Historic England (Designation) Reject at Initial Assessment Report 13 March 2018

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1 Historic England (Designation) Reject at Initial Assessment Report 13 March 2018 Application Name: North Trans-Pennine Phase 2: Ladywood Road Culvert, MVN 2/200 Number: Type: New Heritage Category: Listing Address: NGR: SE Approximately 530m WSW of Calder Road, Dewsbury, Kirklees, West Yorkshire. County District District Type Parish Kirklees Metropolitan Authority Mirfield Recommendation: Reject Assessment CONTEXT Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection criteria identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in HISTORY AND DETAILS The route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies. The Huddersfield & Manchester Railway was authorised in 1845 to build a line largely following the route of the Huddersfield Narrow Canal, including a railway tunnel through the Pennine hills. The engineers were Joseph Locke and Alfred Stanistreet Jee. The Leeds, Dewsbury & Manchester Railway built the Leeds end of the route under the engineer Thomas Grainger in The Manchester & Leeds Railway constructed a short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction in , with George Stephenson as the chief engineer. The first two lines were acquired by the London & North Western Railway (LNWR) in 1847, allowing it to access the city of Leeds and the textile towns of West Yorkshire. The company carried out expansion works, including the Page 1 of 2

2 Historic England (Designation) Reject at Initial Assessment Report 13 March 2018 widening of tracks and bridges, the construction of additional tunnels, and station alterations. It was bought by the London Midland & Scottish Railway in 1923 before nationalisation in The line, its structures and track are now owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Ladywood Road Culvert (MVN 2/200) was built as part of the Manchester & Leeds Railway, designed by the engineers George Stephenson and Thomas Gooch in It is constructed of gritstone masonry and may originally have been built as an underbridge carrying the railway line over a right of way. However, it was altered in 1884 during the widening of the line and is now a shallow culvert. The south elevation comprises a segmental arch with tooled ashlar voussoirs beneath a string course and quarry-faced parapet with an ashlar coping. There is no elevation visible on the north side; the parapet was removed during widening and the railway embankment built up against this side of the structure. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include date, degree of survival and design, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of intactness of individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Based on the criteria outlined above, Ladywood Road Culvert (MVN 2/200) does not merit statutory listing for the following principal reasons: Degree of architectural interest: * the parapet has been removed on the north side, and this elevation was buried or destroyed during the widening of the route so it does not demonstrate a high degree of survival. CONCLUSION Ladywood Road Culvert (MVN 2/200) does not meet the criteria for statutory listing. SOURCES TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd Page 2 of 2

3 Historic England (Designation) Reject at Initial Assessment Report 13 March 2018 Application Name: North Trans-Pennine Phase 2: Ladywood Road Bridge, MVN 2/200B Number: Type: New Heritage Category: Listing Address: NGR: SE Approximately 530m WSW of Calder Road, Dewsbury, Kirklees, West Yorkshire County District District Type Parish Kirklees Metropolitan Authority Mirfield Recommendation: Reject Assessment CONTEXT Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection criteria identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in HISTORY AND DETAILS The route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies. The Huddersfield & Manchester Railway was authorised in 1845 to build a line largely following the route of the Huddersfield Narrow Canal, including a railway tunnel through the Pennine hills. The engineers were Joseph Locke and Alfred Stanistreet Jee. The Leeds, Dewsbury & Manchester Railway built the Leeds end of the route under the engineer Thomas Grainger in The Manchester & Leeds Railway constructed a short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction in , with George Stephenson as the chief engineer. The first two lines were acquired by the London & North Western Railway (LNWR) in 1847, allowing it to access the city of Leeds and the textile towns of West Yorkshire. The company carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. It was bought by the London Midland & Scottish Railway in 1923 before nationalisation in The line, its Page 1 of 2

4 Historic England (Designation) Reject at Initial Assessment Report 13 March 2018 structures and track are now owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Ladywood Road Bridge (MVN 2/200B) was built by the London & North Western Railway during the quadrupling of the line in 1884 when many rights of way were re-routed to accommodate the extra railway tracks. The structure is an underbridge constructed of quarry-faced gritstone masonry. It has a segmental brick arch springing from an ashlar impost band, a quarry-faced parapet, ashlar coping and wing walls. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include date, degree of survival and design, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of intactness of individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Based on the criteria outlined above, Ladywood Road Bridge (MVN 2/200B) does not merit statutory listing for the following principal reasons: Degree of historic interest: * the bridge was built in 1884, and belongs to a late phase of railway development in England; * the structure was not part of a pioneering route but rather an alteration to the existing line, and therefore does not hold a particularly important place in the history of the rail network. CONCLUSION Ladywood Road Bridge (MVN 2/200B) does not meet the criteria for statutory listing. SOURCES TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd Page 2 of 2

5 Historic England (Designation) Reject at Initial Assessment Report 14 March 2018 Application Name: Bridge, MVN 2/200A Number: Type: Heritage Category: North Trans-Pennine Phase 2: Ladywood Road Accommodation New Listing Address: NGR: SE Approximately 530m WSW of Calder Road, Dewsbury, Kirklees, West Yorkshire. County District District Type Parish Kirklees Metropolitan Authority Mirfield Recommendation: Reject Assessment CONTEXT Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection criteria identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in HISTORY AND DETAILS The route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies. The Huddersfield & Manchester Railway was authorised in 1845 to build a line largely following the route of the Huddersfield Narrow Canal, including a railway tunnel through the Pennine hills. The engineers were Joseph Locke and Alfred Stanistreet Jee. The Leeds, Dewsbury & Manchester Railway built the Leeds end of the route under the engineer Thomas Grainger in The Manchester & Leeds Railway constructed a short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction in , with George Stephenson as the chief engineer. The first two lines were acquired by the London & North Western Railway (LNWR) in 1847, allowing it to access the city of Leeds and the textile towns of West Yorkshire. The company carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. It was Page 1 of 2

6 Historic England (Designation) Reject at Initial Assessment Report 14 March 2018 bought by the London Midland & Scottish Railway in 1923 before nationalisation in The line, its structures and track are now owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Ladywood Road Accommodation Bridge (MVN 2/200A) was built by the London & North Western Railway during the quadrupling of the line in 1884 when many rights of way were re-routed to accommodate the extra railway tracks. It carries Ladywood Road, now a bridle path, which runs parallel to the line on the north side on an incline up to Bluebell Wood overbridge (MVN2/201). The structure is an underbridge constructed of quarry-faced gritstone masonry. It has a semi-circular arch springing from an impost band, a stone coping and angled wing walls. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include date, degree of survival and design, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of intactness of individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Based on the criteria outlined above, Ladywood Road Accommodation Bridge (MVN 2/200A) does not merit statutory listing for the following principal reasons: Degree of historic interest: * the bridge was built in 1884, and belongs to a late phase of railway development in England; * the structure was not part of a pioneering route but rather an alteration to the existing line, and therefore does not hold a particularly important place in the history of the rail network. CONCLUSION Ladywood Road Accommodation Bridge (MVN 2/200A) does not meet the criteria for statutory listing. SOURCES TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd Page 2 of 2

7 Historic England (Designation) Reject at Initial Assessment Report 14 March 2018 Application Name: 3/59 Number: Type: Heritage Category: North Trans-Pennine Phase 2: Rotcher Lane No 1 Underbridge, MVL New Listing Address: NGR: SE Rotcher Lane, Slaithwaite, Kirklees, West Yorkshire, HD7 5AZ County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish Recommendation: Reject Assessment CONTEXT Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection criteria identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in HISTORY AND DETAILS The route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies. The Huddersfield & Manchester Railway was authorised in 1845 to build a line largely following the route of the Huddersfield Narrow Canal, including a railway tunnel through the Pennine hills. The engineers were Joseph Locke and Alfred Stanistreet Jee. The Leeds, Dewsbury & Manchester Railway built the Leeds end of the route under the engineer Thomas Grainger in The Manchester & Leeds Railway constructed a short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction in , with George Stephenson as the chief engineer. The first two lines were acquired by the London & North Western Railway (LNWR) in 1847, allowing it to access the city of Leeds and the textile towns of West Yorkshire. The company carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. It was Page 1 of 2

8 Historic England (Designation) Reject at Initial Assessment Report 14 March 2018 bought by the London Midland & Scottish Railway in 1923 before nationalisation in The line, its structures and track are now owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Rotcher Lane No 1 Underbridge (MVL 3/59) was built as part of the Huddersfield & Manchester Railway, designed by the engineers Joseph Locke and Alfred Stanistreet Jee in The bridge was widened in wrought-iron or steel to take two tracks in and was altered further in about the later C20 with a concrete deck. The south elevation is constructed of quarry-faced gritstone masonry. It has a semi-circular arch with tooled voussoirs springing from an ashlar impost band, quarry-faced abutments and angled wing walls. The parapet has been replaced in concrete with steel railings. The north elevation has a concrete deck with steel railings. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include date, degree of survival and design, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of intactness of individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Based on the criteria outlined above, Rotcher Lane No 1 Underbridge (MVL 3/59) does not merit statutory listing for the following principal reasons: Degree of architectural interest: * the original parapet has been replaced in concrete and steel on the south side, whilst the north side was altered in and the later C20, being unsympathetically widened with a concrete deck and steel railings, detracting from the architectural interest of the original structure. CONCLUSION Rotcher Lane No 1 Underbridge (MVL 3/59) does not meet the criteria for statutory listing. SOURCES TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd Page 2 of 2

9 Case Name: North Trans-Pennine Phase 2: Gledholt Tunnels east and west portals, MVL3/86 and MVL3/87 Case Number: Background Historic England has been asked to assess these tunnel portals for de-listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. They were first listed on 29 September Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway tunnel Listing Amend List portals MVL3/86 and MVL3/87, west end of Gledholt Tunnels Railway tunnel Listing Amend List portals MVL3/86 and MVL3/87, east end of Gledholt Tunnels Visits Date Visit Type 10 October 2017 Partial inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection criteria identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Page 1 of 17

10 Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, the Office of the Rail Regulator, and the Stalybridge to Huddersfield Rail Users Group. Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The Secretary of State for Digital Culture, Media and Sport will remove a building from the List only if it no longer meets these criteria. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Tunnels were one of the principal engineering challenges faced by those constructing a railway. Construction involved surveying, digging and lining of the tunnel, which could entail the excavation of an enormous body of earth. It was further complicated by the nature of the strata they passed through and the necessity of avoiding water flooding into them. The importance of these structures is often reflected in their entrances or portals which could be grandly classical or castellated for major projects in the early phase, with later examples becoming plainer in design. The east and west portals of Gledholt North Tunnel were constructed in for the Huddersfield & Manchester Railway and therefore date to the heroic age or second phase of railway development, an important period in its history. These portals were designed by the notable engineer Alfred Stainstreet Jee ( ), a former pupil and colleague of Joseph Locke whose short but prolific career (Jee was killed in a railway accident in Spain) included the Lancaster and Preston Junction Railway, Sheffield and Manchester Railway, as well as important works on the Grand Junction Railway. Whilst the east and west portals of Gledholt North Tunnel are not as elaborate as some earlier railway tunnel portals (eg St Anne s Tunnel West Portal, Bristol, listed Grade II*), they are nonetheless well constructed, displaying an attention to architectural detail above the purely functional. This can be seen in the portal design; a semi-circular arch with quarry-faced voussoirs, flanked by raked piers and wing walls surmounted by a bold ashlar roll moulding and parapet. The east and west portals of Gledholt South Tunnel were constructed in to a design seamlessly linked with their earlier neighbours; each set of portals is built into a continuous quarry-faced gritstone wall, effectively forming a single structure. They visually complement the earlier portals, with which they share strong group value, and well demonstrate the later development and widening of this part of the railway line. Page 2 of 17

11 The four tunnel portals retain a high degree of survival of the original fabric. Each set possesses group value with those at the other end of the tunnels, as well as the Grade II-listed Huddersfield Tunnel west portals and, more widely, the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. In view of the above, Gledholt Tunnels east and west portals continue to meet the criteria for listing at Grade II. The List entries on the National Heritage List for England should be amended, updated and enhanced with new research and more accurate mapping. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing at Grade II remain fulfilled. In light of the new information that has become available as part of the North Trans-Pennine Line Project, and in order to enhance the records on the National Heritage List for England (NHLE), the List entries for Gledholt Tunnels east and west portals are recommended for amendment. REASONS FOR DESIGNATION DECISION The List entries for Gledholt Tunnels east and west portals are recommended for amendment for the following principal reasons: * Upgrading the designation base: to update the limited detail on the National Heritage List, more fully explain the significance of the portals, and enhance understanding; * New information: to incorporate new research and more accurate mapping gathered through the North Trans-Pennine Line Project, and to bring the List entries in line with current formatting and standards. Countersigning comments: Agreed. These portals to Gledholt Tunnels continue to meet the criteria for which they were listed in 1978 and should therefore remain on the List. However, revised List entries should be issued to better express their significance to aid understanding and future management. V Fiorato, 12 February 2018 Page 3 of 17

12 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway tunnel portals MVL3/86 and MVL3/87, west end of Gledholt Tunnels List Entry Number: Location Gledholt Bank, Huddersfield The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: 29 September 1978 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building A pair of tunnel portals; the north portal built in for the Huddersfield & Manchester Railway line to the design of the engineer Alfred Stanistreet Jee, with the south portal added in under the engineer J J Lee. Reasons for Designation Gledholt Tunnels west portals, constructed in for the Huddersfield & Manchester Railway and , are listed at Grade II for the following principal reasons: Page 4 of 17

13 Historic interest: * as the west portal to Gledholt North Tunnel constructed in , during the heroic age of railway building, by the notable railway engineer Alfred Stanistreet Jee; * as the west portal to Gledholt South Tunnel of , which well demonstrates the later development and widening of the railway line; Architectural interest: * the tunnel portals are well constructed, including semi-circular arches with quarry-faced voussoirs, flanked by raked piers and wing walls surmounted by an ashlar roll moulding and parapet, lifting their design above the purely functional; * the tunnel portals retain a high degree of survival of the original fabric; Group value: * with the Grade II-listed railway portals at the east end of Gledholt North and South Tunnels, and, more widely, the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Page 5 of 17

14 The west portals to Gledholt North Tunnel and Gledholt South Tunnel are built to a matching design alongside each other but of different dates. Gledholt North Tunnel was constructed between 1845 and 1849 for the Huddersfield & Manchester Railway. It was originally conceived as a single tunnel with Huddersfield North Tunnel until the engineer, Alfred Stanistreet Jee, decided to insert Springwood Cutting during the design process. The tunnel was 243 yards long, carrying the up and down main lines along this part of the route. It is shown on the 1851 town plan (1:1,056). The contractor may have been Thomas Nicholson, who also completed Standedge Tunnel. Between 1882 and 1886 a second tunnel, Gledholt South Tunnel, was built alongside it. It was constructed by Garbutt and Owen under the resident engineer J J Lee jointly for the London & North Western Railway and the Lancashire and Yorkshire Railway. The tunnel was authorised following an 1882 Act to create additional (slow) lines and officially opened on 10 October The earlier tunnel closed the same day for repairs, reopening over two months later on 12 December Details A pair of tunnel portals; the north portal built between 1845 and 1849 for the Huddersfield & Manchester Railway line to the design of the engineer Alfred Stanistreet Jee, with the south portal added between 1882 and 1886 under the engineer J J Lee. MATERIALS: coursed and squared quarry-faced gritstone with ashlar dressings. DESCRIPTION: the west portals of Gledholt Tunnels are situated in a cutting near Gledholt Bank road. The portals are of a similar design set into a coursed and squared quarry-faced gritstone wall. They are each formed of a semi-circular arch with quarry-faced voussoirs flanked by wide, raked quarry-faced piers and wing walls. Running above the arch is a bold ashlar roll moulding, carried across the piers and wing walls, surmounted by an ashlar parapet. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 17

15 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _2.pdf Page 7 of 17

16 Former List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: WEST ENTRANCE TO GLEDHOLT TUNNEL List Entry Number: Location WEST ENTRANCE TO GLEDHOLT TUNNEL, The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority National Park: Not applicable to this List entry. Grade: II Date first listed: 29 September 1978 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Legacy Record - This information may be included in the List Entry Details. Reasons for Designation Legacy Record - This information may be included in the List Entry Details. History Legacy Record - This information may be included in the List Entry Details. Page 8 of 17

17 Details General West entrances to Gledholt Tunnel, GledholtSE /106II The contractor may have been Thomas Nicholson, who was employed bythe company to build Stanedge Tunnel. Rock-faced rustication. Moulded ashlarcornice and blocking course with 3 acroteria. 2 round-arched tunnel entranceswith tapering buttresses. This part of the line was opened on 1 August 1849.Listing NGR: SE Selected Sources Page 9 of 17

18 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Annex 2 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway tunnel portals MVL3/86 and MVL3/87, east end of Gledholt Tunnels List Entry Number: Location Springwood Junction, Huddersfield The building may lie within the boundary of more than one authority. Page 10 of 17

19 County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: 29 September 1978 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building A pair of tunnel portals; the north portal built in for the Huddersfield & Manchester Railway line to the design of the engineer Alfred Stanistreet Jee, with the south portal added in under the engineer J J Lee. Reasons for Designation Gledholt Tunnels east portals, constructed in for the Huddersfield & Manchester Railway and , are listed at Grade II for the following principal reasons: Historic interest: * as the east portal to Gledholt North Tunnel constructed in , during the heroic age of railway building, by the notable railway engineer Alfred Stanistreet Jee; * as the east portal to Gledholt South Tunnel of , which well demonstrates the later development and widening of the railway line; Architectural interest: * the tunnel portals are well constructed, including semi-circular arches with quarry-faced voussoirs, flanked by raked piers and wing walls surmounted by an ashlar roll moulding and parapet, lifting their design above the purely functional; * the tunnel portals retain a high degree of survival of the original fabric; Group value: * with the Grade II-listed railway portals at the west end of Gledholt North and South Tunnels, the adjacent Grade II-listed Huddersfield Tunnel west portals, and, more widely, the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. Page 11 of 17

20 History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. The east portals to Gledholt North Tunnel and Gledholt South Tunnel are built to a matching design, one recessed back from the other, but of different dates. Gledholt North Tunnel was constructed between 1845 and 1849 for the Huddersfield & Manchester Railway. It was originally conceived as a single tunnel with Huddersfield North Tunnel until the engineer, Alfred Stanistreet Jee, decided to insert Springwood Cutting during the design process. The tunnel was 243 yards long, carrying the up and down main lines along this part of the route. It is shown on the 1851 town plan (1:1056). The contractor may have been Thomas Nicholson, who also completed Standedge Tunnel. Between 1882 to 1886 a second tunnel, Gledholt South Tunnel, was built alongside it. It was constructed by Garbutt and Owen under the resident engineer J J Lee jointly for the London & North Western Railway and the Lancashire and Yorkshire Railway. The tunnel was authorised following an 1882 Act to create additional (slow) lines and officially opened on 10 October The earlier tunnel closed the same day for repairs, reopening over two months later on 12 December Details A pair of tunnel portals; the north portal built between 1845 and 1849 for the Huddersfield & Manchester Railway line to the design of the engineer Alfred Stanistreet Jee, with the south portal added between 1882 and 1886 under the engineer J J Lee. MATERIALS: coursed and squared quarry-faced gritstone with ashlar dressings. Page 12 of 17

21 DESCRIPTION: the east portals of Gledholt Tunnels are situated in a cutting south of Springwood Avenue. The portals are of a similar design, set into a coursed and squared quarry-faced gritstone wall, but the southernmost portal is recessed back several metres from its neighbour. They are each formed of a semi-circular arch with a bold ashlar roll moulding. On the south side of each portal is a projecting, rectangular, quarry-faced pier. Surmounting the wall is a bold ashlar roll moulding, acting as a cornice to terminate the structure. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 13 of 17

22 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _2.pdf Page 14 of 17

23 Former List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: EAST ENTANCE TO GLEDHOLT TUNNEL List Entry Number: Location EAST ENTANCE TO GLEDHOLT TUNNEL, The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority National Park: Not applicable to this List entry. Grade: II Date first listed: 29 September 1978 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Legacy Record - This information may be included in the List Entry Details. Reasons for Designation Legacy Record - This information may be included in the List Entry Details. History Legacy Record - This information may be included in the List Entry Details. Page 15 of 17

24 Details General East entrances to Gledholt Tunnel, GledholtSE /105II The contractor may have been Thomas Nicholson, who was employed bythe company to build Stonedge Tunnel. Rock-faced rustication. Roll-mouldedashlar coping. 2 staggered semi-circular arches with plain roll-moulded surrounds,no imposts. This part of the line was opened on 1 August 1849.Listing NGR: SE Selected Sources Page 16 of 17

25 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 17 of 17

26 Historic England (Designation) Reject at Initial Assessment Report 14 March 2018 Application Name: North Trans-Pennine Phase 2: Heaton Lodge Footbridge, MVL 4/4 Number: Type: New Heritage Category: Listing Address: NGR: SE Heaton Lodge Junction, Kirkburton, West Yorkshire HD5 0BX County District District Type Parish Kirklees Metropolitan Authority Kirkburton Recommendation: Reject Assessment CONTEXT Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection criteria identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in HISTORY AND DETAILS The route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies. The Huddersfield & Manchester Railway was authorised in 1845 to build a line largely following the route of the Huddersfield Narrow Canal, including a railway tunnel through the Pennine hills. The engineers were Joseph Locke and Alfred Stanistreet Jee. The Leeds, Dewsbury & Manchester Railway built the Leeds end of the route under the engineer Thomas Grainger in The Manchester & Leeds Railway constructed a short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction in , with George Stephenson as the chief engineer. The first two lines were acquired by the London & North Western Railway (LNWR) in 1847, allowing it to access the city of Leeds and the textile towns of West Yorkshire. The company carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. It was bought by the London Midland & Scottish Railway in 1923 before nationalisation in The line, its structures and track are now owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Page 1 of 2

27 Historic England (Designation) Reject at Initial Assessment Report 14 March 2018 Heaton Lodge Footbridge (MVL 4/4) was built between about 1893 and 1900 by the London & North Western Railway. It was built to provide a crossing across the line of the Heaton Lodge and Wortley Railway (later known as the Leeds New Line), which opened in The bridge is not shown on the 1893 (1:2500) OS map but appears on the 1907 (1:2500) OS map. It has a timber deck supported by wrought-iron girders and a riveted wrought-iron latticework parapet braced by curved decorative brackets. There is an open-riser stair at each end and the deck is raised on a further flight of stairs where it crosses the railway line. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations for footbridges include date, degree of survival and design, as well as group value with a railway station or railway structure. Surviving footbridges tend to be significantly later in date than other types of railway bridge because initially level crossings were preferred for pedestrian use. Footbridges were built at two platform stations in the 1850s with construction accelerating in the 1870s. In around 1880 railway companies evolved their own individual designs of more-or-less prefabricated footbridges. Based on the criteria outlined above, Heaton Lodge Footbridge (MVL 4/4) does not merit statutory listing for the following principal reasons: Degree of historic interest: * the bridge was built between about 1893 and 1900 and is therefore not an early example of a footbridge but belongs to a late phase of railway development in England; Lack of group value: * the bridge does not share group value with a railway station or other railway structure. CONCLUSION Heaton Lodge Footbridge (MVL 4/4) does not meet the criteria for statutory listing. SOURCES TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd Page 2 of 2

28 Case Name: North Trans-Pennine Phase 2: Toad Holes, MDL1/12; Ming Hill, MDL1/14; and George Street, MDL1/16 Case Number: Background Historic England has been asked to assess this structure for listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway underbridge Listing Add to List MDL1/12, Toad Holes Railway underbridge Listing Add to List MDL1/14, Ming Hill Railway underbridge Listing Add to List MDL1/16, George Street Visits Date Visit Type 14 November 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Toad Holes and Ming Hill Bridges have been partly in-filled and no longer serve routes beneath the railway. George Street Bridge remains fully in use. Page 1 of 15

29 Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. This group of three bridges (Toad Holes (MDL1/12), Ming Hill (MDL1/14) and George Street (MDL1/16)) date to and were thus constructed during the second phase of railway development. They are good examples of minor bridges designed by the notable Scottish civil engineer Thomas Grainger ( ) who particularly made his mark designing a very large proportion of the earliest railways in Scotland, but who also designed a number of lines in Yorkshire in the 1840s until his death in 1852 following a railway accident. Despite being relatively minor bridges spanning narrow lanes, their design clearly displays an attention to architectural detail above the purely functional, demonstrated by the use of ashlar detailing to the stonework and the decorative embellishment of the ironwork. However what makes these bridges particularly interesting is that they were constructed as cast iron level beam bridges, a form that was very widely used with early railways but now are greatly reduced in number, even in altered form. The crystalline structure of cast iron makes it brittle, with beams prone to failure when used under tension. This was tragically highlighted by the 1847 Dee Bridge Disaster which prompted a shift away from using cast iron for new bridges. A series of subsequent bridge failures including one at Norwood Junction in 1891 prompted widespread replacement of earlier cast iron bridges nationally, with some (such as the three being assessed here) being given new decks to support the track beds, cast iron sections being retained for the less weight-baring portions such as the parapets. Two of the bridges assessed here retain replacement decks that are likely to date to the late C19, being riveted wrought iron beams supporting brick jack arches, this further contributes to their special Page 2 of 15

30 interest. Although road realignment and landscaping has led to two of the bridges ceasing to be used as thoroughfares, the three bridges together, being within a single 400m stretch of the line, also have a degree of group value with each other, as well as with the other bridges designed by Grainger along the line. The three bridges (Toad Holes (MDL1/12), Ming Hill (MDL1/14) and George Street (MDL1/16)) all meet the national criteria for listing as relatively rare surviving examples of cast iron beam bridges designed by a notable engineer that dates to an important period in the history of railway development: they are individually recommended for listing at Grade II. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not in this instance. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled for all three bridges and so Toad Holes (MDL1/12), Ming Hill (MDL1/14) and George Street (MDL1/16) bridges are all recommended for listing Grade II. REASONS FOR DESIGNATION DECISION Toad Holes (MDL1/12), Ming Hill (MDL1/14) and George Street (MDL1/16) bridges, three cast iron level beam bridges all constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, are recommended for listing at Grade II for the following principal reasons: Historic interest: * constructed during the heroic age of railway building, being rare surviving examples of cast iron level beam bridges, a form very widely used up until the late 1840s; * designed by the notable Scottish railway engineer Thomas Grainger; Architectural interest: * although minor accommodation bridges, the inclusion of features such as ashlar pilasters and cornices with embellishment also extended to the ironwork lifts the design above the purely functional; Group value: * the sequence of three bridges all sharing a common design language within a relatively short length of line provides additional interest through their group value. Countersigning comments: Agreed. This is a rare surviving group of three cast iron level beam bridges, all on a short stretch of line, and which exhibit architectural treatment in their design. They should therefore be added to the List at Grade II. V Fiorato, 12 February 2018 Page 3 of 15

31 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway underbridge MDL1/12, Toad Holes List Entry Number: Location 80m south west of the railway underbridge for Watergate Road, Dewsbury The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Cast-iron beam bridge, built as a railway accommodation underbridge, designed by Thomas Grainger for the Dewsbury and Manchester Railway. Reasons for Designation Page 4 of 15

32 Toad Holes (MDL1/12) bridge, a cast iron level beam bridge constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, is listed at Grade II for the following principal reasons: Historic interest: * constructed during the heroic age of railway building, being a rare surviving example of a cast iron level beam bridge, a form very widely used up until the late 1840s; * designed by the notable Scottish railway engineer Thomas Grainger. Architectural interest: * although it is a minor accommodation bridge, the inclusion of features such as ashlar pilasters and cornices with embellishment also extended to the ironwork lifts the design above the purely functional. Group value: * one of a sequence of three bridges (Toad Holes (MDL1/12), Ming Hill (MDL1/14) and George Street (MDL1/16)) all sharing a common design language within a relatively short length of line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in Toad Holes Bridge, a railway underbridge, was built as part of the original construction of the Dewsbury and Manchester Railway between The :1,056 town plan suggests that the bridge was provided as an accommodation bridge to allow continued access between two groups of buildings separated by the construction of the line. The map suggests that these buildings were part of a woollen mill, Watergate Mill. Around 1970, clearance of buildings and road realignment resulted in the infilling of the north western approach to the bridge. Page 5 of 15

33 Toad Holes Bridge is one of three very similar bridges all built along a 400m length of the line, all being cast-iron, level beam bridges. Cast-iron beams were very widely used for early railway bridges, their use dramatically declining for new bridges following the Dee Bridge Disaster of Subsequent bridge failures such as Inverythan, Aberdeenshire (1882) and Norwood Junction, London (1891) led to the wholesale replacement of cast-iron bridges carrying railway lines, with some examples, such as Toad Holes, being retained with replaced, strengthened decks. The designer of the bridge, the civil engineer for the Dewsbury and Manchester Railway, was Thomas Grainger ( ). He had been a leading advocate and designer of early railways in Scotland from 1823 onwards, but worked on a number of Yorkshire railways in the 1840s until his death following a railway accident in Details Railway accommodation underbridge, by Thomas Grainger for the Dewsbury & Manchester Railway. MATERIALS: cast-iron and Pennine Lower Coal Measures Sandstone. DESCRIPTION: cast-iron beam bridge spanning a single carriageway, supported by masonry abutments with iron parapet balustrades set between ashlar end-pillars. The flanking embankments are revetted with raking, curved wing-walls. The deck of the bridge is a later replacement consisting of steel beams and concrete panels. The abutments are of coursed, squared, rock-faced masonry, finished with a robust moulded ashlar cornice which supports the bridge deck. Flanking the carriageway are panelled ashlar pilasters that rise from rock-faced masonry plinths and are finished with lighter-sectioned moulded cornices, above which rises the parapet end pillars. The pilasters are slightly wider at the base than at their tops, emphasising their height. The parapet end-pillars above have corniced capstones and plain plinths. Spanning between the pillars is the iron balustrading that consists of a plain handrail supported by closely spaced balusters that have mirrored tulip-formed mid-sections, but are otherwise simple round bars. The facia beams of the bridge deck are thought to be the only surviving cast-iron beams of the original bridge, appearing to be I beams in form, embellished with raised strapwork to imitate panelling. The wing walls are of rock-faced masonry similar to that of the abutments, finished with a plain ashlar capping, and divided from the retaining walls of the rest of the embankment by simple pilaster-strips. The north western approach to the bridge has been infilled, burying the wing walls, the parapet remaining exposed. The south eastern side of the bridge remains open. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 15

34 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Annex 2 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway underbridge MDL1/14, Ming Hill List Entry Number: Location Approximately 50m south west of the railway bridge over Webster Hill, Dewsbury The building may lie within the boundary of more than one authority. Page 7 of 15

35 County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Cast-iron beam bridge, built as a railway underbridge for a former lane, designed by Thomas Grainger for the Dewsbury and Manchester Railway. Reasons for Designation Ming Hill bridge (MDL1/14), a cast iron level beam bridge constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, is listed at Grade II for the following principal reasons: Historic interest: * constructed during the heroic age of railway building, being a rare surviving example of a cast iron level beam bridge, a form very widely used up until the late 1840s; * designed by the notable Scottish railway engineer Thomas Grainger; * the later replacement deck incorporating wrought iron beams is a good example of the way that cast iron bridges were strengthened in the later C19. Architectural interest: * although it is a minor accommodation bridge, the inclusion of features such as ashlar pilasters and cornices with embellishment also extended to the ironwork lifts the design above the purely functional. Group value: * one of a sequence of three bridges (Toad Holes (MDL1/12), Ming Hill (MDL1/14) and George Street (MDL1/16)) all sharing a common design language within a relatively short length of line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. Page 8 of 15

36 The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in Ming Hill Bridge, a railway underbridge, was built as part of the original construction of the Dewsbury and Manchester Railway between 1845 and The :1,056 town plan shows that the bridge was provided for Dam Lane leading to Ing Mill on the south eastern side of the railway line. Around 1970, clearance of buildings and road realignment resulted in the infilling of the north western approach to the bridge. Ming Hill Bridge is one of three very similar bridges all built along a 400m length of the line, all being cast-iron, level beam bridges. Cast-iron beams were very widely used for early railway bridges, their use dramatically declining for new bridges following the Dee Bridge Disaster of Subsequent bridge failures such as Inverythan, Aberdeenshire (1882) and Norwood Junction, London (1891) led to the wholesale replacement of cast iron bridges carrying railway lines, with some examples, such as Ming Hill, being retained with replaced, strengthened decks. Ming Hill s deck is of brick jack arches spanning between wrought iron beams, a design consistent with C19 practice and thus thought to be the work of the London and North Western Railway. The designer of the bridge, the civil engineer for the Dewsbury and Manchester Railway, was Thomas Grainger ( ). He had been a leading advocate and designer of early railways in Scotland from 1823 onwards, but worked on a number of Yorkshire railways in the 1840s until his death following a railway accident in Details Railway underbridge, by Thomas Grainger for the Dewsbury & Manchester Railway, deck strengthened late C19 by the London and North Western Railway. MATERIALS: cast-iron, wrought-iron and Pennine Lower Coal Measures Sandstone; later strengthening with brick and wrought iron. DESCRIPTION: cast-iron beam bridge spanning a single carriageway, supported by masonry abutments with wrought-iron parapet balustrades set between ashlar end-pillars. Replacement deck of brick jack arches supported on wrought-iron beams. The flanking embankments are revetted with raking, curved wing-walls. Page 9 of 15

37 The abutments are of coursed, squared, rock-faced masonry, finished with a robust moulded ashlar cornice which supports the bridge deck. Flanking the carriageway are panelled ashlar pilasters that rise from rock-faced masonry plinths and are finished with lighter-sectioned moulded cornices above which rises the parapet end pillars. The pilasters are slightly wider at the base than at their tops, emphasising their height. The parapet end-pillars above have corniced capstones and plain plinths. Spanning between the pillars is the iron balustrading that consists of a plain handrail supported by closely spaced balusters that have mirrored tulip-formed mid-sections, but are otherwise simple round bars. The facia beams of the bridge deck are thought to be the only surviving cast-iron beams of the original bridge, appearing to be I beams in form, embellished with raised strapwork to imitate panelling. The wing walls are of rock-faced masonry similar to that of the abutments, finished with a plain ashlar capping, and divided from the retaining walls of the rest of the embankment by simple pilaster-strips. The north-western approach to the bridge has been infilled to the level of the deck, burying the wing walls, the parapet remaining exposed. The south-eastern side of the bridge remains open, being partly infilled beneath the arch. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 10 of 15

38 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Annex 3 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway underbridge MDL1/16, George Street List Entry Number: Location George Street, Dewsbury The building may lie within the boundary of more than one authority. Page 11 of 15

39 County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Cast-iron beam bridge, built as a railway underbridge for a lane, designed by Thomas Grainger for the Dewsbury and Manchester Railway. Reasons for Designation George Street bridge (MDL1/16), a cast iron level beam bridge constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, is listed at Grade II for the following principal reasons: Historic interest: * constructed during the heroic age of railway building, being a rare surviving example of a cast iron level beam bridge, a form very widely used up until the late 1840s; * designed by the notable Scottish railway engineer Thomas Grainger; * the later replacement deck incorporating wrought iron beams is a good example of the way that cast iron bridges were strengthened in the later C19. Architectural interest: * although it is a minor accommodation bridge, the inclusion of features such as ashlar pilasters and cornices with embellishment also extended to the ironwork lifts the design above the purely functional. Group value: * one of a sequence of three bridges (Toad Holes (MDL1/12), Ming Hill (MDL1/14) and George Street (MDL1/16)) all sharing a common design language within a relatively short length of line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway Page 12 of 15

40 companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in George Street Bridge, a railway underbridge, was built as part of the original construction of the Dewsbury and Manchester Railway between The :1,056 town plan marks the bridge and an earlier name for the street, Gas House Lane. George Street Bridge is one of three very similar bridges all built along a 400m length of the line, all being cast-iron, level beam bridges. Cast-iron beams were very widely used for early railway bridges, their use dramatically declining for new bridges following the Dee Bridge Disaster of Subsequent bridge failures such as Inverythan, Aberdeenshire (1882) and Norwood Junction, London (1891) led to the wholesale replacement of cast-iron bridges carrying railway lines, with some examples, such as George Street, being retained with replaced, strengthened decks. The current deck, which is of jack arches supported on riveted wrought-iron beams, is consistent with later-c19 practice and is thought to have been constructed by the LNWR, the concrete panels replacing some of the brick jack arches being much more recent. The designer of the bridge, the civil engineer for the Dewsbury and Manchester Railway, was Thomas Grainger ( ). He had been a leading advocate and designer of early railways in Scotland from 1823 onwards, but worked on a number of Yorkshire railways in the 1840s until his death following a railway accident in Details Railway underbridge, by Thomas Grainger for the Dewsbury & Manchester Railway, deck strengthened late C19 by the London and North Western Railway. MATERIALS: cast-iron, wrought iron and Pennine Lower Coal Measures Sandstone; later strengthening with brick and wrought iron. Page 13 of 15

41 DESCRIPTION: cast-iron beam bridge spanning a single carriageway, supported by masonry abutments with wrought-iron parapet balustrades set between ashlar end-pillars. Replacement deck of brick jack arches supported on riveted wrought-iron beams, some of the brick jack arches subsequently replaced with concrete panels. The flanking embankments are revetted with raking, curved wing-walls. The abutments are of coursed, squared, rock-faced masonry, finished with a robust moulded ashlar cornice which supports the bridge deck. Flanking the carriageway are panelled ashlar pilasters that rise from rock-faced masonry plinths and are finished with lighter-sectioned moulded cornices above which rises the parapet end-pillars. The pilasters are slightly wider at the base than at their tops, emphasising their height. The parapet end-pillars above have corniced capstones and plain plinths. Spanning between the pillars is the iron balustrading that consists of a plain handrail supported by closely spaced balusters that have mirrored tulip-formed mid-sections, but are otherwise simple round bars. The facia beams of the bridge deck are thought to be the only surviving cast-iron beams of the original bridge, appearing to be I beams in form, embellished with raised strapwork to imitate panelling. The wing walls are of rock-faced masonry similar to that of the abutments, finished with a plain ashlar capping, and divided from the retaining walls of the rest of the embankment by simple pilaster-strips. These wing walls have been heightened in rougher masonry and brickwork. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 14 of 15

42 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 15 of 15

43 Case Name: North Trans-Pennine Phase 2: Huddersfield Tunnels west portals, MVL3/88 and MVL3/89 Case Number: Background Historic England has been asked to assess these tunnel portals for de-listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. They were first listed on 29 September Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway tunnel Listing Amend List portals MVL3/88 and MVL3/89, west end of Huddersfield Tunnels Visits Date Visit Type 10 October 2017 Partial inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, the Office of the Rail Regulator, and the Stalybridge to Huddersfield Rail Users Group. Page 1 of 10

44 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The Secretary of State for Digital Culture, Media and Sport will remove a building from the List only if it no longer meets these criteria. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Tunnels were one of the principal engineering challenges faced by those constructing a railway. Construction involved surveying, digging and lining of the tunnel, which could entail the excavation of an enormous body of earth. It was further complicated by the nature of the strata they passed through and the necessity of avoiding water flooding into them. The importance of these structures is often reflected in their entrances or portals which could be grandly classical or castellated for major projects in the early phase, with later examples becoming plainer in design. The west portal of Huddersfield North Tunnel was constructed in for the Huddersfield & Manchester Railway and therefore dates to the heroic age or second phase of railway development, an important period in its history. These portals were designed by the notable engineer Alfred Stainstreet Jee ( ), a former pupil and colleague of Joseph Locke whose short but prolific career (Jee was killed in a railway accident in Spain) included the Lancaster and Preston Junction Railway, Sheffield and Manchester Railway, as well as important works on the Grand Junction Railway. The west portal of Huddersfield North Tunnel is built into a sheer rock-cut face. It is well constructed with a semi-circular arch formed of a bold ashlar roll moulding set into a quarry-faced wall surmounted by a coping, lifting its design above the purely functional. The west portal of Huddersfield South Tunnel was constructed in to a matching design seamlessly linked with its neighbour; both portals are built into a continuous quarry-faced gritstone wall, effectively forming a single structure. It visually complements the earlier portal, with which it shares strong group value, and well demonstrates the later development and widening of this part of the railway line. Both tunnel portals retain a high degree of survival of the original fabric. They also possess group value with the adjacent Grade-II listed railway portals at the east end of Gledholt North and South Tunnels. In view of the above, Huddersfield Tunnels west portals continue to meet the criteria for listing at Grade II. The List entry on the National Heritage List for England should be amended, updated and enhanced with new research and more accurate mapping. Page 2 of 10

45 In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing at Grade II remain fulfilled. In light of the new information that has become available as part of the North Trans-Pennine Line Project, and in order to enhance the record on the National Heritage List for England (NHLE), the List entry for Huddersfield Tunnels west portals is recommended for amendment. REASONS FOR DESIGNATION DECISION The List entry for Huddersfield Tunnels west portals is recommended for amendment for the following principal reasons: * Upgrading the designation base: to update the limited detail on the National Heritage List, more fully explain the significance of the site, and enhance understanding; * New information: to incorporate new research and more accurate mapping gathered through the North Trans-Pennine Line Project, and to bring it in line with current formatting and standards. Countersigning comments: Agreed. The west portals to Huddersfield Tunnels still meet the criteria for listing and should therefore remain on the List. However, a revised List entry should be issued to better express their significance and to aid understanding and future management. V Fiorato, 12 February 2018 Page 3 of 10

46 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway tunnel portals MVL3/88 and MVL3/89, west end of Huddersfield Tunnels List Entry Number: Location Springwood Junction, Huddersfield The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: 29 September 1978 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building A pair of tunnel portals; the north portal built in for the Huddersfield & Manchester Railway line to the design of the engineer Alfred Stanistreet Jee, with the south portal added in under the engineer J J Lee. Reasons for Designation Huddersfield Tunnels west portals, constructed in for the Huddersfield & Manchester Railway and , are listed at Grade II for the following principal reasons: Page 4 of 10

47 Historic interest: * as the west portal to Huddersfield North Tunnel constructed in , during the heroic age of railway building, by the notable railway engineer Alfred Stanistreet Jee; * as the west portal to Huddersfield South Tunnel of , which well demonstrates the later development and widening of the railway line; Architectural interest: * the tunnel portals are well constructed, including semi-circular arches formed of a bold ashlar roll moulding set into a quarry-faced wall surmounted by a coping, lifting their design above the purely functional; * the tunnel portals retain a high degree of survival of the original fabric; Group value: * with the adjacent Grade II-listed railway portals at the east end of Gledholt North and South Tunnels, and, more widely, the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. The west portals to Huddersfield North Tunnel and Huddersfield South Tunnel are built to a matching design alongside each other but of different dates. Huddersfield North Tunnel was constructed between 1845 and Page 5 of 10

48 1849 for the Huddersfield & Manchester Railway. It was originally conceived as a single tunnel with Gledholt North Tunnel until the engineer, Alfred Stanistreet Jee, decided to insert Springwood Cutting during the design process. The tunnel was about 685 yards long, carrying the up and down main lines along this part of the route. It is shown on the 1851 town plan (1:1,056). The contractor may have been Thomas Nicholson, who also completed Standedge Tunnel. Several constructional difficulties were experienced in excavating Huddersfield North Tunnel, which meant that this stretch of the line did not open until 1 August Between 1882 and 1886 a second tunnel, Huddersfield South Tunnel, was built alongside it for the London & North Western Railway. This doubled the capacity on the line. Details A pair of tunnel portals; the north portal built between 1845 and 1849 for the Huddersfield & Manchester Railway line to the design of the engineer Alfred Stanistreet Jee, with the south portal added between 1882 and 1886 under the engineer J J Lee. MATERIALS: coursed and squared quarry-faced gritstone with ashlar dressings. DESCRIPTION: the west portals of Huddersfield Tunnels are situated in a deep rock cutting south of Springwood Avenue. The portals are of a similar design, set into a coursed and squared quarry-faced gritstone wall. They are each formed of a semi-circular arch with a bold ashlar roll moulding. However, the arch of the south portal is slightly taller than that to the north. Surmounting the gritstone wall above the arches is a narrow coping. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 10

49 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _2.pdf Page 7 of 10

50 Former List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: WEST ENTRANCE TO HUDDERSFIELD TUNNEL List Entry Number: Location WEST ENTRANCE TO HUDDERSFIELD TUNNEL, The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority National Park: Not applicable to this List entry. Grade: II Date first listed: 29 September 1978 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Legacy Record - This information may be included in the List Entry Details. Reasons for Designation Legacy Record - This information may be included in the List Entry Details. History Legacy Record - This information may be included in the List Entry Details. Page 8 of 10

51 Details General West entrances to Huddersfield Tunnel, GledholtSE /104II The contractor may have been Thomas Nicholson, who was employed bythe company to build Stanedge Tunnel. Rock-faced rustication. 2 semi-circulararches with plain roll-moulded surrounds, no imposts. South arch taller. Huddersfield Tunnel caused more constructional difficulties than the tunnelunder Stanedge (which remained the longest in the world until eclipsed by thesevern Tunnel in 1886). As a result this stretch of the line was not openeduntil lst August 1849.Listing NGR: SE Selected Sources Page 9 of 10

52 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 10 of 10

53 Case Name: North Trans-Pennine Phase 2: Jack Lane, MDL1/24 Case Number: Background Historic England has been asked to assess this structure for listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway underbridge Listing Add to List MDL1/24, Jack Lane Visits Date Visit Type 08 November 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 7

54 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Dating to the mid-1840s Jack Lane Bridge (MDL1/24) was constructed during the second 'heroic age' phase of railway development when some selectivity for listing is required. It is a good example of a bridge designed by the notable Scottish engineer Thomas Grainger ( ), whose works include many bridges, tunnels and viaducts in Scotland, as well as station buildings, including Haymarket Station, Edinburgh, and extensive works in England on the Leeds, Dewsbury & Manchester Railway and the Leeds Northern Railway. The imposing scale of this bridge - which rises high above, and widely spans, Jack Lane - is matched in interest by its cast-iron construction. By forming the underside of the beams as shallow-arched girders, Grainger was acknowledging the inherent structural problems in constructing cast-iron beam bridges, illustrated tragically in 1847 by the Dee Bridge Disaster. Although the deck was replaced in steel after 1895, the retention of the cast-iron structure is a notable survival. The bridge also displays attention to detail in its design seen for example in the detailing to the stonework and the decorative embellishment of the ironwork. It also survives largely unaltered overall and shares group value with other listed structures on the line by Grainger. As a cast-iron railway bridge designed by a notable engineer that dates to an important period in the history of railway development, it is considered that Jack Lane Bridge successfully fulfils the national criteria for listing. Consequently, it is recommended that it should be added to the statutory List at Grade II. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled. Jack Lane Bridge is therefore recommended for listing at Grade II. Page 2 of 7

55 REASONS FOR DESIGNATION DECISION Jack Lane Bridge, constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, is recommended for listing at Grade II for the following principal reasons: Historic interest: * an original and little-altered 1840s underbridge constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger, who worked extensively in England and Scotland. Architectural interest: * a good example of a mid-c19 cast-iron underbridge, that is imposing in scale, and displays craftsmanship in its construction and detailing; * it reflects engineering practice of the time in utilising cast-iron shallow-arched girders, acknowledging the inherent structural problems in constructing cast-iron beam bridges. Group value: * with the other listed structures designed by Grainger on the Leeds, Dewsbury & Manchester Railway line. Countersigning comments: Agreed. Jack Lane Bridge is a good quality 1840s cast iron bridge by Grainger which also exhibits some architectural detailing above the purely functional. As such, and for its added group value claims, it should be listed at Grade II V Fiorato, 12 February 2018 Page 3 of 7

56 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway underbridge MDL1/24, Jack Lane List Entry Number: Location Jack Lane, Batley The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Underbridge for the Leeds, Dewsbury & Manchester Railway line, mid-1840s, by Thomas Grainger. Reasons for Designation Jack Lane Bridge (MDL1/24), constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, is listed at Grade II for the following principal reasons: Historic interest: Page 4 of 7

57 * an original and little-altered 1840s underbridge constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger, who worked extensively in England and Scotland. Architectural interest: * a good example of a mid-c19 cast-iron underbridge, that is imposing in scale and displays craftsmanship in its construction and detailing; * it reflects engineering practice of the time in utilising cast-iron shallow-arched girders, acknowledging the inherent structural problems in constructing cast-iron beam bridges. Group value: * with the other listed structures designed by Grainger on the Leeds, Dewsbury & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Jack Lane underbridge was designed by Thomas Grainger and dates to the construction of the Leeds, Dewsbury & Manchester Railway between 1845 and The bridge is depicted on the first edition 1:10,560 Page 5 of 7

58 OS map surveyed between 1847 and 1851 and published in It is linked by stone walling to a second railway bridge that formerly stood to the west. After 1895, the track deck was rebuilt with riveted steel beams and transverse joints. Thomas Grainger ( ), the civil engineer for the Dewsbury and Manchester Railway, had been a leading advocate and designer of early railways in Scotland from 1823 onwards, working in Yorkshire from the 1840s until his death in 1852 following a railway accident. His design for Jack Lane Bridge can be seen as a relatively early acknowledgement of the inherent weakness of cast-iron level beam bridges: cast-iron being strong in compression, but weak in tension. By forming the underside of the beams as arched girders, even though the arch is very shallow, the additional loading on the bridge from passing trains would compress the arch against the abutments: a standard level beam would flex downwards in the middle, placing the beam into tension. Cast-iron beams were very widely used for early railway bridges, their use dramatically declining for new bridges following the Dee Bridge Disaster of Although cast-iron continued to be widely used for arched bridges (but generally with more pronounced arches) into the 1870s, subsequent bridge failures such as Inverythan, Aberdeenshire (1882) and Norwood Junction, London (1891) led to the wholesale replacement of cast-iron bridges carrying railway lines, with most of those retained having strengthened or replaced decks. Details Railway underbridge for the Leeds, Dewsbury & Manchester Railway line. Mid-1840s by Thomas Grainger. MATERIALS: cast-iron, quarry-faced sandstone with ashlar piers. DESCRIPTION: a shallow arched, cast-iron beam bridge carrying the railway line over Jack Lane, which occupies a deep gully, and hence the abutments and wing walls are substantial structures. The bridge is similarly detailed on both sides. The angled abutments are constructed of rectangular, rusticated stone blocks with a plinth and moulded cornice with demi-acorn finials to the corners. The abutments terminate in square ashlar piers, which rise to track level where there is a moulded cornice, above which are narrower square parapet piers. Attached to the piers are gently curving and angled wing walls with square ashlar coping; they terminate in square piers with shallow pyramidal caps. The south-east wing wall has a later stone wall constructed upon part of it, and the stone coursing of the south-west wing wall continues into a further section of walling with stone bands associated with a second bridge that formally stood here. The bridge has a simple cast-iron balustrade of stick balusters supported on cast-iron fascia beams that spring from a moulded impost band on abutments of quarry-faced local sandstone; each fascia beam is formed by an arched girder with infilled spandrels above, finished with a moulded top flange supporting the iron balustrading above. The re-built track deck has riveted steel beams and transverse joints. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

59 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

60 Case Name: North Trans-Pennine Phase 2: Cooper Bridge (Sewage Plant), MVN2/186 Case Number: Background Historic England has been asked to consider the listing of Cooper Bridge (Sewage Plant) MVN2/186 as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway underbridge Listing Do not add to List MVN2/186, Cooper Bridge (Sewage Plant) Visits Date Visit Type 14 September 2017 Partial inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Cooper Bridge (Sewage Plant) MVN2/186 lays within the track-bed of the former Manchester and Leeds Railway route, built and designed by George Stephenson. A section of the former Manchester and Leeds Railway in the area of Mirfield, forms part of the Stalybridge to Leeds, NTPL route; however, Cooper Bridge is not situated on the NTPL line. The bridge is situated on the route that passes through Brighouse and Sowerby Bridge, and is being considered for listing, due to its close proximity to the other contemporary Manchester and Leeds Railway bridges that are being considered as part of the North Trans-Pennine Electrification (NTPE) project. Details of the bridge appeared in Baxter's NTP-E Statement of History and Significance: West of Leeds Consultation Draft prepared for Network Rail June 2015, but it does not appear Page 1 of 6

61 in the V3.1 version prepared March It is not mentioned in Pevsner and does not stand within a conservation area. Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Cooper Bridge (Sewage Plant), MVN2/186, was constructed during the pioneering first phase of railway development and was designed by George Stephenson and Thomas Gooch. As such, it has some historic interest. Although the bridge retains much of its original visual character, the original bridge structure has been significantly altered. Its masonry arch and voussoirs have been replaced by a red brick arch soffit and arch face, and, in the late-c19, it was extended to the south in blue engineering brick. These alterations have compromised the bridge's historic interest and architectural integrity. With a design that has been compromised by later alteration, it is considered that Cooper Bridge does not fulfil the criteria for listing, and should not be added to the statutory List. CONCLUSION Page 2 of 6

62 After examining all the records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are not fulfilled and therefore Cooper Bridge (Sewage Plant) MVN2/186 should not be listed. REASONS FOR DESIGNATION DECISION Cooper Bridge (Sewage Plant) MVN2/186 of , is not recommended for listing for the following principal reasons: Degree of architectural interest: * the bridge has been substantially altered, which has compromised its historic interest and architectural integrity; * it is one a number of similar structures on the Calder Valley Line and is not among the best surviving examples. Countersigning comments: Agreed. MTS Second Countersigning comments: Agreed also. This bridge is now too altered to merit listing. V Fiorato, 13 February 2018 Page 3 of 6

63 Annex 1 Factual Details Name: Railway underbridge MVN2/186, Cooper Bridge (Sewage Plant) Location: Heaton Lodge Sewage Works, Kirkburton, Kirklees, County District District Type Parish Kirklees Metropolitan Authority Kirkburton History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. Cooper Bridge is situated on the Calder Valley Line, 0.48km (0.30 mile) north-west of Heaton Lodge Junction, on the former Manchester & Leeds Railway (M&LR), opened in 1840, designed by George Stephenson and built by the engineer Thomas Gooch. It was built as an accommodation bridge over a track that led from a coal pit at Helm to the River Calder. During the mid-1840s, a new trans-pennine route was built between Stalybridge and Leeds, by the Huddersfield and Manchester Railway, and the Leeds, Dewsbury and Manchester Railway; the two sections being connected by a 4.6km (2.86 miles) long section of the M&LR route, situated between Heaton Lodge and Thornhill Junctions. Cooper Bridge was widened during the 1890s to accommodate four tracks, due to the growth of traffic volumes. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in Following the Second World War, competition from road transport and the decline of the textile industries, brought about a reduction in traffic volumes; consequently, Cooper Bridge was reduced once more to two railway tracks by Page 4 of 6

64 1971. The bridge came into the ownership of Railtrack in 1994 as a result of the privatisation of British Rail; its ownership was then transferred in 2002 to the state-controlled, non-profit company Network Rail. Details Single-span accommodation underbridge, built between 1836 and 1839, designed by George Stephenson for the Manchester and Leeds Railway, and widened to four-track in about MATERIALS: millstone Grit quarry-faced masonry, with secondary brick arch rings. DESCRIPTION: single-span, round arched bridge built in two phases, marked by a straight join and differences in the construction of the arch and abutments. The arch springs from ashlar impost bands in each abutment. The northern arch ring is built of red bricks, while the southern arch ring is in blue engineering bricks. Rectangular steel wall-tie plates are attached to the southern elevation beneath the returns of the impost bands. The arch of either elevation is flanked by engaged stone buttresses that rise to a projecting string course that acts as the bases of the parapet walls. Wing walls retaining the embankment extend out from the engaged buttresses, they are canted and capped with quarry-faced coping stones. The northern pair are curved, while the southern pair are straight and are raked inwards at their ends, each terminating in a low square masonry newel posts. The stone parapet walls have deep lower courses that project slightly to form plinths; the walls are terminated at each end by a stone pier, and are capped by ashlar coping stones. The piers of the north wall curve round to align with the wing walls, while rectangular piers of the southern wall are aligned with the parapet wall. Selected Sources Books and journals Wood, L V (Author), Bridges for Modellers, (1985), 19 Websites Calder Valley Line, accessed 11 September 2017 from Manchester and Leeds Railway, accessed 11 September 2017 from Railtrack, accessed 11 September 2017 from Other NTP-E Statement of History and Significance: West of Leeds, Consultation Draft. Prepared for Newtwork Rail, June Alan Baxter Ltd. Page 5 of 6

65 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 6 of 6

66 Case Name: North Trans-Pennine Phase 2: Wood Lane, MVN2/190 Case Number: Background Historic England has been asked to consider the listing of Wood Lane MVN2/190 as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway underbridge Listing Do not add to List MVN2/190, Wood Lane Visits Date Visit Type 13 September 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 6

67 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Wood Lane Bridge was constructed during the pioneering first phase of railway development and was designed by George Stephenson and Thomas Gooch. However, substantial alteration has taken place. In the late C19 the bridge was widened to the south. This addition used a similar palette of materials and architectural language, save for blue engineering brick being used for the arch construction and visible as the arch ring of the portal. More harmfully however, the original masonry arch and voussoirs have been replaced by a red brick arch soffit and ring, probably late in the C20. This alteration has compromised the bridge s architectural integrity and does not illustrate interesting aspects of railway development. As such it reduces its historic interest as an example of a structure from the pioneering phase of railway development. A recommendation to List the bridge is therefore not warranted. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are not fulfilled. Wood Lane Bridge (MVN2/190) is therefore not recommended for listing. REASONS FOR DESIGNATION DECISION Wood Lane Bridge (MVN2/190), built 1836 to 1839 by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway, widened in 1884 and altered in the late C20, is not recommended for listing for the following principal reasons: Degree of architectural interest: * the bridge has been substantially altered in two phases, the second of which has substantially compromised its architectural integrity. Degree of historic interest: * the association with George Stephenson and with the pioneering phase of railway development is undermined by the extent of alteration. Page 2 of 6

68 Group value: * the bridge does not make a strong contribution to a local group or to the small number of structures designed by Stephenson on this route. Second Countersigning comments: Agreed also. This bridge has now been too altered to merit a recommendation to List, despite its authorship and early date. V Fiorato, 23 February 2018 Page 3 of 6

69 Annex 1 Factual Details Name: Railway underbridge MVN2/190, Wood Lane Location: Wood Lane, Battyeford, Mirfield County District District Type Parish Kirklees Metropolitan Authority Kirkburton History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway (MLR) and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway (LYR). In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the LYR, although at points on the route the two companies had to work together. By 1851 the LNWR had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. This bridge was built to carry the railway over Wood Lane. It was designed by George Stephenson and Thomas Gooch and dates from 1836 to It was widened from two to four tracks by an addition on its southern side by the LYR in 1884, employing a blue engineering brick arch. The stone arch of the original structure was replaced in red brick, probably in the late C20. Details Railway underbridge, with widening of 1884 and later alterations, by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway. Page 4 of 6

70 MATERIALS: gritstone, red and blue engineering brick. DESCRIPTION: a single-span, segmental arched underbridge, built in two phases. The northern arch is laid in four arch rings of red bricks, springing from an ashlar stone impost band and a skew back. The skewed 1884 southern arch is laid in five spiral arch rings of blue engineering bricks, springing from roughly-hewn, bull-nosed impost bands. The arch is aligned north-east to south-west and deflects north-south at the straight join between the two phases of construction. The spandrels and abutments of both the north and south elevations are of quarry-faced coursed gritstone, supported by canted buttresses. The tooling of the stone in the earliest phase is finer than that of the extension. The buttresses to either side of the north elevation are flanked by secondary quarry-faced stone trackbed-retaining walls, with ashlar coping blocks, surmounted by timber palisade safety fencing. The plinth courses of the parapet walls rest on ashlar cordons; the walls are capped by flat ashlar coping stones. The northern wall terminates in rectangular piers over the buttresses, while the southern wall continues beyond the buttress piers to terminate in piers situated over the crest of the road cutting. Both parapet walls are protected by modern galvanised tubular railings let into the coping stones. Selected Sources Websites A Second Look Mirfield Scenes Past and Present, accessed 11 October 2017 from Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 5 of 6

71 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 6 of 6

72 Historic England Advice Report 21 March 2018 Case Name: North Trans-Pennine Phase 2: Hirst Lane, MVN2/194 Case Number: Background Historic England has been asked to consider the listing of Hirst Lane Bridge MVN2/194 as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway underbridge Listing Add to List MVN2/194, Hirst Lane Visits Date Visit Type 06 September 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 7

73 Historic England Advice Report 21 March 2018 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. In dating from the late 1830s Hirst Lane Bridge was constructed during the pioneering first phase of railway development, when most structures are listable. The line on which it stands has evolved to become an important element of the railway network and has a good overall level of survival of its civil engineering structures. This is also a good example of a railway underbridge designed by the pre-eminent railway engineer George Stephenson ( ), and Thomas Gooch. The bridge's design clearly displays an attention to architectural detail above the purely functional, which can be seen in its use of features such as curving wing walls, parapet piers, impost bands and tooled margins. Remarkably, although it has been widened on a number of occasions, its appearance remains little-altered indicating that the original elevation was rebuilt on each occasion, probably against economic wisdom. The bridge also has group value with other listed structures by Stephenson and Gooch on the same line, with which it shares a palette of materials and detailing. As a sympathetically-altered railway underbridge, designed by a notable engineer, that dates from the pioneering period in the history of railway development, a recommendation to add the bridge to the List is warranted. In recommending the extent of designation, we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that for the sake of clarity they are not. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled. Hirst Lane Bridge (MVN2/194) is therefore recommended for listing at Grade II. REASONS FOR DESIGNATION DECISION Hirst Lane Bridge (MVN2/194), built by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway, and widened by the Lancashire and Yorkshire Railway in 1884 and between 1888 and 1892, is recommended for listing at Grade II for the following principal reasons: Page 2 of 7

74 Historic England Advice Report 21 March 2018 Historic interest: * constructed during the pioneering age of railway building and a sympathetically-altered example of an 1830s underbridge on what is now one of the main railway lines in northern England; * associated with the notable railway engineer George Stephenson; * the widening of the bridge illustrates the late-c19 growth in railway traffic and the repeated choice to dismantle and re-erect the original elevation is an unusual one. Architectural interest: * the bridge is well-detailed with curving wing walls, parapet piers, impost bands and tooled margins that lift its design above the purely functional; * retaining the majority of its original design features and fabric despite repeated widening. Group value: * with the other listed structures designed by George Stephenson and Thomas Gooch on the former Manchester and Leeds Railway. Countersigning comments: Agreed. C Edwards 14/02/18. Page 3 of 7

75 Historic England Advice Report 21 March 2018 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway underbridge MVN2/194, Hirst Lane List Entry Number: Location Hirst Lane, Mirfield. The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Mirfield National Park: Not applicable to this List entry. Grade: II Date first listed: 21 March 2018 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Single-span underbridge, built under the direction of George Stephenson and Thomas Gooch for the Manchester and Leeds Railway, and widened by the Lancashire and Yorkshire Railway in 1884 and Reasons for Designation Page 4 of 7

76 Historic England Advice Report 21 March 2018 Hirst Lane Bridge (MVN2/194), built by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway, and widened by the Lancashire and Yorkshire Railway in 1884 and between 1888 and 1892, is listed at Grade II for the following principal reasons: Historic interest: * constructed during the pioneering age of railway building and a sympathetically-altered example of an 1830s underbridge on what is now one of the main railway lines in northern England; * associated with the notable railway engineer George Stephenson; * the widening of the bridge illustrates the late-c19 growth in railway traffic and the repeated choice to dismantle and re-erect the original elevation is an unusual one. Architectural interest: * the bridge is well-detailed with curving wing walls, parapet piers, impost bands and tooled margins that lift its design above the purely functional; * retaining the majority of its original design features and fabric despite repeated widening. Group value: * with the other listed structures designed by George Stephenson and Thomas Gooch on the former Manchester and Leeds Railway. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway (MLR) and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and Page 5 of 7

77 Historic England Advice Report 21 March 2018 bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. This bridge was built to carry the railway over Hirst Lane. It was designed by George Stephenson and Thomas Gooch and dates from 1836 to It was widened from two to four tracks by an addition on its southern side by the LYR in 1884, and then from four to twelve tracks between 1888 and 1892, due to the expansion of the Cleckheaton junction immediately to the east. However, the elevations and arch soffits are very similar in appearance to the original stonework of contemporary bridges, and it is considered that the elevation was rebuilt or replicated at each phase of widening, including its curved wing walls. The south-west wing wall is believed to have been removed when the current retaining wall was built up to the arch ring, but the upper end of the south-west buttress remains visible above the embankment. Some iron railings have been lost from the north elevation, indicated by witness marks in the coping stones, and the arch soffit has been patched with red brick. The coping stone to the south-east pier appears to be a replacement. Details Railway underbridge, with widening of 1884 and , by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway. MATERIALS: gritstone. DESCRIPTION: a single-span, segmental-arched underbridge. The arch has quarry-faced voussoirs (concealed behind modern warning signs, and painted in similar colours beneath the signs on the south elevation), with tooled margins, resting on slightly-projecting ashlar impost bands. The arch forms a subway and the soffit is formed of stone blocks, with some red brick patching. The arch is multi-phased, displaying several straight joints and a large number of mason marks; it is aligned roughly north-east to south-west, with a deflection slightly to the south, at a point approximately two-thirds along its length. The spandrels and abutments of both the north and south elevations are of quarry-faced coursed yellow gritstone, supported by canted buttresses. The north elevation has symmetrical curved wing walls to either side, with canted ashlar coping stones, terminating in low square masonry piers with dressed pyramidal cap stones. The south elevation has a similar curved wing wall on the east side, which retains its three-bar iron railings, with flat cast-iron posts. To the west the abutment is obscured by the embankment and retaining wall of the former Mirfield goods station. The plinths of the parapet walls rest on ashlar cordons; the walls, terminating in rectangular piers, are capped by ashlar coping stones. The two-piece pier capstones have a slightly convex upper surface, apart from that to the south-west which is flat and a single stone. Selected Sources Websites Mirfield to Low Moor (Cleckheaton Branch) - Lancashire and Yorkshire Railway, accessed 09 October 2017 from moor.htm Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

78 Historic England Advice Report 21 March 2018 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

79 Case Name: North Trans-Pennine Phase 2: Wheatley's Bridge (River Calder), MVN2/196 Case Number: Background Historic England has been asked to consider the listing of Wheatley's Bridge (River Calder) MVN2/196 as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway viaduct Listing Add to List MVN2/196, Wheatley's Bridge Visits Date Visit Type 13 September 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 7

80 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. In dating from the late 1830s Wheatley s Bridge was constructed during the pioneering first phase of railway development, when most structures are listable. The line on which it stands has evolved to become an important element of the railway network and has a good overall level of survival of its civil engineering structures. This is also a good example of a railway bridge designed by the pre-eminent railway engineer George Stephenson ( ), and Thomas Gooch. The bridge's design clearly displays an attention to architectural detail above the purely functional, which can be seen in its use of features such as curving wing walls, abutment piers, stepped caps to the river piers, string band and keyed voussoirs. The addition to the south uses much of the same architectural language and incorporates the modern technology of engineering bricks with sympathy, framing the bricks with a stone roll moulding on the arch face, and stone impost blocks at the springing line. Due to the skew, the faces of the brick arch rings are also stepped at either end, which is visually similar to the adjacent rusticated stonework. The bridge shares many of the characteristics of the nearby listed Mirfield viaduct (List entry ), which does the same job over the western loop of the same meander of the River Calder, to the west of Mirfield Station. It also has group value with other listed structures by Stephenson and Gooch on the same line, with which it shares a palette of materials and detailing. As a sympathetically-altered skew railway bridge, designed by a notable engineer, that dates from the pioneering period in the history of railway development, a recommendation to add the bridge to the List is warranted. In recommending the extent of designation, we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that for the sake of clarity they are not. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled. Wheatley's Bridge (MVN2/196) is therefore recommended for listing at Grade II. Page 2 of 7

81 REASONS FOR DESIGNATION DECISION Wheatley's Bridge (MVN2/196), built by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway, and widened by the Lancashire and Yorkshire Railway in 1884, is recommended for listing at Grade II for the following principal reasons: Historic interest: * constructed during the pioneering age of railway building and a good example of an 1830s skew bridge on what is now one of the main railway lines in northern England; * associated with the notable railway engineer George Stephenson; * the widening of the bridge illustrates the late-c19 growth in railway traffic. Architectural interest: * the bridge is well-detailed with curving wing walls, abutment piers, stepped caps to the river piers, string band and keyed voussoirs that lift its design above the purely functional; * retaining the majority of its original design features and fabric and sympathetically widened with similar levels of craftsmanship and detailing to the original. Group value: * with the other listed structures designed by George Stephenson and Thomas Gooch on the former Manchester and Leeds Railway, in particular the Mirfield viaduct. Second Countersigning comments: Agreed. This is a good quality stone bridge with the additional engineering required as it is on a skew. Designed by Stephenson and Gooch it is similar to an already listed viaduct. For all of these reasons, Wheatley's bridge also merits its place on the List. V Fiorato, 23 February 2018 Page 3 of 7

82 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway viaduct MVN2/196, Wheatley's Bridge List Entry Number: Location River Calder, approximately 1km east of Mirfield Station, off Steanard Lane The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Mirfield National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Railway skew bridge, with widening of 1884, by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway. Reasons for Designation Wheatley's Bridge (MVN2/196), built by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway, and widened by the Lancashire and Yorkshire Railway in 1884, is listed at Grade II for the following principal reasons: Page 4 of 7

83 Historic interest: * constructed during the pioneering age of railway building and a good example of an 1830s skew bridge on what is now one of the main railway lines in northern England; * associated with the notable railway engineer George Stephenson; * the widening of the bridge illustrates the late-c19 growth in railway traffic. Architectural interest: * the bridge is well-detailed with curving wing walls, abutment piers, stepped caps to the river piers, string band and keyed voussoirs that lift its design above the purely functional; * retaining the majority of its original design features and fabric and sympathetically widened with similar levels of craftsmanship and detailing to the original. Group value: * with the other listed structures designed by George Stephenson and Thomas Gooch on the former Manchester and Leeds Railway, in particular the Mirfield viaduct. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway (LYR). In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The Page 5 of 7

84 line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. This bridge was built to carry the railway over the River Calder to the east of Mirfield Station. It was designed by George Stephenson and Thomas Gooch and dates from 1836 to It is very similar in design to the Mirfield viaduct (National Heritage List for England ( List ) entry ) approximately a kilometre to the west, west of Mirfield Station; that viaduct carries the railway over the western loop of the same meander of the river. Wheatley's Bridge was widened from two to four tracks by an addition on its southern side by the LYR in The addition matched the walling and bull-nosed piers of the original, but used blue engineering brick rather than stone for the arches. The adjacent bridge to the east (MVN2/197 Steanard Lane) has a replacement box-girder deck which rests on, and required slight lowering of, the eastern abutment of this bridge. Details Railway skew bridge, with widening of 1884, by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway. MATERIALS: gritstone and blue engineering brick. DESCRIPTION: spanning the River Calder and visible along a considerable length of Steanard Lane which runs along the eastern bank here. The bridge runs east-west and has five segmental-arched skewed spans. The western end is flanked by curved and canted wing walls, with ashlar coping stones, modern two-rail tubular metal handrails and terminating in low stone piers with capstones. The eastern end splays slightly. The river piers are battered and have bull-nosed ends which rise above the springing points with two dressed courses and a three-course ashlar terminal comprising a projecting lower course with lower roll moulding, and two stepping courses. Full-height three-faceted piers stand on both faces on either bank, with stepped pyramidal caps. The abutments, spandrels and parapets are built of coursed, quarry-faced rusticated gritstone. Both faces have a projecting ashlar band above the arches and continuing across the bank piers, and three-course parapet with ashlar copings. The northern arches are of tooled stone blocks rising directly off the piers and have tooled, keyed ashlar voussoirs. The southern arches are of seven courses of blue engineering brick with a stone roll moulding above the exposed headers of the ring. These arches spring from a saw-tooth course of stone impost blocks along the top of each pier. The eastern abutment of Wheatley s Bridge is also faced with coursed, quarry-faced rusticated gritstone, with rounded angles. The box-girder bridge to the east rests on a modern concrete footing which is let into the top of the abutment. Selected Sources Websites A Second Look Mirfield Scenes Past and Present, accessed 11 October 2017 from d_pictures.html Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

85 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

86 Historic England Advice Report 21 March 2018 Case Name: North Trans-Pennine Phase 2: Steanard Lane, MVN2/198 Case Number: Background Historic England has been asked to consider the listing of Steanard Lane Bridge MVN2/198 as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway underbridge Listing Do not add to List MVN2/198, Steanard Lane Visits Date Visit Type 13 September 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 6

87 Historic England Advice Report 21 March 2018 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Steanard Lane bridge was constructed during the pioneering first phase of railway development and was designed by George Stephenson and Thomas Gooch. However, substantial alteration has taken place which is not of interest in itself. In the late C19 the bridge was widened to the south. Unlike some other bridges being assessed in this project, this addition is not believed to have re-used or replicated the original stonework, as the visible southern parapet differs in appearance from the original northern elevation; the rest of the elevation is now concealed by an embankment. More harmfully, the original masonry arch has also been blocked, obscuring the original soffit masonry. These alterations have compromised the bridge s architectural integrity and do not have interest of their own by illustrating railway development (as, for example, at Hirst Lane where two tracks were widened to four, and then twelve, as another railway joined the line). As such they reduce its historic interest as an example of a structure from the pioneering phase of railway development. The bridge is close to Wheatley s bridge (MVN2/196) which is recommended for listing, and shares some visual characteristics with it as well as being of the same period. However, it is separated from Wheatley s bridge by another bridge also named Steanard Lane bridge, with the Network Rail reference MVN2/197. That bridge is of a different design and has been altered with a modern deck, and interrupts visual links between this bridge and Wheatley s bridge. The interest of this bridge is not considered to enhance or be enhanced by that of Wheatley s bridge to a level which would overcome the impact of the alterations. A recommendation to list this bridge is therefore not warranted. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are not fulfilled. Steanard Lane bridge (MVN2/198) is therefore not recommended for listing. REASONS FOR DESIGNATION DECISION Page 2 of 6

88 Historic England Advice Report 21 March 2018 Steanard Lane bridge (MVN2/198), built 1836 to 1839 by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway, widened in 1884 and now blocked, is not recommended for listing for the following principal reasons: Degree of architectural interest: * the bridge has been substantially altered through widening in a different style and blocking, which has compromised its architectural integrity. Degree of historic interest: * the association with George Stephenson and with the pioneering phase of railway development is undermined by the extent and manner of alteration. Group value: * the bridge does not make a strong contribution to a local group or to the small number of structures designed by Stephenson on this route. Countersigning comments: Agreed. C Edwards 14/02/18 Page 3 of 6

89 Historic England Advice Report 21 March 2018 Annex 1 Factual Details Name: Railway underbridge MVN2/198, Steanard Lane Location: The Park, Steanard Lane, Sands County District District Type Parish Kirklees Metropolitan Authority Mirfield History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway (MLR) and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway (LYR). In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the LYR, although at points on the route the two companies had to work together. By 1851 the LLNWR had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. This bridge was built to carry the railway over the park drive to Cotewall House. It was designed by George Stephenson and Thomas Gooch and dates from 1836 to It was widened from two to four tracks by an addition on its southern side by the LYR in The arch was infilled with coursed stone, probably between 1955 and Details Railway underbridge, with widening of 1884 and later blocking, by George Stephenson and Thomas Gooch for the Manchester and Leeds Railway. Page 4 of 6

90 Historic England Advice Report 21 March 2018 MATERIALS: gritstone. DESCRIPTION: a single-span, segmental arched accommodation underbridge. The arch has quarry-faced voussoirs, resting on slightly projecting combined ashlar impost bands and skewbacks in the abutments. The arch is blocked by a wall built of narrow coursed, roughly tooled stone blocks. The spandrels and abutments of the north elevation are of quarry-faced coursed yellow gritstone, with slightly projecting end piers flanked by symmetrical curved wing walls, with canted ashlar coping stones, terminating in low square masonry newel posts with ashlar cap stones. Both wing walls have two-bar tubular iron railings and flat cast-iron posts, set into the coping stones. The flat cast-iron posts on the eastern side terminate in a point, while those on the western side have spade-shaped finials. The parapet wall has a two-course plinth that rests on ashlar cordon; the wall is capped by flat ashlar coping stones, terminating in rectangular piers. Low secondary masonry ballast retaining walls, with modern galvanised tubular railings extend to either side of the parapet wall. The southern arch and wing walls of the 1884 bridge extension are hidden beneath the south slope of the railway embankment; however, the top of the south parapet wall is visible at the edge of the track bed, consisting of the top course of a straight masonry wall with flat coping stones. Selected Sources Websites A Second Look Mirfield Scenes Past and Present, accessed 11 October 2017 from Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 5 of 6

91 Historic England Advice Report 21 March 2018 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 6 of 6

92 Case Name: North Trans-Pennine Phase 2: Colliery Lane (Wheatleys), MVL3/103 Case Number: Background Historic England has been asked to consider the listing of Colliery Lane Bridge (Wheatley's) MVL3/103 as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway overbridge Listing Add to List MVL3/103, Colliery Lane (Wheatleys) Visits Date Visit Type 13 September 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection criteria identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 7

93 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Colliery Lane Bridge (Wheatleys) MVL3/103 is a double-span overbridge, built to a design by Alfred Stanistreet Jee for the Huddersfield & Manchester Railway, which was authorised in 1845 and taken over by the London and North Western Railway in It thus belongs to the second phase or Heroic Age of railway building and for this it has historic interest. It has been suggested that the bridge was originally built as a single-span, but there is no clear evidence to support this suggestion. The present bridge has the appearance of having been built in one phase, as no obvious changes in masonry, style, tooling or straight joints were observed. If the bridge was extended, the work has had minimal impact on its visual character. Considering these factors, it is not clear whether the 1840s structure was extended in the 1880s, but if it was, the extension was undertaken to a very high quality of work, matching the appearance of the earlier bridge, representing a good example of the care with which Heroic Age structures could be later extended, by companies such as the London and North Western Railway. The bridge demonstrates a high level of craftsmanship in its construction, detailing, and dressing, and is built in good quality quarry-faced gritstone. It also survives largely unaltered and shares group value with other listed structures on the line by Jee. Minor alterations to the bridge have occurred, these include the installation of late-c19 cast-iron posts to support tubular railings, and the raising of the road surface due to re-surfacing, but these features do not adversely affect the visual character and overall interest of the bridge. As a railway bridge designed by a notable engineer that dates to an important period in the history of railway development, it is considered that Colliery Lane Bridge (Wheatlys) (MVL3/103) successfully meets the criteria for listing. Consequently, it is recommended that it should be added to the statutory List at Grade II. In recommending the extent of listing, we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION Page 2 of 7

94 After examining all the records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled and therefore it is recommended that Colliery Lane Bridge (Wheatleys) MVL3/103 should be listed. REASONS FOR DESIGNATION DECISION Colliery Lane Bridge (Wheatleys) MVL3/103 of , by Alfred Stanistreet Jee for the Huddersfield & Manchester Railway is recommended for listing at Grade II for the following principal reasons: Historic interest: * an original 1840s overbridge constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the noted railway engineer Alfred Stanistreet Jee. Architectural interest: * a double-span segmental arch bridge, demonstrating a high level of craftsmanship in its construction, detailing, and dressing; * if the bridge has been lengthened, it has been undertaken sympathetically with little impact to its visual character. Group value: * with the other listed structures designed by Jee on the former Huddersfield & Manchester Railway line. Countersigning comments: Agreed. MTS Second Countersigning comments: Agreed also. This is a good quality ashlar double-span bridge which is of a quality to merit listing at Grade II in conjunction with its authorship, early origins, and group value. V Fiorato, 14 February 2018 Page 3 of 7

95 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway overbridge MVL3/103, Colliery Lane (Wheatleys) List Entry Number: Location Calder Valley Greenway, Bradley The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Railway overbridge built , designed by A S Jee for the Huddersfield and Manchester Railway, and later possibly lengthened to a double-span. Reasons for Designation Colliery Lane Bridge (Wheatleys) MVL3/103 of , by Alfred Stanistreet Jee for the Huddersfield & Manchester Railway is listed at Grade II for the following principal reasons: Page 4 of 7

96 Historic interest: * an original 1840s overbridge constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the noted railway engineer Alfred Stanistreet Jee. Architectural interest: * a double-span segmental arch bridge, demonstrating a high level of craftsmanship in its construction, detailing, and dressing; * if the bridge has been lengthened, it has been undertaken sympathetically with little impact to its visual character. Group value: * with the other listed structures designed by Jee on the former Huddersfield & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Page 5 of 7

97 Colliery Lane Bridge is thought to have been originally built as a single-span overbridge to carry an access road from Bradley to the Colne Bridge Colliery, which was situated between the Huddersfield and Manchester Railway and Sir John Ramsden's Canal. The colliery is depicted on the first edition 1:10,560 Ordnance Survey map of 1854, at which time there were no sidings and the colliery is shown served by coal staiths for loading barges on the canal. The bridge was possibly extended to a double-span by the LNWR, between 1881 and 1884, allowing it to cross four tracks, although it is difficult to determine whether this work was carried out as the bridge has the appearance of having been built in one phase. The Midland Railway opened a branch line from Mirfield to Newton Goods Depot Huddersfield in 1910, with the new line crossing the colliery site and the LNWR mainline just south of Colliery Bridge. This line was short lived and closed in 1937, and since then Colliery Bridge and MR Huddersfield Branch remained largely disused until June 2000 when they were both combined into The Calder Valley Greenway, part of Sustrans National Cycle Route 66, from Manchester to Spurn Head. Details Railway overbridge built , designed by A S Jee for the Huddersfield and Manchester Railway, and later possibly lengthened to a double-span. MATERIALS: squared coursed quarry-faced gritstone and tooled gritstone. DESCRIPTION: a double-span, segmental arched bridge built over a cutting with the ends obscured by the adjacent embankments. The faces of the arches have tooled keyed voussoirs with projecting key stones, with tooled edges resting on slightly projecting ashlar impost bands. The voussoirs project out slightly from the surfaces of the soffits of the arches. The abutments and the spandrels are built of coursed quarry-faced gritstone. The quoins of the abutments are of quarry-faced stone with tooled edges. The central pier and the ends of the bridge are supported by canted buttresses. The stone courses in the spandrels are even in height and rise to an ashlar string course. The string course to either side of the bridge acts as a base for a parapet wall. Each parapet has ashlar coping stones and terminates in a rectangular stone pier that breaks forward from the face of the bridge. The north-western ends of the parapet walls splay out slightly, while the southern abutment has curved and canted wing walls to either side. The parapets are protected by a triple tubular steel fence with cast-iron fence posts marked - SYDNEY RAINES WAKEFIELD, supported by bolted struts that are recessed into the sides of the coping stones. The bridge deck forms part of the Sustrans National Cycle Route 66 and has been raised and given a tarmacadam surface, with the sides protected by modern steel mesh fencing, supported by steel posts. Selected Sources Books and journals Wood, L V (Author), Bridges for Modellers, (1985), 66 Websites Route-66, accessed 10 October 2017 from Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

98 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

99 Case Name: North Trans-Pennine Phase 2: Colne Bridge (B1168 Bridge Road), MVL3/107 Case Number: Background Historic England has been asked to consider the listing of Colne Bridge (B1163 Bridge Road) MVL3/107 as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway overbridge Listing Add to List MVL3/107, Colne Bridge (B1168 Bridge Road) Visits Date Visit Type 13 September 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Colne Bridge does not stand within a conservation area. Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the Page 1 of 7

100 National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Colne Bridge (B1168 Bridge Road) MVL3/107 is a triple-span overbridge with subsidiary fourth span, built to a design by Alfred Jee for the Huddersfield & Manchester Railway, which was authorised in 1845 and taken over by the London and North Western Railway in 1847; it thus belongs to the second phase or Heroic Age of railway building and has clear historic interest. It has been suggested that the bridge was originally built as a double-span and was subsequently extended to a three span, but there is no clear evidence to support this suggestion. The present bridge has the appearance of having been built in one phase, as no obvious changes in masonry, style, tooling or straight joints were observed. The subsidiary south-eastern span does differ from the remaining three arches, as it has a blue engineering brick arch soffit, but it does have matching stone voussoirs. If the blue engineering brick represents secondary work, it has had minimal impact on the visual character of the bridge being obscured by the stone voussoirs. Considering these factors, it is not clear whether the 1840s structure was extended in the 1880s, but if it was, the extension was undertaken to a very high quality of work, matching the appearance of the earlier bridge, representing a good example of the care with which Heroic Age structures could be later extended by companies such as the London and North Western Railway. The bridge demonstrates a high level of craftsmanship in its construction, detailing, and dressing, and is built in good quality quarry-faced gritstone. It also survives largely unaltered and shares group value with other listed structures on the line by Jee. The only minor alteration apparent is a blocked gateway in the east parapet wall, but this feature is of some age and does not adversely affect the visual character and overall interest of the bridge. As a railway bridge designed by a notable engineer that dates to an important period in the history of railway development, it is considered that Colne Bridge (B1163 Bridge Road) MVL3/107 successfully meets the criteria for listing. Consequently, it is recommended that it should be added to the statutory List at Grade II. In recommending the extent of listing, we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. Page 2 of 7

101 CONCLUSION After examining all the records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled and therefore it is recommended that Colne Bridge (B1168 Bridge Road) MVL3/107 should be listed. REASONS FOR DESIGNATION DECISION Colne Bridge (B1168 Bridge Road) MVL3/107 of , by Alfred Stanistreet Jee for the Huddersfield & Manchester Railway is recommended for listing at Grade II for the following principal reasons: Historic interest: * an original 1840s overbridge constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the noted railway engineer Alfred Stanistreet Jee. Architectural interest: * a triple-span segmental arch bridge with a fourth subsidiary arch, demonstrating a high level of craftsmanship in its construction, detailing, and dressing; * if the bridge has been lengthened, this has been undertaken sympathetically with little impact to its visual character. Group value: * with the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. Countersigning comments: Agreed. MTS Second Countersigning comments: Agreed also. This is a good quality multi-span ashlar bridge, designed by the notable railway engineer AS Jee which should be added to the List at Grade II. V Fiorato, 14 February 2018 Page 3 of 7

102 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway overbridge MVL3/107, Colne Bridge (B1168 Bridge Road) List Entry Number: Location Colne Bridge Road, Bradley The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees M etropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Railway overbridge, , designed by A S Jee for the Huddersfield and Manchester Railway; widened by the London and North Western Railway Reasons for Designation Colne Bridge (B1168 Bridge Road) MVL3/107 of , by Alfred Stanistreet Jee for the Huddersfield & Manchester Railway is listed at Grade II for the following principal reasons: Page 4 of 7

103 Historic interest: * an original 1840s overbridge constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the noted railway engineer Alfred Stanistreet Jee. Architectural interest: * a triple-span segmental arch bridge with a fourth subsidiary arch, demonstrating a high level of craftsmanship in its construction, detailing, and dressing; * if the bridge has been lengthened, this has been undertaken sympathetically with little impact to its visual character. Group value: * with the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 to 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Colne Bridge is thought to have been originally built as a double-span overbridge to carry the Kirk Heaton to Bradley Road (B1668) over the Huddersfield and Manchester Railway, using a northern continuation of the Page 5 of 7

104 embankment from the adjacent Sir John Ramsden's Canal Bridge No 3. The bridge was then believed to have been extended to a three-span length with an additional subsidiary southern span, by the LNWR between 1881 and 1884, allowing it to cross four railway tracks and a path. It is difficult to determine whether this is the case, as the bridge has the appearance of having been built in one phase. Details Railway overbridge, , designed by A S Jee for the Huddersfield and Manchester Railway; widened by the London and North Western Railway MATERIALS: squared coursed quarry-faced gritstone, tooled gritstone, and blue engineering brick. DESCRIPTION: three-span, segmental arched bridge with a smaller fourth arch built over a cutting, with the northern end obscured by the adjacent embankment. The faces of the arches have tooled keyed voussoirs with projecting key stones, with tooled edges resting on slightly projecting ashlar impost bands. The voussoirs project out slightly from the surfaces of the stone block soffits of the arches. The abutments and the spandrels are built of coursed quarry-faced gritstone. The ends of the three railway arches are supported by projecting vertical-faced buttresses. The stone courses in the spandrels are even in height and rise to a slightly projecting quarry-faced string course, supporting a second ashlar course. The string courses to either side of the bridge, act as the base for the parapet walls, with ashlar coping stones that terminate in rectangular stone piers, which break forward from the face of the bridge. A blocked pedestrian gateway is situated towards the northern end of the north-east parapet wall. A plain bay with inclined string courses and parapet walls, separates the railway arches from the smaller southern arch that matches the appearance of the other arches, but is both lower and narrower, and has an arch soffit of blue engineering bricks. The arch is flanked by vertical faced buttresses supporting rectangular stone piers. It has unequal spandrels beneath inclined string courses, supporting the parapet walls. The southern buttresses are partially obscured by curved and canted wing walls, with flat ashlar coping stones terminating in low stone newel posts with capstones. Selected Sources Books and journals Wood, L V (Author), Bridges for Modellers, (1985), Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

105 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

106 Case Name: North Trans-Pennine Phase 2: Thornhill Lane MDL1/10 Case Number: Background Historic England has been asked to assess this structure for listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway underbridge Listing Add to List MDL1/10, Thornhill Lane Visits Date Visit Type 13 November 2017 Partial inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in The Thornhill Lane Bridge (MDL1/10) remains in use as an accommodation bridge allowing access to a domestic property. Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 7

107 Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Thornhill Lane Bridge (MDL1/10) dates to and thus was constructed during the second phase of railway development. It is a good example of a bridge designed by the notable Scottish civil engineer Thomas Grainger ( ) who particularly made his mark designing a very large proportion of the earliest railways in Scotland, but who also designed a number of lines in Yorkshire in the 1840s until his death in 1852 following a railway accident. Despite being a small, simple accommodation bridge, its design clearly displays an attention to architectural detail above the purely functional, demonstrated by the rustication of the voussoirs and the inclusion of impost bands and the moulded ashlar stringcourse. The bridge is effectively unaltered and shares group value with other listed structures on the line designed by Grainger. Thornhill Lane Bridge (MDL1/10) clearly meets the national criteria for listing as a little altered railway bridge designed by a notable engineer that dates to an important period in the history of railway development: it is recommended for listing at Grade II. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled. Thornhill Lane Bridge (MDL1/10) is therefore recommended for listing at Grade II. REASONS FOR DESIGNATION DECISION Thornhill Lane Bridge (MDL1/10), constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, is recommended for listing at Grade II for the following principal reasons: Historic interest: Page 2 of 7

108 * constructed during the heroic age of railway building and a little altered example of an 1840s accommodation underbridge on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger. Architectural interest: * although a simple, small accommodation bridge, the use of rusticated voussoirs, impost bands and a moulded ashlar string course lift its design above the purely functional. Countersigning comments: Agreed. This is a good quality sandstone bridge by the notable engineer Thomas Grainger which dates to the important heroic age of railway building nationally, and as such merits listing at Grade II. V Fiorato, 12 February 2018 Page 3 of 7

109 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway underbridge MDL1/10, Thornhill Lane List Entry Number: Location Bridge providing access under the railway line to 41 Thornhill Road, Dewsbury The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Largely unaltered masonry railway accommodation underbridge designed by Thomas Granger and built for the Dewsbury and Manchester Railway. Reasons for Designation Thornhill Lane Bridge (MDL1/10), constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, is listed at Grade II for the following principal reasons: Page 4 of 7

110 Historic interest: * constructed during the heroic age of railway building and a little altered example of an 1840s accommodation underbridge on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger. Architectural interest: * although a simple, small accommodation bridge, the use of rusticated voussoirs, impost bands and a moulded ashlar string course lift its design above the purely functional. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in Thornhill Lane accommodation underbridge, which remains largely unaltered, was built as part of the original construction of the line from 1845 to 1847 to allow access beneath a raised section of the line to a pair of cottages and fields to the east. The civil engineer for the railway line, believed to have been the designer of the bridge, Thomas Grainger ( ), had been a leading advocate and designer of early railways in Scotland from 1823 onwards, but worked on a number of Yorkshire railways in the 1840s until his death following a railway accident in Details Railway accommodation underbridge, by Thomas Grainger for the Dewsbury & Manchester Railway. Page 5 of 7

111 MATERIALS: Pennine Lower Coal Measures Sandstone. DESCRIPTION: single carriageway arch flanked by deeply curving, raked wing walls retaining the embankments. The arch is semi-circular, formed with rusticated, V-jointed voussoirs that spring from impost bands. The rest of the walling is of coursed, squared, quarry-faced masonry. The bridge is topped by an ashlar string course and a ramped blocking course without parapets. The wing walls are ramped, terminating with simple pilaster-strips, and are capped with plain, squared ashlar copings. The trackside fencing and the metal gate for the archway are modern. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

112 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

113 Case Name: North Trans-Pennine Phase 2: Lady Ann Road Subway, MDL1/31 Case Number: Background Historic England has been asked to assess this structure for listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway subway Listing Add to List MDL1/31, Lady Ann Road Subway Visits Date Visit Type 08 November 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 7

114 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Dating to the mid-1840s Lady Ann Road Subway (MDL1/31) was constructed during the second 'heroic age' phase of railway development, when some selectivity for listing is required. It is a good example of a railway subway designed by the notable Scottish engineer Thomas Grainger ( ), whose works include many bridges, tunnels and viaducts in Scotland, as well as station buildings, including Haymarket Station, Edinburgh, and extensive works in England on the Leeds, Dewsbury & Manchester Railway and the Leeds Northern Railway. The subway's design clearly displays good attention to architectural detail, which can be seen in its use of features such as stepped, rusticated quarry-faced voussoirs with tooled margins, quarry-faced impost band with chamfered top and bottom edges, a slab parapet set upon a finely-tooled concave-moulded string course and the ashlar construction of the west face. The original structure also remains largely unaltered: the mid to later-c19 modification to the west end has been executed with minimal impact on the interest of the original structure. The subway also benefits from an historic group value with other listed structures on the line by Grainger. As a railway subway designed by a notable engineer that dates to an important period in the history of railway development, and one which remains largely intact, the modification to the west face not detracting from its overall interest, it is considered that Lady Ann Road Subway successfully fulfils the national criteria for listing. Consequently, it is recommended that it should be added to the statutory list at Grade II. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION Page 2 of 7

115 After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled. Lady Ann Road Subway is therefore recommended for listing at Grade II. REASONS FOR DESIGNATION DECISION Lady Ann Road Subway (MDL1/31) constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, modified slightly at the west end in the mid to later-c19, is recommended for listing at Grade II for the following principal reasons: Historic interest: * an original 1840s railway subway, constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger, who worked extensively in England and Scotland. Architectural interest: * a stone-built subway that demonstrates craftsmanship in its construction and detailing including stepped voussoirs with tooled margins and a finely tooled string course; * the slightly modified west end has been executed with minimal impact on the interest of the original structure, and does not detract from its overall interest. Group value: * with the other listed structures designed by Grainger on the Leeds, Dewsbury & Manchester Railway line. Countersigning comments: Agreed. This is a good quality stone-built subway with some architectural detailing which lifts it above the purely functional. Given this, and its relatively early date, it should be added to the List at Grade II. V Fiorato, 13 February 2018 Page 3 of 7

116 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway subway MDL1/31, Lady Ann Road Subway List Entry Number: Location Lady Ann Road, Batley The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Subway for the Leeds, Dewsbury & Manchester Railway line. Mid-1840s, by Thomas Grainger. Modified at the west end between 1851 and Reasons for Designation Lady Ann Road Subway (MDL1/31) constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, modified slightly at the west end in the mid to later-c19, is listed at Grade II for the following principal reasons: Page 4 of 7

117 Historic interest: * an original 1840s railway subway, constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger, who worked extensively in England and Scotland. Architectural interest: * a stone-built subway that demonstrates craftsmanship in its construction and detailing including stepped voussoirs with tooled margins and a finely tooled string course; * the modified west end has been executed with minimal impact on the interest of the original structure, and does not detract from its overall interest. Group value: * with the other listed structures designed by Grainger on the Leeds, Dewsbury & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Page 5 of 7

118 Lady Ann Road subway is thought to have been designed by Thomas Grainger and to date to the construction of the Leeds, Dewsbury & Manchester Railway between 1845 and The Howley Brook is culverted beneath the subway footpath. The subway is shown on the first edition 1:10,560 OS map surveyed between 1847 and 1851 and published in 1854; the curving eastern entry is clearly visible approached by a track from the east, and the western portal is clearly visible where the beck emerges on the western side of the railway. Attached wing walls are also depicted at both ends of the tunnel with the most southerly on the western side depicted as straight. This depiction coupled with inspection of the structure itself is evidence that the subway was constructed as a single build and has not been subsequently extended in either direction as described in the Baxter's report. The second edition 1:10,560 OS map surveyed between 1888 and 1892 and published in 1895, clearly shows that the more southerly of the western side wing wall has been modified to produce the curving form present today and might have also led to a slight modification of the western portal. Details Railway subway for the Leeds, Dewsbury & Manchester Railway line. Mid-1840s, by Thomas Grainger. Modifications to west wing walls and portal between 1851 and MATERIALS: quarry-faced sandstone. DESCRIPTION: the subway is constructed of squared and coursed quarry-faced sandstone, and incorporates a change in ground level, descending from east to west. The faces are differently detailed. The eastern face has a semi-circular arch of stepped, rusticated quarry-faced voussoirs with tooled margins. It springs from a quarry-faced impost band with chamfered top and bottom edges. The triangular parapet comprising a pair of large stone slabs is set upon a finely-tooled concave-moulded string course. The abutments are slightly raked and there are straight and curving short wing walls to either side with finely-tooled square-plan coping; the walls run into the embankment but appear to terminate in short piers. The western face is higher and slopes down to the left. The semi-circular arch is of ashlar construction with stepped voussoirs, between slightly battered abutments. The straight and curving wing walls are constructed of squared and coursed quarry-faced sandstone, those to the right incorporating particularly large stone blocks. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

119 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

120 Case Name: North Trans-Pennine Phase 2: Ravensthorpe Station and footbridge, MDL1/4 Case Number: Background Historic England has been asked to consider the de-listing of the Grade II listed buildings on the north and south platforms at Ravensthorpe Station, including MDL1/4 Ravensthorpe station footbridge as part of the North Trans-Pennine Electrification Project. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway station and Listing Delete from List footbridge MDL1/4, Ravensthorpe Station Visits Date none Visit Type No Visit / Data from other sources Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Ravensthorpe station does not stand within a conservation area. Assessment CONSULTATION Page 1 of 9

121 Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. Comment: the surviving footbridge at Ravensthorpe is a standard LNW design, has modified handrails and treads (most recently in 2015) and is not considered to merit designation. HE response: these comments have been taken into account in the Discussion below and the proposed revised List entry. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The Secretary of State for Digital Culture, Media and Sport will remove a building from the List only if it no longer meets these criteria. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. The buildings on the North and South platforms at Ravensthorpe Station were listed at Grade II in 1977 (National Heritage List for England ) as an early example of London and North Western Railway Company (L&NWR) high quality standardised wood station. Subsequent to its listing, the condition of the station steadily deteriorated and safety concerns necessitated the removal of the platform canopies. A significant loss of fabric occurred during the late 1980s when the timber station buildings were demolished after being damaged by fire; now only the two platforms and the footbridge survive. Ravensthorpe station footbridge MDL1/4 built 1890, which was included in the List entry of the station, is built to a standard L&NWR riveted lattice girder design and does not demonstrate any particular engineering interest. Although obviously designed to receive a canopy, no evidence has been found to indicate that one was ever fitted. There have been a number of alterations to the bridge, including changes to the handrails and the replacement of the floor and stair treads, with surfaced plywood sheeting. Overall the interest of Ravensthorpe station and the footbridge has been significantly compromised by the loss of fabric, and the very limited architectural interest Page 2 of 9

122 of the footbridge, to the degree that they are no longer considered to be of special interest in the national context and should therefore be de-listed. CONCLUSION After examining all the records and other relevant information, and having carefully considered the architectural and historic interest of this case, Ravensthorpe Station and footbridge MDL1/4 no longer meet the national criteria for listing and should therefore be removed from the List. REASONS FOR DESIGNATION DECISION Ravensthorpe Station and footbridge should be de-listed for the following principal reasons: Degree of Architectural Interest: * the station's interest has been has been severely compromised by the significant loss of fabric due to demolition; * the footbridge is of a standard design that does not demonstrate any particular engineering interest. Countersigning comments: Agreed. The station buildings and footbridge should be deleted from the list as the former have been demolished and the latter is an altered, standard design. MTS Second Countersigning comments: Agreed also. The remnants of Ravensthorpe station are too altered to remain on the List and the associated footbridge is not of the architectural quality for its date and building type to remain on the list either. De-listing is therefore recommended. V Fiorato, 14 February 2018 Page 3 of 9

123 Annex 1 Factual Details Name: Railway station and footbridge MDL1/4, Ravensthorpe Station Location: Ravensthorpe Station, Calder Road, Ravensthorpe County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Ravensthorpe railway station lies north east of Hudderfield, adjacent to the Dewsbury (Thornhill) junction, where the former Lancashire and Yorkshire Railway line continues towards Wakefield Kirgate station and the former Leeds, Dewsbury & Manchester Railway main line curves away towards Dewsbury and then on to Leeds. Although the railway was completed in 1849, the small hamlet of Little Mirfield did not warrant a station and the junction stood in the open countryside. After 1864, Little Mirfield gradually grew into the town of Ravensthorpe and by the 1870s it was rapidly developing into a sizable textile mill town. Eventually in 1890, the LNWR opened the Ravensthorpe and Thornhill station in an effort to attract goods traffic to and from the mills. Remarkably, the station was built with only two passenger platforms; these served the Manchester to Leeds main line, while the route to Wakefield was not catered for. The timber station buildings and the footbridge were listed in April 1977 (National Heritage List for England ), but as time went on, their Page 4 of 9

124 condition deteriorated and safety concerns necessitated the removal of the platform canopies. The timber station buildings were demolished in the late 1980s after being damaged by fire and were replaced by basic metal and Perspex platform shelters. The station remains in use and only the two platforms and the footbridge survive, with the provision of limited facilities for passengers. Details Station and railway footbridge, built 1890 for the London and North Western Railway. MATERIALS: platforms of brick, stone and tarmacadam; footbridge of wrought-iron with cast-iron columns. DESCRIPTION: the No 1 (north) platform is slightly curved with ramps at either end. The No 2 (south) platform is similar but the north-eastern ramp is splayed. The parallel platforms are English-bond brick-built, with a projecting course supporting two courses of bricks on edge and a bull-nosed Yorkstone platform edge, surfaced with tarmacadam; they are aligned roughly south-west/north-east. The majority of the bull-nosed edging of the south platform has been roughly chiselled back. Each platform is lit by modern street-lighting' lamp posts, has a single metal and Perspex shelter, a bench, and is protected to the rear by timber paling fences. The footbridge is a u-plan, single-span with half-landings. It is built to a standard LNWR riveted lattice girder design, spanning a double track-bed, with a stair rising from the platform at either end. The half-landing of each of the stairs is carried on slender 'cross-section cast-iron columns built into the platform ramps, with plain flanged capitals and cross-bracing. The parapets of the first flight of each stairs have timber boarded sides, with secondary tubular hand railing, while the parapets of the second flights and the bridge deck are protected by wire mesh. The treads of the stairs and the deck are of surfaced plywood sheeting. Four wrought-iron gable frames rise from the bridge girders and may have once supported a roof. Selected Sources Books and journals Wood, L V (Author), Bridges for Modellers, (1985), Websites Ravensthorpe Community Heritage Project, accessed 22 June 2017 from Ravensthorpe Railway Station, accessed 22 August 2017 from Other TransPennine Route Statement of History and Significance: West of Leeds V3.1, Prepared for Network Rail, March Alan Baxter Ltd. Page 5 of 9

125 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _2.pdf Page 6 of 9

126 Former List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: BUILDINGS ON NORTH AND SOUTH PLATFORMS AT RAVENSTHORPE STATION List Entry Number: Location BUILDINGS ON NORTH AND SOUTH PLATFORMS AT RAVENSTHORPE STATION, RAVENSTHORPE ROAD, The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority National Park: Not applicable to this List entry. Grade: II Date first listed: 17 April 1977 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Legacy Record - This information may be included in the List Entry Details. Reasons for Designation Legacy Record - This information may be included in the List Entry Details. History Legacy Record - This information may be included in the List Entry Details. Page 7 of 9

127 Details DEWSBURY CB RAVENSTHORPE ROADSE 21 NW (Ravensthorpe)5/84 Buildings on north &17/4/77 south platforms at Ravensthorpe Station IIStation buildings on north and south platforms. Circa 1848 forl & NWR Co. Weather boarded with hipped slate roof with red brickstacks with modillion cornices. Single storey. Sash windowsdivided into 9 lights. Panelled doors. Wooden pilasters supportcast-iron brackets with ornamental pierced spandrels, to canopies(now gone). Nook shafted wooden posts supported canopy where itcontinued beyond building to east. Gates to station with diagonalplanking and iron spikes. Plain iron footbridge, possibly contemporarybut with recent decking. Contemporary fittings to waiting rooms i.e.benches around wall and one cast-iron stove.an early example of L & NWR Co. high quality standardised wood station.listing NGR: SE Selected Sources Page 8 of 9

128 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 9 of 9

129 Case Name: North Trans-Pennine Phase 2: Church Street Bridge, MVL3/82 Case Number: Background Historic England has been asked to assess this structure for listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway overbridge Listing Add to List MVL3/82, Church Street Visits Date Visit Type 10 October 2017 Partial inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, the Office of the Rail Regulator, and the Stalybridge to Huddersfield Rail Users Group. Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. Page 1 of 7

130 HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. In dating to Church Street Bridge was constructed during the second phase of railway development. It is a good example of a bridge designed by the notable engineer Alfred Stanistreet Jee ( ), a former pupil and colleague of Joseph Locke whose short but prolific career (Jee was killed in a railway accident in Spain) included the Lancaster and Preston Junction Railway, Sheffield and Manchester Railway, as well as important works on the Grand Junction Railway. The bridge is an uncommon skewed flying arch span; the arch springing directly from the rock of the cutting and crossing the railway at an angle or skew. The first flying arch bridge across a railway is thought to have been built just a few years earlier in about 1838 at Mile Lane, Coventry under Robert Stephenson (Grade II, National Heritage List for England ). This design displays a greater attention to architectural detail, which can be seen in its use of rusticated voussoirs, ashlar dressings, and a parapet with a tooled coping and projecting piers. It also survives largely unaltered overall and shares group value with other listed structures on the line by Jee. As a little altered railway bridge designed by a notable engineer that dates to an important period in the history of railway development, it is considered that Church Street Bridge meets the criteria for listing in a national context. Consequently, it is recommended that Church Street Bridge should be added to the statutory List at Grade II. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not appropriate in this instance. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled. Church Street Bridge is therefore recommended for listing at Grade II. REASONS FOR DESIGNATION DECISION Church Street Bridge, constructed between 1845 and 1849 by Alfred Stanistreet Jee for the Huddersfield & Manchester Railway, is recommended for listing at Grade II for the following principal reasons: Page 2 of 7

131 Historic interest: * as an overbridge constructed in during the heroic age of railway development, on what is now one of the main railway lines in northern England; * as a bridge with a skewed flying arch that was built just a few years after the first flying arch railway bridge at Mile Lane, Coventry (erected about 1838, Grade II-listed); * as a design by the notable railway engineer Alfred Stanistreet Jee. Architectural interest: * as a railway bridge with an uncommon skewed flying arch which is well detailed with rusticated voussoirs, ashlar dressings, impost bands, and a parapet with a tooled ashlar coping terminating in projecting piers, lifting its design above the purely functional; * for the high degree of survival of the original fabric. Group value: * with the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. Countersigning comments: Agreed. This is a well-designed and crafted ashlar stone bridge by the notable railway engineer AS Jee, in an unusual and early flying skew form. It therefore fully merits listing at Grade II. V Fiorato, 13 February 2018 Page 3 of 7

132 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway overbridge MVL3/82, Church Street List Entry Number: Location Church Street, Huddersfield The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Road bridge over the Huddersfield & Manchester Railway line, built in under the engineer Alfred Stanistreet Jee. Reasons for Designation Church Street Bridge, constructed between 1845 and 1849 by Alfred Stanistreet Jee for the Huddersfield & Manchester Railway, is listed at Grade II for the following principal reasons: Page 4 of 7

133 Historic interest: * as an overbridge constructed in during the heroic age of railway development, on what is now one of the main railway lines in northern England; * as a bridge with a skewed flying arch that was built just a few years after the first flying arch railway bridge at Mile Lane, Coventry (erected about 1838, Grade II listed); * as a design by the notable railway engineer Alfred Stanistreet Jee. Architectural interest: * as a railway bridge with an uncommon skewed flying arch which is well detailed with rusticated voussoirs, ashlar dressings, impost bands, and a parapet with a tooled ashlar coping terminating in projecting piers, lifting its design above the purely functional; * for the high degree of survival of the original fabric. Group value: * with the other listed structures designed by Jee on the Huddersfield & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Church Street Bridge (MVL 3/82) was designed by A S Jee and built during the construction of the Huddersfield & Manchester Railway between 1845 and 1849 (it is depicted on the town plan of 1851 Page 5 of 7

134 (1:1,056)). It is a skewed flying arch overbridge; the arch springing directly from the rock of the cutting and crossing the railway at an angle or skew. The first flying arch bridge across a railway is thought to have been built in about 1838 at Mile Lane, Coventry, under Robert Stephenson (Grade II-listed, List Entry No ). Church Street Bridge was formerly known as Paddock Bridge and was constructed to carry Paddock Road over the railway line; the road has since been re-named Church Street. Two sets of tracks run beneath the bridge. The embankment on the south side of the railway was excavated to accommodate an extra track for the London & North Western Railway when the line was widened from 1881 onwards. This involved cutting into the bedrock and inserting a very short tunnel next to the bridge on this side of the railway. Details Road bridge over the Huddersfield & Manchester Railway line, built between 1845 and 1849 under the engineer Alfred Stanistreet Jee. MATERIALS: coursed and squared quarry-faced gritstone with ashlar dressings. DESCRIPTION: Church Street Bridge is situated near the junction of Church Street with Branch Street in the Paddock area of Huddersfield. It carries Church Street (formerly Paddock Road) over a cutting for the Huddersfield & Manchester Railway line and is a skewed flying arch; the arch springing directly from the rock of the cutting and crossing the railway at an angle or skew. The bridge is similarly detailed on both sides and is constructed of coursed local gritstone with a segmental arched span incorporating rusticated voussoirs that springs from an ashlar impost band. Above the arch is a projecting carriageway band and a parapet of coursed quarry-faced stone with rounded and tooled ashlar coping stones. The parapet terminates in projecting piers at each end. There are steel handrails running along the top of the coping. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 6 of 7

135 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7

136 Case Name: North Trans-Pennine Phase 2: Standedge Tunnel east portals, MVL3/40 Case Number: Background Historic England is amending and enhancing the listing for these railway tunnel portals in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. The railway tunnel portals are currently listed under two separate List entries: the centre portal and the south portal form one List entry (National Heritage List for England reference number ) whilst the north portal forms another (NHLE ). These three portals are built into the same quarry-faced gritstone wall, effectively forming a single structure. The amendment will therefore unite these into a single enhanced List entry ( ). A separate de-list case will be required to delete and remove the surplus entry ( ) from the National Heritage List for England. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway tunnel Listing Amend List portals MVL3/40, east end of Standedge Tunnel Visits Date Visit Type 10 October 2017 Partial inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Standedge Tunnel east portals are situated within the Marsden (Tunnel End) Conservation Area. Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 Page 1 of 12

137 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, the Office of the Rail Regulator, and the Stalybridge to Huddersfield Rail Users Group. Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The Secretary of State for Digital Culture, Media and Sport will remove a building from the List only if it no longer meets these criteria. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Tunnels were one of the principal engineering challenges faced by those constructing a railway. Construction involved surveying, digging and lining of the tunnel, which could entail the excavation of an enormous body of earth. It was further complicated by the nature of the strata they passed through and the necessity of avoiding water flooding into them. The importance of these structures is often reflected in their entrances or portals which could be grandly classical or castellated for major projects in the early phase, with later examples becoming plainer in design. Standedge Tunnel is recorded as the longest railway tunnel in the world at the time of its initial construction. Situated at the Pennine watershed between Diggle and Marsden, it represented a considerable engineering achievement. The tunnel includes four interconnected bores of different dates; an earlier canal tunnel of , and three railway tunnel bores of , and respectively. The first railway tunnel saw up to nearly 2000 men excavate a bore 3 miles and 62 yards long in extremely challenging conditions; nine men lost their lives during its construction. It was followed by two further bores of similar length. The three railway portals that form the east end of Standedge Tunnel at Marston are thus an important physical manifestation of this engineering achievement. Two of the railway tunnel portals were built for the Huddersfield & Manchester Railway in ; the second of these portals being designed and built in anticipation of the tunnel excavated in They therefore date to the heroic age or second phase of railway development. These portals were designed by the notable engineer Alfred Stainstreet Jee ( ), a former pupil and colleague of Joseph Locke whose short but prolific career (Jee was killed in a railway accident in Spain) included the Lancaster and Preston Junction Railway, Sheffield and Manchester Railway, as well as important works on the Grand Page 2 of 12

138 Junction Railway. Whilst not as elaborate as some earlier railway tunnel portals (eg St Anne s Tunnel West Portal, Bristol, listed Grade II*), they are nonetheless well constructed, displaying an attention to architectural detail above the purely functional. This can be seen in the matching design of the portals; each formed of a brick horseshoe arch, flanked by quarry-faced stone buttresses, with a moulded string-course and blocking course terminating the structure. The north portal was built for the London & North Western Railway in , and therefore dates to a relatively late stage in the development of the rail network. It was built for a double-track railway line and is therefore taller and wider than the two single-track tunnel entrances. The portal is constructed into a quarry-faced gritstone wall and is seamlessly linked with the other two portals, visually complementing them and possessing strong group value. Furthermore, it is slightly more elaborate than its neighbours possessing a brick horseshoe arch within an ashlar roll moulding, flanking quarry-faced piers, topped by a dentilled cornice course and a scalloped parapet rising over an ashlar date stone. This entrance well demonstrates the later development of the railway line and Standedge Tunnel. All the tunnel portals retain a high degree of survival of the original fabric. They possess group value with the railway portals at the west end of Standedge Tunnel at Diggle, which are recommended for listing at Grade II. Furthermore, their significance is enhanced by the surviving canal tunnel which was the longest, highest and deepest canal tunnel ever built in Britain; a wonder of its age. The railway tunnels were constructed using the canal to remove excavated spoil, and all four bores are connected through a complex series of adits and cross headings. The east portal of the canal tunnel is Grade II*-listed, near to the Grade II-listed aqueduct across the railway, the Grade II-listed tunnel keeper s cottages, and Grade II-listed transhipment warehouse within the Marsden (Tunnel End) Conservation Area. These buildings and structures, all historically and functionally interrelated, collectively tell the story of the construction, evolution and expansion of the transport network across the Pennines. In view of the above, the three railway tunnel portals at the east end of Standedge Tunnel continue to meet the criteria at Grade II. The information on the National Heritage List for England should be amended, updated and enhanced with new research and more accurate mapping. The three portals are currently listed under two separate list entries: the centre portal and the south portal form one List entry (NHLE ) whilst the north portal forms another (NHLE ). These three portals are built into a quarry-faced gritstone wall, effectively forming a single structure. It is therefore proposed that they should be united into a single enhanced List entry ( ); a separate de-list case is running concurrently to delete and remove the surplus entry ( ) from the National Heritage List for England. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing at Grade II remain fulfilled. In light of the new information that has become available as part of the North Trans-Pennine Line Project and in order to enhance the record on the National Heritage List for England (NHLE), the List entry for Standedge Tunnel east portals, Marsden, is recommended for amendment. REASONS FOR DESIGNATION DECISION The List entry for Standedge Tunnel east portals, is recommended for amendment for the following principal reasons: * Upgrading the designation base: to update the limited detail on the National Heritage List, more fully explain the significance of the portals, and enhance understanding; * New information: to incorporate new research and more accurate mapping gathered through the North Trans-Pennine Line Project, and to bring it in line with current formatting and standards; * Clarity: to incorporate the three portals into a single List entry, providing clarity and aiding future management. Countersigning comments: Agreed. The List entries for the Standedge Tunnel east portals should be amended to incorporate all three portals under the one List entry, and to better express their significance, to aid understanding and future management, in a modernised List entry. Page 3 of 12

139 V Fiorato, 12 February 2018 Page 4 of 12

140 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway tunnel portals MVL3/40, east end of Standedge Tunnel List Entry Number: Location Tunnel End, Marsden The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: 11 July 1985 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Three railway tunnel portals at the east end of Standedge Tunnel; the centre portal built in by the contractor Thomas Nicholson and engineer Alfred Stanistreet Jee for the Huddersfield & Manchester Railway line, the south portal built at the same time, in advance of a tunnel excavated in , and the north portal built in for the London & North Western Railway. Page 5 of 12

141 Reasons for Designation Standedge Tunnel east portals, constructed in for the Huddersfield & Manchester Railway and for the London & North Western Railway, are listed at Grade II for the following principal reasons: Historic interest: * as entrances to Standedge Tunnel, recorded as the longest railway tunnel in the world at the time of its initial construction; * as a physical manifestation of the engineering feat of excavating a tunnel over three miles long under extremely challenging conditions, employing nearly 2,000 men, including several who lost their lives; * for the two portals constructed in , during the heroic age of railway building, by the notable railway engineer Alfred Stanistreet Jee; * for the double-track portal of , which well demonstrates the later development of the railway line and Standedge Tunnel; Architectural interest: * the tunnel portals are well constructed and well detailed, including three horseshoe arches, flanked by buttresses and set into a quarry-faced gritstone wall surmounted by an ashlar cornice and parapet, lifting their design above the purely functional; * the tunnel portals retain a high degree of survival of the original fabric; Group value: * with the three railway portals at the west end of Standedge Tunnel, the Grade II*-listed east portal of the canal tunnel which was the longest, highest and deepest canal tunnel ever built in Britain; a wonder of its age, as well as the Grade II-listed aqueduct, tunnel keeper s cottages and transhipment warehouse within the Marsden (Tunnel End) Conservation Area. Collectively these structures tell the story of the construction, evolution and expansion of the transport network across the Pennines. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route Page 6 of 12

142 still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. Standedge Tunnel is one of eight operational tunnels on the North TransPennine route. Situated at the Pennine watershed between Diggle and Marsden, it presented a major engineering challenge. The tunnel includes four interconnected bores of different dates; a canal tunnel on the Huddersfield Narrow Canal and three railway tunnels, although only one railway tunnel and the canal tunnel are now in operational use. There are eight ventilation shafts along its course. Railway engineers inherited known tunnelling techniques from the canal building era: the use of preliminary exploratory borings, followed by the making of working shafts and pilot headings before the main excavation commenced. The canal tunnel at Standedge was initially constructed under the engineers Benjamin Outram and Nicholas Brown and completed over a 16 year period from 1793 to Over three miles long, it remains the longest, highest and deepest canal tunnel in Britain; a wonder of its age. The first railway tunnel was begun by the Huddersfield & Manchester Railway in 1845 and completed in 1849 at a cost of 201,608. It was driven immediately to the south of, but at a slightly higher level than, the canal tunnel. The tunnel is 3 miles 62 yards long and was recorded as the longest railway tunnel in the world at that time; albeit exceeded in length by the parallel canal tunnel (The Engineer, 21 June 1861, 378). The engineers obviated the need for vertical construction shafts by accessing the railway tunnel through 13 adits (cross passages) connected to the canal tunnel. This allowed it to be constructed much more rapidly, by using boats along the canal for access and removal of spoil or other materials. Up to 1,953 men were employed in its construction and there were nine fatalities. The tunnel entrances were faced in stone with a horseshoe arch serving as the east portal and a Tudor arch at the west. Internally, it was lined with stone or open to the rock except where the strata was delaminating and subsequently required brick patching. A second railway tunnel was begun in 1868, the earlier single-track tunnel having proved to be a bottleneck for rail traffic between Huddersfield and Manchester. This had always been conceived; the earlier portal design including two entrances at each end, anticipating a second bore from the outset. Construction was undertaken by the engineer William Baker and contractor Thomas Nelson. It was completed in 1871, again utilising cross adits during construction. The tunnel comprises a brick lining and is of similar dimensions and construction to the first tunnel, being situated immediately to the south of it. At the mid-point the two bores are connected by a groin vaulted cross-heading, now known as the Cathedral. A third, double-track, railway tunnel was built between 1890 and 1894 by the London & North Western Railway and completed by the sub-contractors Williams, Lees & Thomas. This formed part of the quadrupling of the line between Huddersfield and Manchester. This tunnel is the northernmost of the four bores and was constructed via adits from the first railway tunnel. In order to allow the new railway tracks to cross the canal tunnel in the open at Diggle, a new cut and cover extension lined in cast-iron was added to the canal tunnel at this end. The west entrance to the canal tunnel is now around 270m to the south-west of the railway tunnel portals at Diggle. The east entrance at Marsden (Grade II*-listed) is just over 50m north-east of the railway tunnel portals and set lower down, next to a pair of early-c19 tunnel keeper s cottages (Grade II-listed). The River Colne also crosses over the two tracks of the railway in a steel and stone aqueduct at this end (Grade II-listed). All the railway tunnels had locomotive water pick-up troughs, over 450m long and fixed to the tunnel walls at the Diggle end, ensuring that steam trains had enough water for the journey. The third railway tunnel is the largest of the tunnel bores and was given more impressive portals; at both ends these consist of a horseshoe arch within an ashlar roll moulding, flanking buttresses, and a cornice with a date stone. Internally it has a brick arch and side walls, with concrete inverts in places. Approximately 25 million bricks, fired-locally, were used in its construction. This final tunnel is the only one still in operational use. Both of the earlier railway tunnels closed by 1970, following the reduction of the four track section between Huddersfield and Stalybridge to two tracks, and they are now used for emergency and maintenance road access. Diggle Station, at the west end of the Standedge Tunnel, also closed at around this time. The canal tunnel became unsafe and officially closed in 1944 before being de-silted and restored at a cost of 5m, re-opening in A former warehouse at Marsden (Grade II-listed), used for the transshipment of goods from canal barge to packhorse in the C19, is now a visitor centre. In 2004 repair and stabilisation work was undertaken to the 1849 rail tunnel. Details Three railway tunnel portals at the east end of Standedge Tunnel; the centre portal built between 1845 and 1849 by the contractor Thomas Nicholson and engineer Alfred Stanistreet Jee for the Huddersfield & Page 7 of 12

143 Manchester Railway line, the south portal built at the same time, in advance of a tunnel excavated between 1868 and 1871, and the north portal built between 1890 and 1894 for the London & North Western Railway. MATERIALS: brick arches, coursed and squared quarry-faced gritstone walls, and ashlar dressings. DESCRIPTION: the east portals of the three bores of Standedge Tunnel are situated in a deep cutting at Tunnel End, Marsden. All three portals are set into a coursed and squared quarry-faced gritstone wall. The centre portal and the south portal were both built between 1845 and 1849 and have a matching design; each portal has a brick horseshoe arch flanked by battered quarry-faced stone buttresses. Running above the arches and across the buttresses is a moulded ashlar stringcourse and blocking course, acting as a cornice to terminate the structure. These two portals were originally each for a single track railway, although the bore of the south portal was not excavated until ; the entrance constructed earlier in anticipation of the tunnel. The north tunnel portal was built for a double track between and is therefore taller and wider than its neighbours. It is formed of a Staffordshire blue brick horseshoe arch set within an ashlar roll moulding. Flanking the arch are two projecting quarry-faced buttresses or piers whilst above it is a dentilled cornice and a scalloped parapet that rises over an ashlar date stone at the centre, inscribed: Selected Sources Books and journals 'The Standedge and Woodhead Tunnels' in The Engineer, Vol 11, (21 June 1861), 378 Websites Engineering Timelines: Standedge Tunnel, accessed 31 October 2017 from p?id=1459 Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 8 of 12

144 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _2.pdf Page 9 of 12

145 Former List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: TWO SINGLE TRACK RAILWAY TUNNEL PORTALS List Entry Number: Location TWO SINGLE TRACK RAILWAY TUNNEL PORTALS, TUNNEL END, The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority National Park: Not applicable to this List entry. Grade: II Date first listed: 11 July 1985 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Legacy Record - This information may be included in the List Entry Details. Reasons for Designation Legacy Record - This information may be included in the List Entry Details. History Legacy Record - This information may be included in the List Entry Details. Page 10 of 12

146 Details SE TUNNEL END Marsden4/473 Two single track Railway- Tunnel Portals- IISouthern tunnel Northern tunnel Built by contractor ThomasNelson & Sons of Carlisle. Now disused. Horse shoe shape arches with brickfacing (grey to southern portal and grey and red to northern). Deeply coursedrock-faced stone. Battered buttressing to either side of portals. Mouldedashlar string course with blocking course above. Tunnels are 3 miles 62 yardslong and have four ventilator shafts. Listing NGR: SE Selected Sources Page 11 of 12

147 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 12 of 12

148 Case Name: North Trans-Pennine Phase 2: West Street Subway, MDL1/30 Case Number: Background Historic England has been asked to assess this structure for listing in connection with the proposed upgrade of the Trans-Pennine railway route from Manchester to York and Selby. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Railway subway Listing Add to List MDL1/30, West Street Subway Visits Date Visit Type 08 November 2017 Full inspection Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, and the Office of the Rail Regulator. Page 1 of 8

149 Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The comments have however been taken into account in the detailed advice below. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The statutory criteria for a building being included on the List are that it holds special architectural or historic interest. The general principles the Secretary of State applies when deciding whether a building is of special architectural or historic interest are set out in the Principles of Selection for Listing Buildings, DCMS, Further detailed guidance is published in Historic England's selection guides for specific building types, in this case the most relevant being Infrastructure: Transport (2017). Relevant considerations include the historic interest of the line, date, degree of survival and design quality, as well as engineering interest where relevant. Supplementary guidance compiled for other railway lines of broadly similar date highlights the importance of a good degree of survival for individual structures (particularly when a number share a common design) and gives further guidance on the application of group value. Railways are a British invention and were the culmination of the transport revolution; their construction leading to great economic, social and cultural changes. Whilst their origins lay in the Georgian period the development of the railway system was one of the greatest achievements of the Victorian age. The development falls into four distinct phases. The pioneering first phase extends from the openings of the Stockton to Darlington (1825) and Liverpool and Manchester (1830) Railways (both George Stephenson) to the completion of the Great Western Railway from London to Bristol in The second phase runs from 1841 to 1850, and marks the heroic age of railway building and the period of 'railway mania' in which commercial speculation and the competition for routes led to a frantic construction of lines and the laying of many trunk lines that form the basis of today's inter-city network. The third phase, from the 1850s to the 1870s, represents the consolidation of the network, whilst the fourth period up to 1914 represents its completion. Dating to the mid-1840s West Street Subway (MDL1/30) was constructed during the second 'heroic age' phase of railway development, when some selectivity for listing is required. It is a good example of a railway subway designed by the notable Scottish engineer Thomas Grainger ( ), whose works include many bridges, tunnels and viaducts in Scotland, as well as station buildings, including Haymarket Station, Edinburgh, and extensive works in England on the Leeds, Dewsbury & Manchester Railway and the Leeds Northern Railway. The subway's design clearly displays good attention to architectural detail, which can be seen in its use of features such as stepped voussoirs with tooled margins, finely tooled coping stones, chamfered impost bands and pillars to the wing walls. The original structure also remains largely unaltered: the mid to later-c19 western extension to the subway (executed in purple engineering brick) has been executed with minimal impact on the original structure, whose original west portal remains partially visible with the later brick structure abutting it. Overall, the subway is a good original example of the range of early structures constructed on the line, which also reflects later changes to the railway infrastructure of the area. The subway also benefits from an historic group value with other listed structures on the line by Grainger. As a railway subway designed by a notable engineer that dates to an important period in the history of railway development, and one whose extension westwards has not detracted from its overall interest, it is considered that West Street Subway successfully fulfils the national criteria for listing. Consequently, it is recommended that it should be added to the statutory List at Grade II. In recommending the extent of designation we have considered whether powers of exclusion under s1 (5A) of the 1990 Act are appropriate, and consider that they are not. CONCLUSION Page 2 of 8

150 After examining all the available records and other relevant information and having carefully considered the architectural and historic interest of this case, the criteria for listing are fulfilled. West Street Subway is therefore recommended for listing at Grade II. REASONS FOR DESIGNATION DECISION West Street Subway, constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, and extended in the mid to later C19, is recommended for listing at Grade II for the following principal reasons: Historic interest: * an original 1840s railway subway, constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger, who worked extensively in England and Scotland. Architectural interest: * a stone-built subway that demonstrates craftsmanship in its construction and detailing including stepped voussoirs with tooled margins and finely tooled coping stones; * the later western extension has been executed with minimal impact on the interest of the original structure, and does not detract from its overall interest. Group value: * with the other listed structures designed by Grainger on the Leeds, Dewsbury & Manchester Railway line. Countersigning comments: Agreed. This is a good quality ashlar subway designed by the notable engineer Grainger, and is relatively early in date for a railway structure. While widened we consider that the widening does not detract from the original form; the whole should be included on the List at Grade II. V Fiorato, 13 February 2018 Page 3 of 8

151 Page 4 of 8

152 Annex 1 List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: Railway subway MDL1/30, West Street Subway List Entry Number: Location Junction of West Street and Lady Ann Road, Batley The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority Non Civil Parish National Park: Not applicable to this List entry. Grade: II Date first listed: Date of most recent amendment: Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: Not applicable to this List entry. Legacy Number: Not applicable to this List entry. Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Subway for the Leeds, Dewsbury & Manchester Railway line, mid-1840s, by Thomas Grainger; widened on the west side in the mid to later-c19. Reasons for Designation Page 5 of 8

153 West Street Subway (MDL1/30), constructed in the mid-1840s by Thomas Grainger for the Leeds, Dewsbury & Manchester Railway, extended to the west in the mid to later C19, is listed at Grade II for the following principal reasons: Historic interest: * an original 1840s railway subway, constructed during the heroic age of railway building on what is now one of the main railway lines in northern England; * designed by the notable Scottish railway engineer Thomas Grainger, who worked extensively in England and Scotland. Architectural interest: * a stone-built subway that demonstrates craftsmanship in its construction and detailing including stepped voussoirs with tooled margins and finely tooled coping stones; * the later western extension has been executed with minimal impact on the interest of the original structure, and does not detract from its overall interest. Group value: * with the other listed structures designed by Grainger on the Leeds, Dewsbury & Manchester Railway line. History In contrast to the main trunk lines of the late 1830s that were constructed by single railway companies the route from Stalybridge to Leeds had fragmented origins and was the work of three different railway companies: the Huddersfield & Manchester Railway, Leeds, Dewsbury & Manchester Railway, and the Manchester & Leeds Railway. The Huddersfield & Manchester Railway was authorised in 1845 and followed the route of the Huddersfield Narrow Canal for much of its length, including a railway tunnel through the Pennine hills set alongside the earlier Standedge Canal Company tunnel of 1811; in 1846 the railway company also acquired the canal. Joseph Locke and Alfred Stanistreet Jee were appointed to survey and design the new line, the two engineers having already worked together on a major project linking Manchester and Sheffield. Jee became the lead engineer for the Huddersfield line, which passed through challenging terrain, assisted by resident engineers that included his brother Moreland Jee (until 1848) and Herbert F Mackworth. Construction of the line was divided into various contracts, with many contractors being only responsible for a single cutting, viaduct or tunnel portal. The largest contract for the Standedge Tunnel between Diggle and Marsden was let to a single contractor, Thomas Nicholson in The tunnel's completion in 1849 marked the opening of the line. The Leeds end of the route, which was also authorised in 1845, was constructed by the Leeds, Dewsbury & Manchester Railway. The engineer was Thomas Grainger who had previously largely worked in Scotland, and the line was completed in A short three-mile section of the route between Heaton Lodge Junction and Thornhill Junction near Mirfield was developed by the Manchester & Leeds Railway and was constructed between 1837 and 1840, with George Stephenson as the chief engineer. The structures on this line were designed by Thomas Gooch under the oversight of Stephenson. In 1847 the railway company changed its name to the Lancashire & Yorkshire Railway. In 1847 the Huddersfield & Manchester Railway and the Leeds, Dewsbury & Manchester Railway were acquired by the London & North Western Railway (LNWR) so that the company could access the city of Leeds and the textile towns of West Yorkshire. This pitted them as rivals to the Lancashire & Yorkshire Railway, although at points on the route the two companies had to work together. By 1851 the London & North Western Railway had an overall mileage of railway track of 800 miles and it became the most prominent railway company in the country and the largest joint-stock concern in the world in the late C19. Although the LNWR had a general manager, Captain Mark Huish, the lines of the Stalybridge to Leeds route still managed their own affairs. LNWR later carried out expansion works, including the widening of tracks and bridges, the construction of additional tunnels, and station alterations. In 1923 the line became part of the London Midland & Scottish Railway, and subsequently part of the nationalised British Railways in The Page 6 of 8

154 line, its structures and track are currently (2018) owned by Network Rail, and the passenger services operated by TransPennine Express and Northern Rail. West Street Subway is considered to have been designed by Thomas Grainger and dates to the construction of the Leeds, Dewsbury & Manchester Railway between 1845 and The structure is marked as 'Bridge' on the first edition 1:10,560 OS map surveyed between 1847 and 1851 and published in Historic mapping and inspection of the structure confirm that the subway was extended to the west between 1847 and 1892 to accommodate further tracks associated with the junctions created north of Batley Station. However, we have seen no evidence that the subway has been extended to the east and consider the eastern face to be original. Details Railway subway for the Leeds, Dewsbury & Manchester Railway line, mid-1840s, by Thomas Grainger; 1847 to 1892, widened on the west side. MATERIALS: sandstone; purple engineering brick. DESCRIPTION: the subway incorporates a change in ground level, descending from east to west. It comprises two phases and is therefore differently detailed on each face. The east face has a segmental arch of stepped sandstone voussoirs with tooled margins and substantial rectangular, finely tooled coping stones. It spring from a quarry-faced impost band, with chamfered top and bottom edges, and terminates in rectangular piers, which rise to track level where there is an ashlar band and continue above terminating in flat coping stones. There is no parapet. The abutments and spandrels are constructed of squared and coursed quarry-faced sandstone. Short, straight wing walls of squared and coursed quarry-faced sandstone project to the south retaining some of their coping stones. Metal railings have been added to the parapet and wing walls. The west face was constructed in mid-later C19: it is taller with a semi-circular arch ring constructed of four bands of purple engineering brick springing from an impost band, with a stone parapet above terminating in rectangular coping stones. The soffit of this extension is also of purple engineering brick. Within the tunnel, the original mid-c19 segmental arch remains partially visible at the join with the extended section. The end of the curving wing walls are marked by square piers, and the coursed stonework extends beyond into a retaining wall for the embankment, also of squared and coursed quarry-faced sandstone. Selected Sources Other TransPennine Route Statement of History and Significance: West of Leeds V3.1. Prepared for Network Rail, March Alan Baxter Ltd. Page 7 of 8

155 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 8 of 8

156 Case Name: North Trans-Pennine Phase 2: North portal at east end of Standedge Tunnel, MVL3/40 Case Number: Background This de-list case has been set up to delete and remove a surplus List entry (National Heritage List for England ) for this railway tunnel portal on the Trans-Pennine railway route from Manchester to York and Selby. The three portals at the east end of Standedge Tunnel are currently listed under two separate List entries: the centre portal and the south portal form one List entry (NHLE ) whilst the north portal forms another (NHLE ). These three portals are built into the same quarry-faced gritstone wall, effectively forming a single structure. An amendment case will therefore unite these into a single enhanced List entry ( ) with the surplus List entry ( ) being deleted through the de-list case. Asset(s) under Assessment Facts about the asset(s) can be found in the Annex(es) to this report. Annex List Entry Number Name Heritage Category HE Recommendation Two Track Railway Listing Delete from List Tunnel Portal Visits Date Visit Type 10 October 2017 External only Context Network Rail is planning a modernisation and upgrade programme to electrify the North Trans-Pennine Line (NTPL) railway from Selby and York to Manchester; a key rail corridor that links the principal cities of the north and ultimately connects Newcastle upon Tyne and Hull in the east with Liverpool in the west. The improvements will affect a variety of structures, including bridges, viaducts and tunnels. In advance of electrification Historic England is undertaking a designation survey in collaboration with Network Rail and their professional advisers, Alan Baxter Ltd. Whilst a number of structures along the line are already designated, there has not been a systematic, comprehensive appraisal undertaken until now. The designation survey is being carried out in two phases: the first phase was carried out in 2014 and assessed 23 structures on the line between Selby and Colton Junction and Leeds; 13 of these were added to the List in A sift against the Historic England selection guidance identified 54 structures in this second phase of the survey that required assessment for listing, amendment or de-listing on the line between Stalybridge and Leeds. Four of these were assessed urgently on request from Network Rail, under our Enhanced Advisory Service, and three of those were added to the List in Assessment CONSULTATION This administrative de-list case for the removal of a surplus List entry was consulted upon as part of amendment case reference Consultation took place via publication of the consultation reports on our website, with direct notification to a range of consultees and a response period of a full calendar month (compared with the normal period of 21 days, to allow for the Christmas period). Invitations to comment were sent to the owners (in most cases, Network Rail), Network Rail s consultants (Alan Baxter Ltd), the local planning authority (LPA - in this case Kirklees), the relevant historic environment record (HER in this case Page 1 of 7

157 West Yorkshire), the Victorian Society, the National Railway Museum, the Newcomen Society, the Railway Heritage Trust, the Office of the Rail Regulator, and the Stalybridge to Huddersfield Rail Users Group. Comment: Network Rail provided detailed comments, primarily on the significance of the line as a product of the second main phase of railway development, and the standardised nature of the structures on it. HE response: for simplicity these comments are responded to in detail on case reference (MVL3/8, Heyrod footbridge), and not repeated here. The Railway Heritage Trust confirmed that they had no comments to make on these cases. No other responses were received. DISCUSSION The List entry for the North portal at the east end of Standedge Tunnel should be removed from the National Heritage List for England in order to ensure that each listed building or structure only has one entry; the tunnel portal will now be included in the List entry for all three railway tunnel portals at the east end of Standedge Tunnel (NHLE ) following amendment case CONCLUSION This surplus List entry is recommended for deletion because the structure is to be included in a single List entry for all three railway tunnel portals at the east end of Standedge Tunnel ( ). REASONS FOR DESIGNATION DECISION The List entry is recommended for deletion from the List for the following principal reason: * The structure will be listed under UID Countersigning comments: Agreed. This List entry should be deleted as we are proposing that this portal should be listed under NHLE with the other portals at the east end of Standedge Tunnel, and each structure should only be listed once. V Fiorato, 12 February 2018 Page 2 of 7

158 Annex 1 Factual Details Name: Two Track Railway Tunnel Portal Location: Railway Tunnel Portal (North), Standedge Tunnel, Dawlish, County District District Type Parish Kirklees M etropolitan Authority Non Civil Parish History This tunnel portal was built between 1890 and 1894 for the London & North Western Railway. It was listed on 11 July Details SE TUNNEL END Marsden 4/474 Two-track Railway - Tunnel Portal GV II (1894 datestone). Railway tunnel portal. Constructed by London and North West Railway Company. Horse shoe shaped arch with red brick facing with ashlar mouldings. Deeply coursed rock-faced stone with battered buttress to each side. Rounded ashlar string course at base of parapet. Ashlar copings. Parapet is scalloped and rises over ashlar plaque which bears inscription: Tunnel is 3 miles 64 yards long. Listing NGR: SE Selected Sources Page 3 of 7

159 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _2.pdf Page 4 of 7

160 Former List Entry List Entry Summary This building is listed under the Planning (Listed Buildings and Conservation Areas) Act 1990 as amended for its special architectural or historic interest. Name: TWO TRACK RAILWAY TUNNEL PORTAL List Entry Number: Location TWO TRACK RAILWAY TUNNEL PORTAL, TUNNEL END, The building may lie within the boundary of more than one authority. County District District Type Parish Kirklees Metropolitan Authority National Park: Not applicable to this List entry. Grade: II Date first listed: 11 July 1985 Date of most recent amendment: Not applicable to this List entry. Legacy System Information This section only relates to older records, created before the introduction of the National Heritage List for England in Legacy System: LBS Legacy Number: Asset Groupings This List entry does not comprise part of an Asset Grouping. Asset Groupings are not part of the official record but are added later for information. List Entry Description Summary of Building Legacy Record - This information may be included in the List Entry Details. Reasons for Designation Legacy Record - This information may be included in the List Entry Details. History Legacy Record - This information may be included in the List Entry Details. Page 5 of 7

161 Details SE TUNNEL END Two-track Railway- Marsden4/474 Tunnel PortalGV II (1894 datestone). Railway tunnel portal. Constructed by London and North West Railway Company. Horse shoe shaped arch with red brick facing with ashlar mouldings. Deeply coursed rock-faced stone with battered buttress to each side. Rounded ashlar string course at base of parapet. Ashlar copings. Parapet is scalloped and rises over ashlar plaque which bears inscription: Tunnel is 3 miles 64 yards long. Listing NGR: SE Selected Sources Page 6 of 7

162 Map National Grid Reference: SE Crown Copyright and database right All rights reserved. Ordnance Survey Licence number The above map is for quick reference purposes only and may not be to scale. For a copy of the full scale map, please see the attached PDF _1.pdf Page 7 of 7