East Lancashire Railway (1844–1859)
| Company type | Private company |
|---|---|
| Industry | Railway transport |
| Founded | 1844 |
| Founder | John Grundy, Thomas Wrigley, John Robinson Kay |
| Defunct | 1859 |
| Fate | Merged with Lancashire and Yorkshire Railway |
| Headquarters | England, United Kingdom |
Area served | Lancashire, England |
Key people | Richard Hacking (General Manager) |
| Products | Railway transport services |
The East Lancashire Railway operated between 1844 and 1859 within the historic boundaries of Lancashire, England. Initially, it connected Clifton to Rawtenstall via Bury, before expanding into a broader system linking prominent urban centers such as Liverpool, Manchester, Salford, Preston, Burnley, and Blackburn.
Amidst a period of swift expansion, the company absorbed rival lines including the Blackburn and Preston Railway to secure access to Preston. It encountered competition from entities like the North Union Railway and was embroiled in a significant 1849 dispute with the Lancashire and Yorkshire Railway. Following prolonged negotiations, the East Lancashire Railway merged with the Lancashire and Yorkshire Railway in 1859. Some parts of its original track remain in use today, with the stretch between Bury and Rawtenstall preserved as a heritage railway.
Manchester and Bolton Railway
In 1830, the Manchester Bolton & Bury Canal Company initiated plans to develop a railway along their canal's path extending from Salford to both Bolton and Bury. After obtaining parliamentary approval to transition into a railway enterprise, construction commenced on a route from Manchester to Bolton that deviated slightly from the canal alignment to maintain canal traffic for mining operations.
Although a subsequent Act permitted this modification, objections primarily from the company's engineer prevented completion of the intended connection to Bury. This was due to the necessity of constructing an expensive 1100-yard tunnel on a steep incline. As a result, the line became known as the Manchester and Bolton Railway.
Manchester, Bury and Rossendale Railway
On 14 September 1843, a group of local entrepreneurs including John Grundy, Thomas Wrigley, and John Robinson Kay convened in Bury to plan a railway serving the Bury and Rossendale regions. Their proposal promised superior services compared to those offered by the Manchester and Leeds Railway (M&LR), which intended to connect at Bury via its Heywood branch from Castleton. The Manchester, Bury and Rossendale Railway Company (MB&RR) was established with the objective of constructing a line from Bury to Clifton, linking up with the Manchester and Bolton Railway, alongside future plans extending northward to Rawtenstall. On 4 July 1844, their local bill received royal assent as the East Lancashire Railway Act 1844 (7 & 8 Vict. c. 60), authorizing capital raising of £300,000 plus borrowing up to £100,000.
The territory between Clifton and Bury—largely consisting of "waste, woodland, pasture or reservoirs"—was partially owned by figures such as the Earl of Derby, John Robinson Kay, William Grant, among others. Local enterprises strongly endorsed MB&RR in order to block independent development by M&LR. Although the Manchester and Leeds District Board of Trade supported M&LR in 1845 and approved their line in 1846, MB&RR’s project proceeded unaffected.
In May 1844, contractors Pauling & Henfry were awarded two contracts amounting to £167,529 for constructing sections from Clifton to Bury and from Bury to Rawtenstall. The contracts were subcontracted and work advanced rapidly; however, labor shortages in 1845 necessitated Sunday shifts and led to dismissal of contractors who were succeeded by John Waring.
The railway extended northward from Clifton through Outwood cutting—which involved excavating approximately —then northeast past Radcliffe Bridge and Withins stations before arriving at Bury Bolton Street station. Beyond Bury, it continued through Summerseat, Ramsbottom, Stubbins, reaching Rawtenstall. The route climbed progressively utilizing viaducts, tunnels, cuttings, and embankments; notably featuring a mile-long stretch between Ramsbottom and Stubbins. The Clifton Viaduct spanned over the River Irwell at an elevation of 80 ft as well as crossing the Manchester Bolton & Bury Canal; its largest arch measured 96 ft in span.
Expansion
By 1844, the Blackburn and Preston Railway (B&PR), which shared a viaduct over the River Ribble with the North Union Railway (NUR), intended to construct a route from Blackburn to Farington. Following the enactment of the East Lancashire Railway Act 1845 and the subsequent East Lancashire Railway Amalgamation Act 1846, the B&PR was incorporated into the Manchester, Bury and Rossendale Railway (MB&RR) on 3 August 1846. The legislation authorizing the B&PR also permitted a connection with the Blackburn, Burnley, Accrington and Colne Extension Railway (BBA&CER), thereby linking Blackburn to Colne. The BBA&CER had merged with MB&RR in 1845, which later adopted the name East Lancashire Railway (ELR).
In 1846, ELR acquired the Liverpool, Ormskirk and Preston Railway (LO&PR), securing direct access to Liverpool Docks. The LO&PR connected Walton-on-the-Hill to the B&PR line and held authorization to develop branch lines, including one extending to Preston. After this acquisition, ELR encountered conflicts concerning traffic priorities at NUR’s Preston station. ELR proposed constructing a new station and a line crossing the Ribble River, but this plan faced opposition from Preston Corporation, influenced in part by competing railway interests. Although ELR succeeded in its proposal, it was required to landscape its embankment and incorporate ornamental features.
The former MB&RR route from Clifton to Rawtenstall commenced operation on 25 September 1846. The opening was marked by celebrations featuring local officials and shareholders traveling from Manchester Victoria station; large crowds lined the route. Public services began shortly thereafter.
In November 1846, ELR suggested a new line running from Buckley Wells through Whitefield and Prestwich to Victoria Station; however, this project did not advance beyond preliminary stages. Stations at Whitefield and Prestwich were eventually established in 1879.
Within two years, ELR expanded its authorized railway length from 14 miles to 50 miles. By February 1848, with 24 miles operational, weekly revenue had nearly doubled compared to the prior year. By March 1848, the line extended from Rawtenstall to Newchurch; in June, a connection from Blackburn to Accrington (5.25 miles) was completed, followed by a link from Stubbins Junction to Accrington in August. By September 1848, the railway reached Burnley (5.5 miles) and extended onward to Colne by February 1849, connecting with the Leeds and Bradford Extension Railway for routes into Bradford and Leeds.
The LO&PR line reaching Lostock Hall (26 miles) opened on 2 April 1849; a subsequent three-mile extension into Preston station was inaugurated on 2 September 1850. ELR operated new platforms on the eastern side of NUR's Preston station, effectively managing a separate facility.
Further network growth included a Newchurch–Bacup link by October 1852 and the Ormskirk–Rainford Skelmersdale Branch in March 1858. A three-mile branch to Tottington opened in 1882 from an original MB&BR junction; it was electrified in 1913 but reverted to steam traction in 1951 before closing to passengers in 1952 and goods traffic in 1963. This line was later transformed into a public walkway.
Clifton Junction
In 1846, the Manchester and Bolton Railway, whose tracks were utilized by ELR for Manchester access, was taken over by the Manchester and Leeds Railway, which itself became part of the Lancashire and Yorkshire Railway (L&YR) the following year. Although initial cooperation existed due to ELR’s expansion—including a new Manchester-Leeds route—tensions soon developed.
A dispute emerged concerning toll charges for ELR’s use of L&YR tracks. In March 1849, L&YR mandated that ELR trains halt at Clifton for ticket inspections—a move perceived by ELR as an attempt to obstruct their traffic amid competitive pressures. Despite having access to ELR’s financial records, L&YR insisted on stricter operational controls.
On 12 March 1849, L&YR obstructed the ELR line at Clifton Junction by placing timber across the tracks, resulting in a standoff involving trains from both companies and police intervention. Both sides attempted to move trains and block lines before resolution occurred when L&YR withdrew their train. This incident caused substantial operational disruption and attracted public attention.
ELR General Manager Richard Hacking openly condemned L&YR’s tactics, emphasizing demands that ELR trains stop at Clifton for ticket collection and goods invoicing—actions he regarded as deliberate attempts to impede ELR’s traffic flow toward Manchester and Yorkshire. Hacking also reported near collisions and operational difficulties stemming from L&YR’s imposed procedures.
The conflict escalated to parliamentary debates and was ultimately settled through legal proceedings. The court ruled that ELR must pay tolls proportionately based on mileage traveled on each railway while confirming that the original shared-line agreement did not extend to cover ELR’s expanded network. Compensation arrangements were left for negotiation between both parties.
Despite ongoing tensions, an agreement in 1854 established joint ownership of the Clifton Junction to Salford line between both companies. Discussions regarding amalgamation concluded in 1859 when ELR was formally absorbed by L&YR through parliamentary authorization.
Closure and legacy
In the aftermath of the Beeching Axe, several segments of the ELR network were discontinued. The original MB&RR route connecting Clifton Junction and Bury ceased operations in 1966, with Radcliffe Bridge station having closed earlier in 1958. However, passenger services on the Bury to Rawtenstall stretch continued until 1972, with freight traffic lasting until 1980. Today, this portion is preserved and operated as the East Lancashire Railway, a heritage line inaugurated in 1987. The former trackbed from Clifton to Radcliffe has been repurposed as part of the Irwell Sculpture Trail. The link from Stubbins to Accrington was closed in 1966. Passenger services on the ELR route spanning the Ribble between Preston and Bamber Bridge ended in 1968, with goods traffic ceasing by 1972; subsequently, platforms 10 through 13 at East Lancashire and Butler Street Goods Yard were dismantled. The Preston to Colne route remains operational today as the East Lancashire Line, managed by Northern. The Skelmersdale Branch terminated passenger services in 1956 and was fully closed by 1963; current discussions consider reopening this line to Skelmersdale. Services between Liverpool and Ormskirk are now under the operation of Merseyrail.
Locomotives
Throughout its history, the ELR utilized a variety of locomotives. Initially, it commissioned twelve Long Boiler 2-2-2 types from Fenton, Craven and Company, but only accepted four due to quality concerns. Four units were diverted to the Leeds, Dewsbury and Manchester Railway, while two went to the Eastern Counties Railway. In 1848, these 2-2-2 locomotives underwent rebuilding into 2-4-0 configurations by R and W Hawthorn, and approximately a decade later, around 1858, they were converted further into 0-6-0 types by Sylvester Lees. Richard Walker, who served as an ELR director from 1838 to 1854, was responsible for supplying about twenty locomotives during the 1850s, including four 2-4-0s and several 0-6-0s.
The firm Walker, Richard & Brother delivered four 2-2-2 engines named Medusa, Hecate, Diomed, and Lynx; all were eventually rebuilt as 2-4-0 tank locomotives. In 1847, R and W Hawthorn supplied two 0-4-2 models that were later rebuilt into 2-4-0s in 1868. The MB&RR placed orders for four 0-6-0 locomotives from the Haigh Foundry in 1845 and procured a fifth from Fenton, Craven; Haigh also constructed another unit in 1848.
The largest class within the ELR fleet consisted of outside-frame 2-4-0 locomotives featuring cylinders and driving wheels of specified dimensions. Some originated as 2-2-2s before being rebuilt into either tank or saddle tank variants of the 2-4-0 type. These represented some of the final locomotives produced at Bury works. Additional manufacturing partners included Sharp, Roberts and Company, Stothert, Slaughter and Company, and Beyer, Peacock and Company. Passenger engines on the ELR typically bore a dark green paint scheme with red-brown frames complemented by polished domes.
By the year 1857—prior to its merger with the LYR—the ELR operated a total of 32 passenger locomotives alongside 31 goods engines numbered sequentially from 1 to 63; each bore an individual name. Following amalgamation in 1859, the LYR maintained a distinct numbering system for locomotives assigned to the EL section; this was adjusted upwards by adding 600 in 1875, resulting in LYR numbers ranging from 601 to 742.
The locomotive workshop at Bury was managed by Sylvester Lees starting in 1846 until his death in 1865. He was succeeded by John Jacques and Henry Critchley; after Critchley's passing in 1867, William Hurst assumed leadership. Later managers included R. Mason followed by George Roberts who oversaw operations until Bury works closed in 1888 when maintenance responsibilities transferred to Horwich Works. To optimize efficiency across facilities, William Barton Wright was appointed chief locomotive superintendent for LYR in 1875, centralizing oversight.
Most ELR locomotives were procured from external manufacturers—prominent suppliers included Richard Walker & Brothers who delivered twenty-four units between 1846 and 1854, and Sharp Brothers who supplied sixteen between 1846 and 1850. Starting in 1846, LYR began internal production at Miles Platting; after amalgamation some locomotives were allocated specifically for use on the EL section.
Bury works resumed new locomotive construction in 1862, producing approximately sixteen units by 1877—mostly featuring a primary wheel arrangement of 2-4-0 including various tank engine adaptations. Several examples involved conversions between tender and tank configurations. Most retained outside frames based on an ELR design dating back to 1848; however, four locomotives built in 1873 incorporated inside frames similar to contemporary Yates designs constructed at Miles Platting.
Station buildings
The station structures were based on three primary architectural styles. The main stations at Bury and Accrington shared a design created by an architectural firm from Manchester. The majority of other stations were the work of the company’s in-house engineer, typically built from stone and including facilities such as a station master’s office, waiting rooms (with a dedicated ladies’ waiting area), and a ticket office. The most cost-effective model employed brick and timber materials while maintaining the customary internal arrangement. Roofs generally covered the platforms.
Signals
Two types of track signals were utilized: fixed station signals mounted on posts with two movable arms, and portable signals that used flags during daylight and colored lanterns at night. The semaphore posts, invented and patented by J Stevens & Son, featured arms connected to foot-operated controls to communicate with train drivers on both the up and down tracks. An arm positioned at an angle instructed trains to proceed with caution, whereas a vertical arm signified that trains could pass without stopping. These posts were illuminated to ensure visibility after dark. Signals at Accrington were more sophisticated, electrically linked to the station building and defaulting to a 'stop' indication when not engaged. Portable lanterns displayed red for stop, green for slow approach, or clear for unrestricted passage.
Rails
The railway employed standard gauge track with rails predominantly in 15-foot sections, each weighing 75 pounds per yard (31.1 kilograms per meter). These rails were secured onto wooden sleepers measuring 9 feet in length and spaced at intervals of 3 feet.
Accidents
Several incidents occurred during the early years of the ELR, as reported in The Times. During Whitsuntide in 1849, a passenger train was rear-ended near Burnley, followed by an additional collision involving an excursion service. In January 1850, a luggage train collided with a passenger train at Maghull railway station, resulting in three fatalities. A major derailment at Clifton Junction in October 1851 caused numerous injuries. Other notable accidents include a fatality in 1866 when a passenger jumped from a moving train and a non-fatal collision at Lostock Hall railway station in 1876.
Operational disruptions due to weather also impacted services; heavy snowfall in January 1867 caused significant delays at , while a powerful storm in January 1877 damaged Preston railway station by tearing off its roof.
Bibliography