62-792: [REDACTED] Look up frf in Wiktionary, the free dictionary. FRF may refer to: Places [ edit ] Fairfield railway station (Greater Manchester) , in England Rhein-Main Air Base (FRF is its OACI airport codename) a former United States airbase in Germany, near Frankfurt. ISO 3166-2:FR-F (Centre-Val de Loire) People [ edit ] Faculty research fellow Groups and organizations [ edit ] Romanian Football Federation (Romanian: Federaţia Română de Fotbal ) Foundation for Religious Freedom ,
124-601: A basic terminus in Sheffield at Bridgehouses . There was a branch from Dinting to Glossop , and another from Guide Bridge to Stalybridge . The SA&MR had been short of money during construction, and the Woodhead Tunnel was built as a single track to save money. As the Railway Mania took hold, it became evident that enlargement of the network dominated by a railway company was key to competitive survival, and in 1846
186-510: A branch from Grimsby Town station to the Docks and Pier stations, with two miles of internal dock lines, were ready on 1 August 1853. The Etherow and Dinting Vale viaducts on the original SA&MR line had both been strengthened with extra tie rods in the middle 1850s. They were insured respectively for £4,000 and £6,000, but now drastic repairs were required: all of the timber arches in both structures were to be replaced by wrought iron girders at
248-497: A cost of £28,700 from November 1859. Not long afterwards the contractor system of permanent way maintenance came to an end when it was discovered that a contractor had got into serious financial difficulty; the work was brought in-house. The first quadruple-track section of the MS&;L, between Gorton and Ashburys, were drawn up in 1860. Negotiations were required with the LNWR over the use of
310-481: A ferry service to Hull. It was promised that "the rails of the New Holland line will be continued to the extremity of the pier". Next opening was from a junction at Ulceby (about halfway between New Holland and Grimsby) to Brigg , and a second arm of that line to Market Rasen. These sections opened on 1 November 1848. Notwithstanding the difficult financial conditions, the MS&LR network as originally planned
372-708: A million pounds worth of work was commissioned; the Sheffield and Lincolnshire Junction Railway main line from Woodhouse (near Sheffield) to Gainsborough, the Grimsby line to Market Rasen , and a second bore of the Woodhead Tunnel. The eastward construction from the Bridgehouses terminus across Sheffield was started in May 1847. The MS&LR soon ran short of money, and a loan of £250,000 had to be negotiated; deliveries of locomotives were slowed, as were certain infrastructure improvements;
434-699: A policy of expanding its area of influence, especially in reaching west to Liverpool, which it ultimately did through the medium of the Cheshire Lines Committee network in joint partnership with the Great Northern Railway and the Midland Railway . Its dominant traffic was minerals, chiefly coal, and the main market was in London and the south of England. It was dependent on other lines to convey traffic southward. The London and North Western Railway
496-483: A railway station in Greater Manchester is a stub . You can help Misplaced Pages by expanding it . Manchester, Sheffield %26 Lincolnshire Railway The Manchester, Sheffield and Lincolnshire Railway ( MS&LR ) was formed in 1847 when the Sheffield, Ashton-under-Lyne and Manchester Railway joined with authorised but unbuilt railway companies, forming a proposed network from Manchester to Grimsby . It pursued
558-649: A shortened route between Retford and Lincoln. It was supposed to enable MS&LR trains to run through to Lincoln over the GNR, and in return for the GNR to reach Sheffield; however because of its traffic agreement with the LNWR, the MS&LR felt obliged to try to frustrate the arrangement. At the end of May 1851 a contract was concluded with the Electric Telegraph Company which, for about £5 per mile per annum, undertook to install lines between Manchester, Sheffield, New Holland, Grimsby and Lincoln, providing not only
620-407: A week. Huish resumed his attempts at coercion. Members of the LNWR and MS&LR boards met at Rugby on 20 July 1854. It was agreed that the two railways should be worked as one interest with a scheme for sharing income and expenses. The treaty was regarded as continuous and subject only to seven years' notice of termination by either side. The agreement was finalised on 29 July 1854. Later in the year
682-541: Is now Hyde Central .) Parliamentary sanction was given in 1858 to extend the Hyde branch to Compstall Bridge, then a local centre of industry. In fact the extension was from Hyde to Marple , with intermediate stations at Woodley and Romiley ; it opened on 5 August 1862. A further extension looked advantageous, and this was conceived as a nominally independent company, the Marple, New Mills and Hayfield Junction Railway. Sponsored by
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#1732858828120744-507: Is provided, with only staircases in place to the main entrance from both platforms. At Fairfield, there is an hourly service in each direction between Manchester Piccadilly and Rose Hill Marple , via Guide Bridge ; the evening service is limited and there is no Sunday service. Glossop Line trains do not serve Fairfield, running fast between Ashburys and Guide Bridge. 53°28′16″N 2°08′42″W / 53.471°N 2.145°W / 53.471; -2.145 This article on
806-538: The Crimean War . Passenger traffic showed decreases in all categories except second class. In the same year the maintenance of permanent way was changed from direct to contractors. In the 1856 session of Parliament, the North Western Railway (a small company unconnected with the London and North Western Railway) was applying for running powers over part of the LNWR. In the course of the examination of witnesses,
868-612: The Fairfield area of Droylsden , Tameside , Greater Manchester and is located 3.1 miles (5 km) east of Manchester Piccadilly station . It was opened by the Manchester, Sheffield & Lincolnshire Railway in 1892, when the Fallowfield Loop to Manchester Central opened; it replaced an earlier station that had opened on the line in 1841, west of the present site. Fairfield station, originally known as Fairfield for Droylsden ,
930-637: The River Mersey . It had opened on 21 February 1833, and its route included rope worked inclines. It amalgamated with the Sankey Brook Navigation , forming the St Helens Canal and Railway by an act of Parliament of 21 July 1845. The construction of the Liverpool and Manchester Railway showed that merely acting as a feeder to waterborne transport was no longer competitive. John Meadows Rendel ,
992-692: The Sheffield Canal and it was vested in the MS&LR on 22 July 1848, and the MS&LR acquired the Chesterfield Canal on 9 July 1847. In 1847 the railway network of the MS&LR consisted of nothing more than the network of the SA&;MR, with one small addition. On the first day of 1847 a short spur connection was opened from the Sheffield terminal to the Sheffield station of the Midland Railway (former Sheffield and Rotherham Railway ). At this time
1054-531: The Euro Fuji Rock Festival , in Niigata Prefecture, Japan See also [ edit ] [REDACTED] Search for "frf" on Misplaced Pages. FFR (disambiguation) RFF (disambiguation) Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title FRF . If an internal link led you here, you may wish to change
1116-543: The Fallowfield Loop. The station name was changed from Fairfield for Droylsden to Fairfield on 6 May 1974. The amenities offered at the unstaffed station are very basic; there are no permanent buildings other than waiting shelters on each platform and there is only one ticket machine on the Manchester-bound platform. Train running information is provided by telephone and timetable posters. No step-free access
1178-636: The Guide Bridge yards and the facilities of Gorton and Beyer, Peacock & Company locomotive factories. The Fallowfield Loop line was closed to passenger services in July 1958 and to all traffic in 1988. The station currently has two platforms but, for many years, it had six, with two island platforms and two side platforms. Two were used for local services; two for Woodhead Line express services between Manchester Piccadilly and Sheffield Victoria ; and two for services and movements to Reddish Electric Depot via
1240-521: The LNWR (used by the MS&LR) with the former Liverpool and Manchester Railway (now LNWR) at Ordsall Lane. This connected the hitherto separate networks east and west of Manchester. The other part was the seven-mile line to Altrincham . The line opened between Oxford Road, Manchester, and Altrincham on 20 July 1849, and it was extended back to London Road in July 1849, and from Altrincham to Bowdon in August 1849, or September 1849. The MSJ&AR network
1302-475: The LNWR offered to perform the whole of the MS&LR's passenger and parcels business at London Road station, including collection and delivery by van, for £600 a year. This was accepted and the MS&LR withdrew its staff. It was a move that the MS&LR came to regret. Financially, 1855 was not a good year for the MS&LR. Trade generally had been adversely affected by the blockade of the Baltic ports , owing to
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#17328588281201364-458: The London and North Western Railway, engaged in schemes to gain advantage over neighbouring lines. The MS&LR directors saw that it was no longer practicable to control their company's day-to-day activities from the Board, and the decided to appoint a General Manager. The Board selected James Joseph Allport , appointed at a salary of £1,200 a year. Due to existing commitments he was not able to take up
1426-571: The MS&LR brought into use the Whisker Hill curve at Retford, which enabled its passenger trains to use the Great Northern station: the MS&LR Retford station closed on the same date. Mark Huish had taken over at the LNWR; he was a master of commercial chicanery. He achieved domination of the Midland Railway and the Lancashire and Yorkshire Railway by means of traffic pooling agreements, and
1488-404: The MS&LR into joining a traffic agreement that contained clauses hostile to any collaboration with the GNR; this was approved on 16 January 1850. The Lancashire and Yorkshire Railway opened a line from Huddersfield to Penistone on 1 July 1850; MS&LR passenger trains began to run over it into Huddersfield. The Leverton line, leading towards Lincoln, was opened on 7 August 1850, forming
1550-462: The MS&LR it was authorised on 15 May 1860. It was to extend to New Mills with a branch from there to Hayfield . From Marple to New Mills the line opened for goods on 1 July 1865 and for passengers on 1 February 1867. Meanwhile, the Midland Railway was building a line up from near Miller's Dale, joining the MNM&;HJR at New Mills; it opened on 1 October 1866. This gave the Midland Railway access to
1612-521: The MS&LR station handling all passenger business, and the L&;YR all the goods business. The necessary junctions between the two routes at Stalybridge were ready on 1 July 1849, and on 1 August two new junctions with the London and North Western Railway were brought into use as well, end-on at Stalybridge with the new line from Huddersfield , and at Guide Bridge station, with the line from Heaton Norris . At
1674-420: The MS&LR system, and thereby to Manchester. The MNM&HJR company was acquired by the MS&LR on 5 July 1865. The MS&LR had sought the support of the LNWR and L&YR for the construction of a south-to-north line from Guide Bridge to Oldham , connecting with those companies' lines. The Oldham, Ashton and Guide Bridge Railway was authorised on 10 August 1857, with capital of £140,000. The MS&LR
1736-551: The Midland approached from the Rotherham direction only, and it had a terminal station adjacent to Wicker, and named after that thoroughfare. The short connecting link was steeply graded and almost entirely in tunnel; it was only used for wagon exchange purposes. Having now taken over three large railway schemes that were authorised but not yet started, the MS&LR had to let large contracts for construction. In February 1847 nearly half
1798-583: The Retford-Peterborough section of the GNR main line, which crossed that of the MS&LR on the flat. An act of Parliament of 24 July 1851 permitted the GNR to run over the MS&LR to cross the River Trent at Gainsborough, and also to enter the eastern end of the Great Northern Railway station at Lincoln by means of a spur from Durham Ox Junction, on the line from Market Rasen. On 1 July 1859
1860-539: The SA&MR had been authorised (by the Manchester, Sheffield and Lincolnshire Railway Act 1846 ( 9 & 10 Vict. c. cclxviii) of 27 July 1846 ) to amalgamate with three as-yet unbuilt railways: they were: The amalgamation took effect on 1 January 1847, and the combined company was named the Manchester, Sheffield and Lincolnshire Railway. It had headquarters at Manchester London Road station . The first board meeting of
1922-622: The SA&MR, the M&;BR and the Earl of Ellesmere . His share was bought out in 1847 and the two railway companies had merged into the Manchester, Sheffield and Lincolnshire Railway and the London and North Western Railway respectively, so that the MSJ&;AR was wholly and equally owned by the MS&LR and the LNWR. The line was to be in two parts. The South Junction part was to connect the London Road station of
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1984-589: The Sheffield-Beighton junction section, to Gainsborough, was formally opened on 16 July 1849. A special train conveying the Directors ran from Liverpool to Grimsby in five hours. The line was opened to the public the following day, 17 July 1849. There were two stations at Stalybridge : the former SA&MR station and one belonging to the Lancashire and Yorkshire Railway . The companies agreed to rationalise, with
2046-529: The alliance became known as the Euston Square Confederacy. There were good relations between the Great Northern Railway and the MS&LR, and Huish saw that completion of the GNR line from Peterborough to Doncaster , connecting with the MS&LR at Retford, as well as the Gainsborough connection, would encourage a co-operation that would abstract traffic from his allies. He manipulated Allport and
2108-476: The amalgamated company took place on 6 January 1847. As well as the railway interest, the new MS&LR acquired a considerable canal network. The Sheffield, Ashton under Lyne and Manchester Railway had acquired three canals in March 1846; they were These canals cost the company £33,608 annually in guaranteed payments to the original proprietors. The Sheffield and Lincolnshire Junction Railway had already purchased
2170-466: The assistant of Huish at the LNWR and he revealed that the latter, in spite of the Euston Square agreement, had been negotiating with the GNR for a territorial division between the two companies, to the detriment of the MS&LR. Dow refers to this as "deplorable duplicity" by Huish. Watkin had a challenge before him; at this time traffic receipts were falling short of fixed obligations by about £1,000
2232-530: The company changed its name to "The Great Central Railway ", and it was under that company name that the London Extension was opened in 1899. The Sheffield, Ashton under Lyne and Manchester Railway had opened throughout on 23 December 1845. Its line ran through the Woodhead Tunnel , a little over 3 miles in length. The line connected with the Manchester and Birmingham Railway at its western end, and had
2294-533: The confidence of his own board, and on 11 September 1858 his resignation was accepted. Towards the end of 1851 the Board had considered the restarting of the Barnsley branch construction, which had been promised but never proceeded with. In the meantime, other companies had connected the town: the Sheffield, Rotherham, Barnsley, Wakefield, Huddersfield and Goole Railway and the South Yorkshire Railway . It
2356-529: The end of 1849, the MS&LR network amounted to 159 miles, with an additional 110 miles of canal. The Manchester South Junction and Altrincham Junction Railway had originally been conceived to connect the Sheffield, Ashton under Lyne and Manchester Railway and the Liverpool and Manchester Railway . The Manchester and Birmingham Railway would benefit too from the connection. It was authorised on 21 July 1845 as an independent private company, with three shareholders:
2418-408: The end of March 1860 the line had been finished between Guide Bridge and the junction with the L&YR near Ashton-under-Lyne, but unusually wet weather delayed the completion of the remainder. On 31 July 1861 the line was opened formally. Passenger trains started running on 26 August, the MS&LR providing the locomotives and carriages; goods traffic did not start until 1 February 1863. Liverpool
2480-460: The engineer of Birkenhead docks, recommended the development of a dock at Garston , on the Mersey south of Liverpool, and a connecting railway. This was authorised in 1846; it diverged from the original line to Runcorn Gap just north of the Mersey and ran west to Garston. It opened on 1 July 1852, and the dock at Garston opened on 21 July 1853. A line eastwards to Warrington was built from a junction with
2542-571: The entity controlling the New Cult Awareness Network Free Russia Forum , a conference of the Russian opposition Science and technology [ edit ] Francium fluoride (FrF), a hypothetical fluoride of the highly radioactive element francium Frequency response function Frequency reuse factor Other [ edit ] French franc (French: Franc Français), the currency of France in use before
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2604-404: The equipment but the clerks to operate it at the principal stations. In July 1851 through carriages by three trains a day were introduced between Sheffield (Bridgehouses) and London (Euston Square) via Beighton, Eckington and the Midland Railway and the LNWR. A considerable step forward was taken when the new Sheffield station (in due course named "Victoria") was opened on 15 September 1851. It
2666-487: The illegal "common-purse" agreement which existed between the London and North Western and the Midland Railway was exposed. Euston Square was now vulnerable to a Chancery suit, and, in the spring of 1857 a director of the Great Northern Railway filed a petition in Chancery. The LNWR position was indefensible and Euston Square had no option but to terminate the arrangement; this was done on 12 May 1857. The Euston Square Confederacy
2728-534: The line between Grimsby and New Holland . The Grimsby-Louth line of the East Lincolnshire Railway (now leased to the Great Northern Railway) was nearing completion too, and both lines opened on 1 March 1848. There was a through train service between New Holland and Louth , operated equally by both companies. A pier 1,500 feet in length had been provided at New Holland, which was the terminal of
2790-474: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=FRF&oldid=1165237061 " Category : Disambiguation pages Hidden categories: Articles containing Romanian-language text Short description is different from Wikidata All article disambiguation pages All disambiguation pages Fairfield railway station (Greater Manchester) Fairfield railway station serves
2852-440: The main line had gone). The LNWR continued to use underhand tactics of all kinds to frustrate the smooth operation of MS&LR and GNR trains, especially at Manchester. The warfare continued despite the efforts of neutral railway companies to mediate, and it was not until 12 November 1858 that a peaceful agreement was concluded. Throughout the process, Huish had been pursuing personal antagonistic objectives, and had steadily lost
2914-503: The need for MS&LR trains to cross to the southern side there, as a means of obstructing MS&LR expansion. James Allport resigned on 20 July 1853, effective at the end of September; he went to the Midland Railway. A shareholders' consultative committee had been set up and was require to be involved in strategic decisions of the company; it appears that Allport considered this to be an infringement of his role. Edward William Watkin took over in his place on 1 January 1854. He had been
2976-406: The post until 1 January 1850. Allport's appointment at what seemed to some to be a high salary caused some shareholder disquiet. The Great Northern Railway was building its main line in stages, and on 4 September 1849 it opened its Doncaster-Retford line. At Retford the GNR trains used the MS&LR station until its own station there was opened. This took place on 1 August 1852 after completion of
3038-408: The proposed widened lines between Ardwick junction and London Road. The MS&L were to vacate the original pair of tracks and be given the exclusive use of the two new lines on the northern side, except in the case of accidents, and have access across the LNWR to the MSJ&AR line. Although this seemed to be agreed smoothly enough with the LNWR, that company later used its primacy at London Road and
3100-405: The route via Retford and the Great Northern Railway, in the same journey time as formerly via the LNWR. Of course much mineral traffic followed this transfer. Some of the track between Wadsley Bridge and Oughty Bridge still had the original stone-block sleepered track, and this had to be hastily modernised. (At the beginning of 1858 an inspection indicated that the last of the stone block sleepers in
3162-545: The stations at Dog Lane, Hazlehead, Oxspring and Thurgoland were closed to passenger traffic as from 1 November 1847. One new station was provided, at Dinting, at the Glossop branch junction. The original Dinting station was closed after an interval. In its first year of operation, the MS&LR had paid a 5% dividend on ordinary stock. This fell to 2 + 1 ⁄ 2 % for the first half of 1848, since when there were no further payments for six years. Progress continued on building
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#17328588281203224-479: Was Edward Watkin , a dynamic leader who sometimes allowed personal vanity to drive his priorities. Watkin was determined that the MS&LR should get its own route to London, and this became the scheme for the London Extension, a fearfully expensive project that risked alienating friendly companies. The London extension scheme changed the character of the MS&LR completely and dominated its final years. In 1897
3286-419: Was a junction with a pair of lines from the east breaking off and running to the south; this thereby facilitated a route, called the Fallowfield Loop, to Longsight, south Manchester and Manchester Central station. By means of a switchback to Gorton and Openshaw station , this branch enabled the turning round of locomotives without need for a turntable in the area. This could have been invaluable for servicing both
3348-579: Was a prime seaport with a huge volume of international and coastwise trade, and was consequently of strategic importance for railways in the region. The MS&LR reached as far west as Manchester, and was joint owner of the Manchester South Junction and Altrincham Railway. The MS&LR began to consider how it might reach Liverpool without dependency of the LNWR, which was generally hostile and obstructive. The St Helens and Runcorn Gap Railway had been built to convey minerals south from St Helens to
3410-403: Was an exceptionally hostile partner, and in later years the MS&LR allied itself with the Great Northern Railway. Passenger traffic, especially around Manchester, was also an important business area, and well-patronised express trains to London were run in collaboration with the GNR. Nevertheless, the MS&LR was never greatly profitable. For many years its General Manager, and then chairman,
3472-484: Was anxious to secure the commitment of the LNWR to the project, partly to disarm LNWR plans to build their own line there. The L&YR had at first expressed preparedness to support the line, but in negotiations which dragged into 1858 the L&YR as clearly determined to keep the LNWR out, and the L&YR withdrew. Accordingly, on 30 June 1862 the OA&;GBR was leased to the MS&LR and LNWR. Each subscribed £50,000. By
3534-514: Was at last completed, opening in three stages, from 15 May 1854 to 12 February 1857. The Birley coal branch, turning west from Woodhouse and 2 + 3 ⁄ 4 miles in length, was brought into use in June 1855. The MS&LR opened a branch to Hyde from Newton , on the main line on 1 March 1858. Newton station had been called Newton & Hyde (now Hyde North), and an omnibus service to Hyde itself had been operated at one time. (The Hyde station
3596-529: Was completed during 1849, except for the new station at Sheffield (still under construction), the Leverton branch (as the Sheffield and Lincolnshire Extension Railway was now called) and certain dock works at Grimsby. There was an impressive succession of openings: the Barnetby-Lincoln line was opened on 1 February 1849, and the section from Sheffield to Beighton, where a junction was made with the Midland Railway,
3658-427: Was neutralised. Huish attempted further duplicity in trying to agree a sharing of traffic with the Great Northern Railway, but that company saw the danger and refused. The MS&LR decided to sever all agreements with the LNWR, and to form an alliance with the Great Northern Railway. The process to conclude these things took some time, but it resulted in transfer of the Manchester to London express passenger service to
3720-496: Was now complete. As well as enabling a busy local passenger service, in time the MSJ&AR line formed a strategic link, later enabling the MS&LR to pass Manchester and penetrate westwards. In May 1849, George Hudson , the so-called Railway King, had fallen from power as his underhand methods were exposed. The politics of the large railway companies shifted considerably, as Hudson's successors, particularly Captain Mark Huish of
3782-470: Was opened on 12 February 1849. MS&LR passenger trains ran through to Eckington on the Midland Railway from Beighton. A triangular junction was formed at New Holland, leading to a branch to Barton on Humber, opened on 1 March 1849. On 2 April 1849 the section between Brigg and Gainsborough was opened. There was a triangular junction at Ulceby: the eastern side of the triangle had been in use since before July 1848. The final link, from Woodhouse junction, on
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#17328588281203844-471: Was very commodious; the Bridgehouses station was converted to a goods depot. The second bore of the Woodhead tunnel opened for traffic on 2 February 1852; its beneficial effect on train operating was felt immediately, and the removal of the pilot engine alone saved £800 a year. On 18 March 1852 a banquet was held at Grimsby to celebrate the completion of the MS&LR's dock; it entered public use in May and
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