for a line from Hitchin into King's Cross jointly with the GN , was passed in 1847 it had not been proceeded with. The bill was resubmitted in 1853 with the support of the people of Bedford, whose branch to the LNWR was slow and unreliable, and with the knowledge of the Northamptonshire iron deposits. The Leicester and Hitchin Railway ran from Wigston to Market Harborough , through Desborough , Kettering , Wellingborough and Bedford , then on
2301-652: The north. Almost immediately it took over the Sheffield and Rotherham Railway and the Erewash Valley Line in 1845, the latter giving access to the Nottinghamshire and Derbyshire coalfields. It absorbed the Mansfield and Pinxton Railway in 1847, extending the Erewash Valley Line from the latter between Chesterfield and Trent Junction at Long Eaton , completed to Chesterfield in 1862, giving access to
2360-529: The pressure off the route through Rugby, the GNR insisted that passengers for London alight at Hitchin, buying tickets in the short time available, to catch a GNR train to finish their journey. James Allport arranged a seven-year deal with the GN to run into King's Cross for a guaranteed £20,000 a year (equivalent to £2,410,000 in 2023), . Through services to London were introduced in February 1858. The construction of
2419-487: The problem of the Ambergate line. The section from Wirksworth to Rowsley, which would have involved some tricky engineering, was not completed because the MR gained control of the original line in 1871, but access to Manchester was still blocked at Buxton. At length an agreement was made with the Manchester, Sheffield and Lincolnshire Railway (MS&LR) to share lines from a branch at Millers Dale and running almost alongside
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2478-462: The route (such as Langwathby ), namely eight northbound and seven southbound trains on weekdays and Saturdays, and five each way on Sundays. The "DalesRail" Sunday service that formerly called here in summer no longer operates due to a lack of available train crew to operate it. The southbound platform features a life-size bronze statue of a Border Collie dog named Ruswarp (pronounced / r ʌ s ə p / ). Ruswarp belonged to Graham Nuttall, one of
2537-647: The station to join the Metropolitan Railway , which ran parallel to what is now Euston Road. The construction of the London Extension railway cost £9,000,000 (equivalent to £1,022,840,000 in 2023). From the 1820s proposals for lines from London and the East Midlands had been proposed, and they had considered using the Cromford and High Peak Railway to reach Manchester ( See Derby station ). Finally
2596-528: The station, and collected data a few times each day and transmitted this to the Meteorological Society in London. The station is unstaffed, but waiting rooms are available on each platform and toilets on the southbound platform. There is no link between the platforms and the northbound platform is not easily accessible for disabled passengers, although there are no steps and the surface is not metalled and
2655-450: The symbols of Birmingham, Derby, Bristol, Leicester, Lincoln and Leeds. The wyvern , a legendary bipedal dragon, was used extensively as an emblem by the Midland, having inherited it from the Leicester and Swannington Railway . The MR, which used a wyvern sans legs (legless) above its crest, asserted that the "wyvern was the standard of the Kingdom of Mercia", and that it was "a quartering in
2714-535: The tarmacked route which "undulates like a fairground ride". The road is part of the Etape du Dales sportive which is held each May. A section of the road is part of the Pennine Bridleway . 54°17′49″N 2°19′48″W / 54.297°N 2.330°W / 54.297; -2.330 ( Coal Road ) Garsdale railway station Garsdale is a railway station in Cumbria , England (historically in
2773-406: The town arms of Leicester". The symbol appeared on everything from station buildings and bridges down to china, cutlery and chamber pots in its hotels, and was worn as a silver badge by all uniformed employees. However, in 1897 the Railway Magazine noted that there appeared "to be no foundation that the wyvern was associated with the Kingdom of Mercia". It has been associated with Leicester since
2832-520: The western edge of Great Knoutberry Hill , reaching a height of 1,755 feet (535 m). Due to its height, it regularly is blocked by snow during the winter months. The road gets its name from the many coal workings that were scattered around to the east of the road on the northern slopes of Great Knoutberry. A licence to work the coal by the road was first granted in 1742, and the miners used The Coal Road to move their coal by pack horse into Dentdale, Garsdale, Sedbergh , and even as far as Kendal , until
2891-432: The whole system was so overloaded that no one was able to predict when many of the trains would reach their destinations. At this point Sir Guy Granet took over as general manager. He introduced a centralised traffic control system, and the locomotive power classifications that became the model for those used by British Railways. The MR acquired other lines, including the Belfast and Northern Counties Railway in 1903 and
2950-662: Was a railway company in the United Kingdom from 1844 . The Midland was one of the largest railway companies in Britain in the early 20th century, and the largest employer in Derby , where it had its headquarters. It amalgamated with several other railways to create the London, Midland and Scottish Railway at grouping in 1923. The Midland had a large network of lines emanating from Derby, stretching to London St Pancras , Manchester , Carlisle , Birmingham , and Bristol . It expanded as much through acquisitions as by building its own lines. It also operated ships from Heysham in Lancashire to Douglas and Belfast . A large amount of
3009-434: Was designed by the Midland Railway company architect John Holloway Sanders , though not in the same style as used elsewhere on the route. It opened on 1 August 1876 as Hawes Junction . Adjoining the station are sixteen Railway Cottages built for its employees by the Midland Railway around 1876, the year the Settle-Carlisle Line opened. A further six cottages were added near to the Moorcock Inn soon afterwards. In
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#17330855416363068-416: Was imposed through the medium of the Railway Executive Committee. The Midland retained its private sector independence, being given income to match 1913 levels, but was required to undertake huge volumes of military traffic, largely freight, with little opportunity to maintain the network and rolling stock. At the end of the war, the railways were worn out and it was obvious that resumption of pre-war business
3127-470: Was impossible. The Government passed the Railways Act 1921 by which all the main line railways were amalgamated into one or other of four new large concerns, in a process known as the "Grouping". The Midland Railway was a constituent of the new London Midland and Scottish Railway (LMS) from the beginning of 1923; it was the largest joint stock company in the world. The MR operated ships from Heysham to Douglas and Belfast . The coat of arms combines
3186-420: Was increasing, with new comfortable trains; and the mainstay of the line – goods, particularly minerals – was increasing dramatically. Allport retired in 1880, to be succeeded by John Noble and then by George Turner. By the new century the quantity of goods, particularly coal, was clogging the network. The passenger service was acquiring a reputation for lateness. Lord Farrar reorganised the expresses, but by 1905
3245-436: Was left with the traffic to Birmingham and Bristol , an important seaport. The original 1839 line from Derby had run to Hampton-in-Arden : the Birmingham and Derby Junction Railway had built a terminus at Lawley Street in 1842, and on 1 May 1851 the MR started to run into Curzon Street . The line south was the Birmingham and Bristol Railway , which reached Curzon Street via Camp Hill . These two lines had been formed by
3304-477: Was progressing slowly through the Lake District, and there was pressure for a direct line from London to York. Permission had been gained for the Northern and Eastern Railway to run through Peterborough and Lincoln but it had barely reached Cambridge . Two obvious extensions of the Midland Counties line were from Nottingham to Lincoln and from Leicester to Peterborough. They had not been proceeded with, but Hudson saw that they would make ideal "stoppers": if
3363-445: Was shepherded to a nearby shed and the tracks were lifted. This episode became known as the "Battle of Nottingham" and, with the action moved to the courtroom, it was seven months before the locomotive was released. The London and Birmingham Railway and its successor the London and North Western Railway had been under pressure from two directions. Firstly the Great Western Railway had been foiled in its attempt to enter Birmingham by
3422-405: Was something that the other standard gauge lines wished to avoid, and they pledged to assist the MR with any losses it might incur. In the event all that was necessary was for the later LNWR to share Birmingham New Street with the Midland when it was opened in 1854, and Lawley Street became a goods depot. The MR controlled all the traffic to the North East and Scotland from London. The LNWR
3481-427: Was the inspiration for the story 'Tenders and Turntables' in the book 'Troublesome Engines' in The Railway Series by Rev W. Awdry . The Hawes Junction rail crash of 1910 occurred near to the station, which was originally named Hawes Junction, as it was the junction of a branch line to Hawes . This line was closed in March 1959, though it is the long-term aim of the Wensleydale Railway to extend their rails along
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