The Woodhead line

The Woodhead line was a railway line linking Sheffield, Penistone and Manchester in the north
of England. A key feature of the route is the passage under the high moorlands of the
northern Peak District through the Woodhead Tunnels. The line was electrified in 1953 and
closed between Hadfield and Penistone in 1981.
The Manchester to Glossop/Hadfield section is still in operation; east of the Pennines the vicinity
of Penistone and the Sheffield to Deepcar section are still open, although the latter is goods-only.
The track has been lifted on other sections and much of the trackbed is now part of the Trans-
Pennine Trail and National Cycle Route 62. The Woodhead line has achieved a cult status with
collectors of railway memorabilia.

Contents
• 1Route
• 2History
o 2.1Construction
o 2.2Electrification
o 2.3Closure
o 2.4Possible closure of Woodhead 3
o 2.5The surviving sections
• 3Proposals for the future
• 4Train Simulator
• 5In popular culture
• 6See also
• 7References
• 8Further reading
• 9External links
Route[edit]

Railway Clearing House map showing the Wadsley Bridge to Sheffield Victoria section of the
route
The route from Manchester to Sheffield was 41 1⁄2 miles (66.8 km) with stops at Manchester,
Gorton, Guide Bridge, Newton, Godley Junction, Mottram, Glossop and Dinting, Glossop
Central, Hadfield, Crowden, Woodhead, Dunford Bridge, Hazlehead Bridge, Penistone, Wortley,
Deepcar, Oughtibridge, Wadsley Bridge, Neepsend, and Sheffield.[1] Services still run from
Manchester to Glossop and Hadfield, and from Sheffield to Penistone continuing onwards to
Huddersfield.[2] The section from Deepcar to Sheffield is currently used for goods. The route can
be seen on this Google overlay map.
History[edit]
The line in 1951 before electrification, looking westwards from above Woodhead
Tunnel. Woodhead railway station is visible in the foreground.
Construction[edit]

Goods train near West Silkstone Junction in 1950

The line opened in 1845. It was built by the Sheffield, Ashton-under-Lyne and Manchester
Railway[3]with Joseph Locke as its engineer. In 1847 the railway merged with the Sheffield and
Lincolnshire Junction Railway, the Great Grimsby and Sheffield Junction Railway, and the
Grimsby Docks Company to form the Manchester, Sheffield and Lincolnshire Railway, which
changed its name to the Great Central Railway (GCR) in 1897.[4] Ownership passed to
the LNER in 1923 and finally to British Railways Eastern Region in 1948.
The original eastern terminus of the line was at Bridgehouses railway station. By the time of the
creation of the Manchester, Sheffield and Lincolnshire Railway in 1847, the railway station at
Bridgehouses had been outgrown. A 0.6-mile (1 km) extension including the Wicker
Arches viaduct, engineered by John Fowler, was constructed to the new Sheffield Victoria
station, which opened in 1851.
Both goods and passenger traffic were very heavy, and some sections of the line were therefore
quadrupled.
Electrification[edit]
Main article: Manchester–Sheffield–Wath electric railway

Electric locomotives at Penistone railway station in 1954

Electrification was first mooted by the Great Central Railway owing to the difficulties of
operating heavy steam-hauled coal trains on the Penistone–Wath section (the Worsborough
branch), a line with steep gradients and several tunnels. Definitive plans were drawn up by the
LNER in 1936; many of the gantries for the catenary (electric wires) were erected before the
Second World War.[5]
The Second World War prevented progress on electrification, but the plans were restarted
immediately after the war—however this time with plans for a new double-track Woodhead
Tunnel. This (third) Woodhead Tunnel was constructed to replace the twin single-bore Victorian
tunnels which had been damaged by years of smoke from steam engines.[6] A second Thurgoland
Tunnel was also required, as the existing tunnel had inadequate clearance for twin electrified
lines.
The Manchester–Sheffield–Wath electrification project was finally completed in 1955 using
overhead wires energised at 1,500 volts DC. Whilst this was tried and tested technology (and is
still standard in the Netherlands), the comparatively low voltage meant that a large number of
electricity substations and heavy cabling would be required. (It also made regenerative
braking by transfer of power from descending to ascending trains in the same section of line
comparatively straightforward). The main contractor for the electrification work was Bruce
Peebles & Co. Ltd., Edinburgh. Following technological developments (especially in France)
1.5 kV DC was soon superseded by the later network standard of 25 kV AC. This left the
Woodhead line as the only main line in the UK with 1.5 kV DC electrification.
New electric locomotives for the line were constructed at Gorton locomotive works, Manchester.
These were the EM1/Class 76 for freight trains (and some passenger duties) and EM2/Class
77 locomotives for express passenger trains. Given the steep gradients on the line, the
locomotives were able to use regenerative braking on their descent from Woodhead. Rheostatic
braking was also later added. Additionally, Class 506 electric multiple units were built for
suburban services between Manchester, Glossop and Hadfield.[7] A new depot at Reddish on
the Fallowfield Loop line, was built in 1954 to maintain the new rolling stock.
Closure[edit]

The Longdendale Trail, on the former trackbed between Hadfield and Woodhead
Having seen major investment in the 1950s the line was controversially closed to passenger
traffic on 5 January 1970[8] when it was clear that the alternative Hope Valley
line through Edale would be required to remain open for social and network reasons and could
handle all Manchester–Sheffield passenger traffic. The Class 77 locomotives for passenger
traffic were sold to the Netherlands Railways, where 1500 V DC electrification was the standard
(and remains so). By the late 1970s, a large part of the remaining freight traffic consisted of coal
trains from Yorkshire to Fiddlers Ferry Power Station near Widnes—which required a change to
diesel haulage for the final part of the journey.
By the 1980s a combination of alternative available routes, an absence of passenger traffic since
1970, a downturn in coal traffic across the Pennines and a need to eventually upgrade or replace
the (non-standard) electrical supply systems and Class 76 locomotives resulted in the line's
closure east of Hadfield. The last train operated on 18 July 1981 and the line was mothballed.[9]
The tracks were lifted in the mid-1980s ending short-term hopes of reopening. Almost the entire
line east of Hadfield has now been lifted (apart from a few short sections shared with other lines,
notably at Penistone). The trackbed between Hadfield and the Woodhead Tunnel has currently
been adapted as the Longdendale Trail for hikers and cyclists.
Possible closure of Woodhead 3[edit]
Main article: Woodhead Tunnel
In 2007, National Grid, the present owners of all 3 of the tunnels, proposed to move electricity
cables from the Victorian to the 1953 tunnel, this work started in 2008 and was completed in
2012. This has meant it is now not possible to use the newer tunnel for railway traffic. In 2007
the Peak District National Park and other relevant local bodies provided many reasons why the
tunnel should remain open,[10] but in September 2007 The Government declined to intervene in
the matter.[11]
The surviving sections[edit]
See also: Manchester–Glossop line
The suburban passenger service between Manchester, Glossop and Hadfield remains in service,
but the electricity supply was converted to standard 25 kV AC overhead in December 1984.
The Class 506 EMUs were then withdrawn and replaced by Class 303 EMUs from the Glasgow
area. The service is now operated (as of 2013) by Class 323 EMUs.
The Huddersfield line platforms at Penistone railway station remain open, used by
the Huddersfield-Sheffield Class 144 diesel-operated local trains, which traverse the line the
short distance between the former Huddersfield Junction and Barnsley Junction.
There is just one other part of the line open to traffic, albeit goods, and that is the single line from
Woodburn Junction, on the Sheffield–Lincoln line, to Deepcar to serve the Liberty Speciality
steel works at Stocksbridge. Currently, there is a single return trip per evening, Monday to
Friday, from Aldwarke steelworks in Rotherham to the Stocksbridge site.
Proposals for the future[edit]
The Woodhead line has, unusually for an electric route, achieved a cult status with collectors of
railway memorabilia. The original poster of the 'modern' route, published in 1955 by British
Railways Board and entitled 'Britain's First All-Electric Main Line', fetches high prices at
auction, and is still available in reproduction.[citation needed]
In 1967 it was proposed that parts of the route and the Woodhead Tunnel be used as part of a
new Manchester to Sheffield motorway.[12] Only a short section of this motorway within
Manchester, now known as the M67 motorway, has been built.
In 1999 Central Railway proposed using the Woodhead tunnel as part of an ambitious scheme to
connect Liverpool to London.[13]
In 2002 the Trans-Pennine Rail Group, a broadly based group of County Councils, Unitary
Authorities, Passenger Transport Executives and the Peak District National Park
Authority[14] provided evidence to the Transport Select Committee which identified interest from
bidders for the Transpennine rail franchise in reopening the Woodhead route.[15] In 2007 the
Transpennine Rail Group was wound up as its work was now being done by the Northern Way
and the North West Rail Campaign.[16]
In 2003 the Greater Manchester Branch of the Institute of Logistics and Transport presented
evidence to a Parliamentary Select committee mentioning Arriva's interest in opening the
Woodhead line and Tunnel as part of their bid for the Transpennine rail franchise.[17]
In 2006 Translink proposed opening the tunnel and the route for rail freight.[18] This proposal is
favoured by some groups opposing the construction of the Longdendale Bypass, a controversial
£180m bypass for Mottram in Longdendale, Hollingworth and Tintwistle (which is officially
known as the A57/A628 Mottram-in-Longdendale, Hollingworth & Tintwistle Bypass).[19]
There are also plans to restore the route from Deepcar to Sheffield as a double-tracked heritage
line called the Don Valley Railway, to link up with the Sheffield Supertram at Nunnery Junction
called "Sheffield Don Valley". In 2010, Don Valley Railway Ltd, Sheffield City
Council and South Yorkshire Passenger Transport Executive proposed reopening the line to
passenger services between Sheffield and Stocksbridge. Stations would be constructed at
Stocksbridge, Deepcar, Wharncliffe Side and Oughtibridge with a Sheffield city centre terminus
near to the Nunnery Square Supertram stop. The project could cost £4.3 million at a
minimum.[20]
On 18 January 2012 during a debate on the proposed Northern Hub (formerly known as the
Manchester Rail Hub), Theresa Villiers, the Minister for Rail and Aviation, said "The hon.
Member for Penistone and Stocksbridge has again called for the reopening of the Woodhead
route. I have to say that was not one that was prioritised as part of the Northern Hub because of
the capacity that is still available on the Hope Valley line."[21]
In 2017, a newly formed company, Grand Northern Group, announced plans to reopen the line to
freight traffic as part of a plan for a 'rolling highway' which would carry lorries on freight trains
and relieve congestion on the Woodhead Bypass. The plans would see trains running
from Bredbury (near the M60) to Tinsley (near the M1).[22][23]
In January 2019, Campaign for Better Transport released a report identifying the line which was
listed as Priority 2 for reopening. Priority 2 is for those lines which require further development
or a change in circumstances (such as housing developments).[24]
Train Simulator[edit]
The Woodhead line is iconic and available as a DLC for Train Simulator. It features the Class
76 and Class 77electric locomotives.[25] A new version depicting the line in its BR Blue days was
released which included the Class 506 EMU.
In popular culture[edit]
ITV's Coronation Street character Roy Cropper is building a 00 gauge 1960s-era model layout of
the line in the flat above his "Roy's Rolls" Cafe. Although mentioned previously, the layout – as
yet incomplete – first featured in episode 8345, first aired on 17 March 2014, when the
line's Class 76 and Class 77 locos were mentioned.[26]
See also[edit]
• Longdendale – a valley through which the line passes
• M67 motorway – proposed 1960s motorway scheme that would have used part of the
route
• TransPennine Express – the current train operator between Manchester and Sheffield
References[edit]
1. ^ Bradshaw's July 1922 Railway Guide
2. ^ "Liverpool.pdf" (PDF). Network Rail. Retrieved 26 January 2008.
3. ^ "The Woodhead Route". Railways of Britain. Retrieved 27 January 2008.
4. ^ Awdry, Christopher (1990). Encyclopaedia of British Railway Companies.
London: Guild Publishing. p. 133. CN 8983.
5. ^ Johnson, E M (2001). Woodhead, The Electric Railway. Stockport: Foxline.
p. 15. ISBN 1-870119-81-9.
 6. ^ Johnson, E M (2001). Woodhead, The Electric Railway. Stockport: Foxline.
pp. 83–98. ISBN 1-870119-81-9.
7. ^ Johnson, E M (2001). Woodhead, The Electric Railway. Stockport: Foxline.
pp. 21–31. ISBN 1-870119-81-9.
8. ^ Nicholson, Christopher (September 2014). "Over the Woodhead in the cab
of Tommy". The Railway Magazine. Vol. 160 no. 1, 362. pp. 43–47. ISSN 0033-
8923.
9. ^ "MY FAREWELL TO THE SHEFFIELD MANCHESTER ELECTRICS -
CONGREVES (1970) film no: 1007 (context)". Yorkshire Film Archive.
Retrieved 28 December 2016.
10. ^ ""PDNPA Planning Committee Report, 13 July 2007"" (PDF). 13 July 2007.
Retrieved 29 November 2017.
11. ^ ""PDNPA Planning Committee Report, 28 September 2007"" (PDF). 28
September 2007. Retrieved 29 November2017.
12. ^ "HOUSE OF COMMONS Wednesday 23rd June 1976 – M67 (Peak District
National Park)". Hansard Prototype. 24 June 1976. Retrieved 25 January 2008.
13. ^ "Lords Hansard text for 10 March 1999 (190310-07)". Parliament. 10 March
1999. Retrieved 26 January 2008.
14. ^ "TRANS-PENNINE RAIL UPGRADE". South Pennines Integrated Transport
Strategy. Retrieved 26 January 2008.
15. ^ "Memorandum by Transpennine Rail Group (REN 08)". Parliament.
Retrieved 26 January 2008.
16. ^ "TransPennine Rail Group – REPORT OF: STRATEGY DIRECTOR OF
GMPTE" (PDF). Greater Manchester Passenger Transport Authority. 17 April
2007. Retrieved 26 January 2007.
17. ^ "Memorandum by the Greater Manchester Branch of the Institute of Logistics
and Transport (REN 40)". Parliament. 11 July 2003. Retrieved 25 January 2008.
18. ^ "The Translink Solution". Translink. Retrieved 26 January 2008.
19. ^ "Line Orders, published 8th February 2007 :: Scheme Impacts". Save Swallows
Wood. Retrieved 26 January 2008.
20. ^ "Stocksbridge re-opening feasible?". Rail Magazine. No. 650. 11–24 August
2010. p. 20.
21. ^ "Northern Rail Hub debate". They work for you. 12 January 2012. Retrieved 2
April 2012.
22. ^ Cumber, Robert (29 November 2017). "New 'Grand Northern' railway line
between Sheffield and Manchester proposed to ease congestion". Sheffield Star.
Retrieved 7 April 2018.
23. ^ "The Grand Northern Railway Project". www.grandnorthern.co.uk. Retrieved 7
April 2018.
24. ^ "The case for expanding the rail network" (PDF). Campaign for Better
Transport. p. 42. Retrieved 22 April 2019.
25. ^ "Train Simulator: Woodhead Route Add-On on
Steam". store.steampowered.com. Retrieved 30 November 2017.
26. ^ ITV Player (accessed 17 March 2014)
Further reading[edit]
• Jelly, Graham R. (2013). Woodhead: Countdown to Closure. Book Law
Publications. ISBN 9781907094156. OCLC 925436442.
• Whitehouse, Alan (2014). The Woodhead Route. Ian
Allan. ISBN 9780711037670. OCLC 876287032.
• Hogarth, Peter (November 1988). "Woodhead in the 60s". RAIL. No. 86. EMAP National
Publications. pp. 24–29. ISSN 0953-4563. OCLC 49953699.