Skelton Junc - Partington Queries

[Fred X]

I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The first was about the fact that the line splits into two levels
after the junction of the line to the Carrington Chemical Works.
I know that the level of the line was raised in the 1890s in order
to give better clearance over the Ship Canal, but there is an area
to the north of the mainline at the lower level that looks like it
was also used as a trackbed. Is this the remains of the trackbed
abandoned in the 1890s or was it, as some maps seem to suggest, used
by the line to the Coaling Basin? If the latter when was the track
lifted?

Also I noticed that a bridge over the mainline that carries a trackway
/road that leads to the chemical works, has at some point been heavily
reinforced and rebuilt with concrete sections. Does anyone one know
when this was done or even why as it seems totally OTT for what is a
very minor road.

Finally, when I was looking on the net for some info about the line,
there was a few mentions of the line being re-opened around 2005
with some work vegetation clearance etc actually being carried out.
What happened to this plan and how far did they get, as the section
nearest the Carrington Chemical Works is still heavily overgrown
and looks as if it hasn't been touched in decades!

Cheers!

Fred X

[Joyce Whitchurch]

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

"Abandoned"? Last time I checked, it was under engineer's possession.
Not that there's much left to possess.

Post by Fred X
The first was about the fact that the line splits into two levels
after the junction of the line to the Carrington Chemical Works.
I know that the level of the line was raised in the 1890s in order
to give better clearance over the Ship Canal, but there is an area
to the north of the mainline at the lower level that looks like it
was also used as a trackbed. Is this the remains of the trackbed
abandoned in the 1890s or was it, as some maps seem to suggest, used
by the line to the Coaling Basin? If the latter when was the track
lifted?

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.
When the Mersey was converted to the Ship Canal a new line was built, to
cross the Canal at a higher level. The new line was built slightly to
the west and south of the original line.

The original line was not abandoned however. It was simply split into
two separate branches, one on each side of the Ship Canal. As you
suspect, the original line on the Partington side became the access to
the coaling basin. If I remember in the morning, I will try to dig out
some maps that show just what happened.

The line on the Glazebrook bank was in use within the last decade for
traffic to, or possibly from, the tar works at Cadishead.

Post by Fred X
Also I noticed that a bridge over the mainline that carries a trackway
/road that leads to the chemical works, has at some point been heavily
reinforced and rebuilt with concrete sections. Does anyone one know
when this was done or even why as it seems totally OTT for what is a
very minor road.

This bridge was rebuilt by Trafford Council a few years back. It carries
some fairly heavy road traffic - there is a chemical works just up the
road. The bridge also carries the road over some services - electric
cables and a gas main if I remember rightly. And it keeps the way open
for possible relaying of track down to the Ship Canal, which has been
suggested from time to time by the likes of Peel Holdings (owners of the
Ship Canal).

If you think that bridge is OTT, have a look at the brand new bridge
leading to the new housing estate at the Timperley end of the branch.

Post by Fred X
Finally, when I was looking on the net for some info about the line,
there was a few mentions of the line being re-opened around 2005
with some work vegetation clearance etc actually being carried out.
What happened to this plan and how far did they get, as the section
nearest the Carrington Chemical Works is still heavily overgrown
and looks as if it hasn't been touched in decades!

There was a scheme to build a rail-linked freight distribution park on
land to the south of the chemical works, but it was refused planning
consent (took up too much Green Belt land). At some point, English Welsh
and Scottish Railway also wanted to re-open the branch for the movement
of some unpleasant chemical or other (styrene?) but they failed to win
the contract. This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.

The line north of the chemical works shut in the 60s, I think, when the
coal-fired power station on the banks of the Mersey was closed.

[Paul]

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

"Abandoned"? Last time I checked, it was under engineer's possession.
Not that there's much left to possess.

Post by Fred X
The first was about the fact that the line splits into two levels
after the junction of the line to the Carrington Chemical Works.
I know that the level of the line was raised in the 1890s in order
to give better clearance over the Ship Canal, but there is an area
to the north of the mainline at the lower level that looks like it
was also used as a trackbed. Is this the remains of the trackbed
abandoned in the 1890s or was it, as some maps seem to suggest, used
by the line to the Coaling Basin? If the latter when was the track
lifted?

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.
When the Mersey was converted to the Ship Canal a new line was built, to
cross the Canal at a higher level. The new line was built slightly to
the west and south of the original line.
The original line was not abandoned however. It was simply split into
two separate branches, one on each side of the Ship Canal. As you
suspect, the original line on the Partington side became the access to
the coaling basin. If I remember in the morning, I will try to dig out
some maps that show just what happened.
The line on the Glazebrook bank was in use within the last decade for
traffic to, or possibly from, the tar works at Cadishead.

Post by Fred X
Also I noticed that a bridge over the mainline that carries a trackway
/road that leads to the chemical works, has at some point been heavily
reinforced and rebuilt with concrete sections. Does anyone one know
when this was done or even why as it seems totally OTT for what is a
very minor road.

This bridge was rebuilt by Trafford Council a few years back. It carries
some fairly heavy road traffic - there is a chemical works just up the
road. The bridge also carries the road over some services - electric
cables and a gas main if I remember rightly. And it keeps the way open
for possible relaying of track down to the Ship Canal, which has been
suggested from time to time by the likes of Peel Holdings (owners of the
Ship Canal).
If you think that bridge is OTT, have a look at the brand new bridge
leading to the new housing estate at the Timperley end of the branch.

Post by Fred X
Finally, when I was looking on the net for some info about the line,
there was a few mentions of the line being re-opened around 2005
with some work vegetation clearance etc actually being carried out.
What happened to this plan and how far did they get, as the section
nearest the Carrington Chemical Works is still heavily overgrown
and looks as if it hasn't been touched in decades!

There was a scheme to build a rail-linked freight distribution park on
land to the south of the chemical works, but it was refused planning
consent (took up too much Green Belt land). At some point, English Welsh
and Scottish Railway also wanted to re-open the branch for the movement
of some unpleasant chemical or other (styrene?) but they failed to win
the contract. This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.
The line north of the chemical works shut in the 60s, I think, when the
coal-fired power station on the banks of the Mersey was closed.
--
Joyce Whitchurch, Stalybridge, UK
=================================

As a child I used to live right next to the Skelton Jnc - Carrington
part of the line in Timperley. Once it had been closed to through
workings around 1981(?) it continued to be be used for a variety of
traffic mainly several times a day MGR workings from Bickerstaffe
Colliery to a power station somewhere in Partington or Carrington,
chemical traffic to Baglan Bay (i seem to recall it being
polypropylene?) and the very occasional ICI tank workings (Haverton
Hill?) to an installation to the south of the Cinderland Jnc box
(Cinderland spelt with a 'C' despite the nearby road named Sinderland
Lane). I would occasionally cycle up there to photograph rare workings
and on my last visit in or around 1982 i found the signal box heavily
vandalised and partially gutted by fire. I managed to retrieve the
signal box log book which i kept for many years until my mother threw
them out recently. This would have been a useful record of the daily
workings along the line should that be of interest to anyone.

The line was indeed partially cleared a few years back but nothing
came of the plans to reopen it. There was plenty of fuss made of the
plans in the local press about the noise of trains being "shunted" at
what remains of Skelton Junction along with all the other to be
expected NIMBYisms. Assuming that any of the workings would have been
routed via the 'branch' or Chester Line (quite an assumption) then the
sounds of locos running around trains in the loop at Skelton Juntion
is hradly on a par with the noise of living next to a marshalling yard
is it?

The colour aspect signal near the end of my mother's garden remained
illuminated for many years after closure, perhaps as much as ten years
which always amused me! The new bridge over the former trackbed
serving a new housing estate is indeed a big structure and looks to
have been built to allow for electricfication of the route should it
ever reopen. One lives in hope!

Paul

[Paul]

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

"Abandoned"? Last time I checked, it was under engineer's possession.
Not that there's much left to possess.

Post by Fred X
The first was about the fact that the line splits into two levels
after the junction of the line to the Carrington Chemical Works.
I know that the level of the line was raised in the 1890s in order
to give better clearance over the Ship Canal, but there is an area
to the north of the mainline at the lower level that looks like it
was also used as a trackbed. Is this the remains of the trackbed
abandoned in the 1890s or was it, as some maps seem to suggest, used
by the line to the Coaling Basin? If the latter when was the track
lifted?

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.
When the Mersey was converted to the Ship Canal a new line was built, to
cross the Canal at a higher level. The new line was built slightly to
the west and south of the original line.
The original line was not abandoned however. It was simply split into
two separate branches, one on each side of the Ship Canal. As you
suspect, the original line on the Partington side became the access to
the coaling basin. If I remember in the morning, I will try to dig out
some maps that show just what happened.
The line on the Glazebrook bank was in use within the last decade for
traffic to, or possibly from, the tar works at Cadishead.

Post by Fred X
Also I noticed that a bridge over the mainline that carries a trackway
/road that leads to the chemical works, has at some point been heavily
reinforced and rebuilt with concrete sections. Does anyone one know
when this was done or even why as it seems totally OTT for what is a
very minor road.

This bridge was rebuilt by Trafford Council a few years back. It carries
some fairly heavy road traffic - there is a chemical works just up the
road. The bridge also carries the road over some services - electric
cables and a gas main if I remember rightly. And it keeps the way open
for possible relaying of track down to the Ship Canal, which has been
suggested from time to time by the likes of Peel Holdings (owners of the
Ship Canal).
If you think that bridge is OTT, have a look at the brand new bridge
leading to the new housing estate at the Timperley end of the branch.

Post by Fred X
Finally, when I was looking on the net for some info about the line,
there was a few mentions of the line being re-opened around 2005
with some work vegetation clearance etc actually being carried out.
What happened to this plan and how far did they get, as the section
nearest the Carrington Chemical Works is still heavily overgrown
and looks as if it hasn't been touched in decades!

There was a scheme to build a rail-linked freight distribution park on
land to the south of the chemical works, but it was refused planning
consent (took up too much Green Belt land). At some point, English Welsh
and Scottish Railway also wanted to re-open the branch for the movement
of some unpleasant chemical or other (styrene?) but they failed to win
the contract. This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.
The line north of the chemical works shut in the 60s, I think, when the
coal-fired power station on the banks of the Mersey was closed.
--
Joyce Whitchurch, Stalybridge, UK
=================================

......one thing i forgot to mention. A few weeks ago I looked up a
satelite/arial view of the site of the former Shell chemical plant at
carrington using Google. The most recent photos dates from about five
years ago and shows (see link) what looks to be a 29 tonne VDA/VAA box
van sitting in the styrene (or polypropylene?) loading sidings. This
was presumably used as a barrier vehicle for shunting the tanks
(previously a match wagon was employed) and must have been forgotten
about. I wonder who owns it? Interestingly the twin sidings in the
shell compound are the only tracks remaining after tracklifting in the
mid-nineties. Whatever happened to the shell industrial shunters?

http://maps.google.co.uk/maps?f=q&source=s_q&hl=en&geocode=&q=Carrington,+Manchester&sll=51.484513,2.836122&sspn=6.993912,19.709473&ie=UTF8&hq=&hnear=Carrington,+Manchester,+United+Kingdom&t=h&ll=53.420876,-2.400695&spn=0.000662,0.002301&z=19

Paul

[Fred X]

Post by Paul

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

"Abandoned"? Last time I checked, it was under engineer's possession.
Not that there's much left to possess.

Post by Fred X
The first was about the fact that the line splits into two levels
after the junction of the line to the Carrington Chemical Works.
I know that the level of the line was raised in the 1890s in order
to give better clearance over the Ship Canal, but there is an area
to the north of the mainline at the lower level that looks like it
was also used as a trackbed. Is this the remains of the trackbed
abandoned in the 1890s or was it, as some maps seem to suggest, used
by the line to the Coaling Basin? If the latter when was the track
lifted?

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.
When the Mersey was converted to the Ship Canal a new line was built, to
cross the Canal at a higher level. The new line was built slightly to
the west and south of the original line.
The original line was not abandoned however. It was simply split into
two separate branches, one on each side of the Ship Canal. As you
suspect, the original line on the Partington side became the access to
the coaling basin. If I remember in the morning, I will try to dig out
some maps that show just what happened.
The line on the Glazebrook bank was in use within the last decade for
traffic to, or possibly from, the tar works at Cadishead.

Post by Fred X
Also I noticed that a bridge over the mainline that carries a trackway
/road that leads to the chemical works, has at some point been heavily
reinforced and rebuilt with concrete sections. Does anyone one know
when this was done or even why as it seems totally OTT for what is a
very minor road.

This bridge was rebuilt by Trafford Council a few years back. It carries
some fairly heavy road traffic - there is a chemical works just up the
road. The bridge also carries the road over some services - electric
cables and a gas main if I remember rightly. And it keeps the way open
for possible relaying of track down to the Ship Canal, which has been
suggested from time to time by the likes of Peel Holdings (owners of the
Ship Canal).
If you think that bridge is OTT, have a look at the brand new bridge
leading to the new housing estate at the Timperley end of the branch.

Post by Fred X
Finally, when I was looking on the net for some info about the line,
there was a few mentions of the line being re-opened around 2005
with some work vegetation clearance etc actually being carried out.
What happened to this plan and how far did they get, as the section
nearest the Carrington Chemical Works is still heavily overgrown
and looks as if it hasn't been touched in decades!

There was a scheme to build a rail-linked freight distribution park on
land to the south of the chemical works, but it was refused planning
consent (took up too much Green Belt land). At some point, English Welsh
and Scottish Railway also wanted to re-open the branch for the movement
of some unpleasant chemical or other (styrene?) but they failed to win
the contract. This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.
The line north of the chemical works shut in the 60s, I think, when the
coal-fired power station on the banks of the Mersey was closed.
--
Joyce Whitchurch, Stalybridge, UK
=================================

......one thing i forgot to mention. A few weeks ago I looked up a
satelite/arial view of the site of the former Shell chemical plant at
carrington using Google. The most recent photos dates from about five
years ago and shows (see link) what looks to be a 29 tonne VDA/VAA box
van sitting in the styrene (or polypropylene?) loading sidings. This
was presumably used as a barrier vehicle for shunting the tanks
(previously a match wagon was employed) and must have been forgotten
about. I wonder who owns it? Interestingly the twin sidings in the
shell compound are the only tracks remaining after tracklifting in the
mid-nineties. Whatever happened to the shell industrial shunters?
http://maps.google.co.uk/maps?f=q&source=s_q&hl=en&geocode=&q=Carrington,+Manchester&sll=51.484513,2.836122&sspn=6.993912,19.709473&ie=UTF8&hq=&hnear=Carrington,+Manchester,+United+Kingdom&t=h&ll=53.420876,-2.400695&spn=0.000662,0.002301&z=19

Only after looking at that picture have I realised that I totally
missed the sidings that are still in place! I walked along the heavily
overgrown area to the west thinking that was where the sidings used
to be. There were a number of lights still in situe and even a buffer
stop under some bushes in that area, so I just presumed that was all
was left of the track in that area! Doh!

It's funny you should mention that wagon as when I was looking for
info about the sidings, there was a post about it by Joyce Whitchurch.

Fred X

[Paul]

Post by Fred X

Post by Paul

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

"Abandoned"? Last time I checked, it was under engineer's possession.
Not that there's much left to possess.

Post by Fred X
The first was about the fact that the line splits into two levels
after the junction of the line to the Carrington Chemical Works.
I know that the level of the line was raised in the 1890s in order
to give better clearance over the Ship Canal, but there is an area
to the north of the mainline at the lower level that looks like it
was also used as a trackbed. Is this the remains of the trackbed
abandoned in the 1890s or was it, as some maps seem to suggest, used
by the line to the Coaling Basin? If the latter when was the track
lifted?

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.
When the Mersey was converted to the Ship Canal a new line was built, to
cross the Canal at a higher level. The new line was built slightly to
the west and south of the original line.
The original line was not abandoned however. It was simply split into
two separate branches, one on each side of the Ship Canal. As you
suspect, the original line on the Partington side became the access to
the coaling basin. If I remember in the morning, I will try to dig out
some maps that show just what happened.
The line on the Glazebrook bank was in use within the last decade for
traffic to, or possibly from, the tar works at Cadishead.

Post by Fred X
Also I noticed that a bridge over the mainline that carries a trackway
/road that leads to the chemical works, has at some point been heavily
reinforced and rebuilt with concrete sections. Does anyone one know
when this was done or even why as it seems totally OTT for what is a
very minor road.

This bridge was rebuilt by Trafford Council a few years back. It carries
some fairly heavy road traffic - there is a chemical works just up the
road. The bridge also carries the road over some services - electric
cables and a gas main if I remember rightly. And it keeps the way open
for possible relaying of track down to the Ship Canal, which has been
suggested from time to time by the likes of Peel Holdings (owners of the
Ship Canal).
If you think that bridge is OTT, have a look at the brand new bridge
leading to the new housing estate at the Timperley end of the branch.

Post by Fred X
Finally, when I was looking on the net for some info about the line,
there was a few mentions of the line being re-opened around 2005
with some work vegetation clearance etc actually being carried out.
What happened to this plan and how far did they get, as the section
nearest the Carrington Chemical Works is still heavily overgrown
and looks as if it hasn't been touched in decades!

There was a scheme to build a rail-linked freight distribution park on
land to the south of the chemical works, but it was refused planning
consent (took up too much Green Belt land). At some point, English Welsh
and Scottish Railway also wanted to re-open the branch for the movement
of some unpleasant chemical or other (styrene?) but they failed to win
the contract. This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.
The line north of the chemical works shut in the 60s, I think, when the
coal-fired power station on the banks of the Mersey was closed.
--
Joyce Whitchurch, Stalybridge, UK
=================================

......one thing i forgot to mention. A few weeks ago I looked up a
satelite/arial view of the site of the former Shell chemical plant at
carrington using Google. The most recent photos dates from about five
years ago and shows (see link) what looks to be a 29 tonne VDA/VAA box
van sitting in the styrene (or polypropylene?) loading sidings. This
was presumably used as a barrier vehicle for shunting the tanks
(previously a match wagon was employed) and must have been forgotten
about. I wonder who owns it? Interestingly the twin sidings in the
shell compound are the only tracks remaining after tracklifting in the
mid-nineties. Whatever happened to the shell industrial shunters?
http://maps.google.co.uk/maps?f=q&source=s_q&hl=en&geocode=&q=Carring...

Only after looking at that picture have I realised that I totally
missed the sidings that are still in place! I walked along the heavily
overgrown area to the west thinking that was where the sidings used
to be. There were a number of lights still in situe and even a buffer
stop under some bushes in that area, so I just presumed that was all
was left of the track in that area! Doh!
It's funny you should mention that wagon as when I was looking for
info about the sidings, there was a post about it by Joyce Whitchurch.
Fred X- Hide quoted text -
- Show quoted text -

Yes, it looks like a bit of a jungle from the aerial view. The two
parallel loading sidings on Shell land would be fenced off as they
always were. I was once allowed inside the complex to photograph a
departing train in the early 80s.

[Fred X]

Post by Fred X
Only after looking at that picture have I realised that I totally
missed the sidings that are still in place! I walked along the heavily
overgrown area to the west thinking that was where the sidings used
to be. There were a number of lights still in situe and even a buffer
stop under some bushes in that area, so I just presumed that was all
was left of the track in that area! Doh!
It's funny you should mention that wagon as when I was looking for
info about the sidings, there was a post about it by Joyce Whitchurch.
Fred X- Hide quoted text -
- Show quoted text -
Yes, it looks like a bit of a jungle from the aerial view. The two
parallel loading sidings on Shell land would be fenced off as they
always were. I was once allowed inside the complex to photograph a
departing train in the early 80s.

I actually went back to the site a week ago to see what I had missed first
time around and sadly even the track within the compound has now been
lifted.

Fred X

[Charlie Hulme]

Post by Joyce Whitchurch
This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.

I remember a school trip to the works where we were shown the
processes for making polyethylene and also polystyrene, including
the 'expanded' verson of the latter. Various other chemicals were
produced,

http://en.wikipedia.org/wiki/Carrington_Moss

is a very well-written essay by the way.

The site was recently intended for one of those mythical freight
terminals, hence the current 'mothballed' status and the bridge
over the line to the housing estate.

It was the scene of an infamous incident a few years ago when
thieves stole some of the track, and the locals assumed they were
an official track-lifting team.

Charlie

[Paul]

Post by Charlie Hulme

Post by Joyce Whitchurch
This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.

I remember a school trip to the works where we were shown the
processes for making polyethylene and also polystyrene, including
the 'expanded' verson of the latter. Various other chemicals were
produced,
http://en.wikipedia.org/wiki/Carrington_Moss
is a very well-written essay by the way.
The site was recently intended for one of those mythical freight
terminals, hence the current 'mothballed' status and the bridge
over the line to the housing estate.
It was the scene of an infamous incident a few years ago when
thieves stole some of the track, and the locals assumed they were
  an official track-lifting team.
Charlie

I shouldn't say this but i will. Given the location, i would have
thought it would be the locals lifting the track! They didn't steal
the wagon though? Incidentally my father as a young apprentice joiner
worker on the construction of part of the Carrington complex then
being built by architect's engineers Kellogg when he was caught up in
a huge explosion when a large gas tank of some kind exploded.

Paul

[matt]

I forgot to remember this on the north bank of the canal, which I
assume is a relic of the sidings to the north on the old formation.

http://goo.gl/maps/XGRq

One day I must stop and read the plaque.

(Ed: considers, but rejects tenuous dentistry joke)

[Joyce Whitchurch]

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

Some dates, from various sources:

1873 Opening of the Liverpool to Manchester Railway Line via Warrington
Central. Owned and managed by the Cheshire Lines Committee. Around the
same time the CLC also opened a line from Skelton Junction to Glazebrook
Junction, with stations at West Timperley, Partington and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.

1885 or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to Carrington
chemical works and power station.

1893 Construction of the Manchester Ship Canal meant that a new high
level route had to be built, immediately to the south of the existing
route. A new station on the high level route replaced the original. The
low level route was severed by the Canal but remained in use for freight
traffic on both sides. Parts of it were transferred to the Manchester
Ship Canal Company. The low level line from Partington Junction served
Partington Coaling Basin (and was active at least as late as 1955,
probably later).

1929 Partington Gas Works opened by Manchester Corporation with sidings
from Partington Junction.

1938 Tramway across Carrington Moss lifted.

1947 Construction of Carrington Chemical Works begun, with sidings from
Partington Junction, laid out on the course of the old tramway.

1955 Chemical works sold to Shell Chemicals; pipelines laid to Stanlow
on the Wirral.

1956 Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through the
chemical works, and a level crossing over Manchester Road in Carrington.
Date of closure not known for certain (did the power station close in 1992?)

1964 Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and Cadishead
closed. Line continued in operation for freight traffic. Not sure when
the "low level" line east of the Canal was closed.

1977 New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.

1982 "High level" line between Glazebrook and Partington closed to all
traffic (mainly because of the condition of Cadishead Viaduct over the
Canal). Line east of Partington Junction continues in use for chemicals
traffic (and is presumably singled around this time).

1992 Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge compound
remained in situ, and still does for all I know. Along with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.

Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.

[Paul]

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

1873    Opening of the Liverpool to Manchester Railway Line via Warrington
Central. Owned and managed by the Cheshire Lines Committee. Around the
same time the CLC also opened a line from Skelton Junction to Glazebrook
Junction, with stations at West Timperley, Partington and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.
1885    or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to Carrington
chemical works and power station.
1893    Construction of the Manchester Ship Canal meant that a new high
level route had to be built, immediately to the south of the existing
route. A new station on the high level route replaced the original. The
low level route was severed by the Canal but remained in use for freight
traffic on both sides. Parts of it were transferred to the Manchester
Ship Canal Company. The low level line from Partington Junction served
Partington Coaling Basin (and was active at least as late as 1955,
probably later).
1929    Partington Gas Works opened by Manchester Corporation with sidings
from Partington Junction.
1938    Tramway across Carrington Moss lifted.
1947    Construction of Carrington Chemical Works begun, with sidings from
Partington Junction, laid out on the course of the old tramway.
1955    Chemical works sold to Shell Chemicals; pipelines laid to Stanlow
on the Wirral.
1956    Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through the
chemical works, and a level crossing over Manchester Road in Carrington.
Date of closure not known for certain (did the power station close in 1992?)
1964    Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and Cadishead
closed. Line continued in operation for freight traffic. Not sure when
the "low level" line east of the Canal was closed.
1977    New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.
1982    "High level" line between Glazebrook and Partington closed to all
traffic (mainly because of the condition of Cadishead Viaduct over the
Canal). Line east of Partington Junction continues in use for chemicals
traffic (and is presumably singled around this time).
1992    Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge compound
remained in situ, and still does for all I know. Along with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.
My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.

The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting of
the line from Skelton Junction to Warrington which was done very soon
after closure in 1985.

I think the last trains on the Partington - Skelton Junction branch
ran in 1993. Pairs of class 20s were used in the later years on the
Baglan Bay traffic.

West Timperley station was i think i am cirrect in saying actually
located in Broadheath (just!) but presumably was so named as
Broadheath already had a station by that name nearer the centre. My
understanding is that the West Timperley/Broadheath boundary is the
brook that runs under the Chester Road between the Shell petrol
station and the Renault dealership.

Cinderland Junction did indeed serve access to the chemical compounds
to the north and south of the line at Carrington. I have a photo of it
but its a thousand miles away in my mothers loft!

Paul

[Simon Barber]

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

1873 Opening of the Liverpool to Manchester Railway Line via Warrington
Central. Owned and managed by the Cheshire Lines Committee. Around the
same time the CLC also opened a line from Skelton Junction to Glazebrook
Junction, with stations at West Timperley, Partington and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.
1885 or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to Carrington
chemical works and power station.
1893 Construction of the Manchester Ship Canal meant that a new high
level route had to be built, immediately to the south of the existing
route. A new station on the high level route replaced the original. The
low level route was severed by the Canal but remained in use for freight
traffic on both sides. Parts of it were transferred to the Manchester
Ship Canal Company. The low level line from Partington Junction served
Partington Coaling Basin (and was active at least as late as 1955,
probably later).
1929 Partington Gas Works opened by Manchester Corporation with sidings
from Partington Junction.
1938 Tramway across Carrington Moss lifted.
1947 Construction of Carrington Chemical Works begun, with sidings from
Partington Junction, laid out on the course of the old tramway.
1955 Chemical works sold to Shell Chemicals; pipelines laid to Stanlow
on the Wirral.
1956 Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through the
chemical works, and a level crossing over Manchester Road in Carrington.
Date of closure not known for certain (did the power station close in 1992?)
1964 Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and Cadishead
closed. Line continued in operation for freight traffic. Not sure when
the "low level" line east of the Canal was closed.
1977 New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.
1982 "High level" line between Glazebrook and Partington closed to all
traffic (mainly because of the condition of Cadishead Viaduct over the
Canal). Line east of Partington Junction continues in use for chemicals
traffic (and is presumably singled around this time).
1992 Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge compound
remained in situ, and still does for all I know. Along with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.
My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting of
the line from Skelton Junction to Warrington which was done very soon
after closure in 1985.
I think the last trains on the Partington - Skelton Junction branch
ran in 1993. Pairs of class 20s were used in the later years on the
Baglan Bay traffic.
West Timperley station was i think i am cirrect in saying actually
located in Broadheath (just!) but presumably was so named as
Broadheath already had a station by that name nearer the centre. My
understanding is that the West Timperley/Broadheath boundary is the
brook that runs under the Chester Road between the Shell petrol
station and the Renault dealership.
Cinderland Junction did indeed serve access to the chemical compounds
to the north and south of the line at Carrington. I have a photo of it
but its a thousand miles away in my mothers loft!
Paul

West Timperley station was in Broadheath as you say - that brook
(Sinderland Brook, with a S!) is the boundary. The station was on the
embankment immediately west of where the railway crosses the A56 Chester
Road. The railway bridge survives there and if you look on the west
side of the road, behind the short terrace of railway cottages which
survive there, you can see the pedestrian ramp up to the westbound
(down) platform. (I can't remember whether the ramp to the other
platform remains too). It must have been a wind-swept affair; the
platforms were high up on the embankment and I doubt there was much in
the way of buildings up there.

The other railway bridge over the A56, which carried the
Skelton-Warrington line, was only a few hundred yards to the south, by
the Railway pub in Broadheath, but was it was demolished to make room
for the big traffic-light controlled road junction there.

I was surprised at the great speed with which the Skelton-Warrington
line was lifted when the other lines we're discussing here have often
lain in situ for years after. Moreover the trackbed of that line was
very quickly obstructed by developments. It seemed to me as if someone
in the hierarchy was determined that that line could never be reopened.
Why, I've no idea. Traffic on the line faded with the closure of
Woodhead, but it was a well-aligned route and could be a useful
Crewe-Stockport diversion route now, as well as an east-west route
bypassing Manchester.

[Paul]

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

1873    Opening of the Liverpool to Manchester Railway Line via Warrington
Central. Owned and managed by the Cheshire Lines Committee. Around the
same time the CLC also opened a line from Skelton Junction to Glazebrook
Junction, with stations at West Timperley, Partington and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.
1885    or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to Carrington
chemical works and power station.
1893    Construction of the Manchester Ship Canal meant that a new high
level route had to be built, immediately to the south of the existing
route. A new station on the high level route replaced the original. The
low level route was severed by the Canal but remained in use for freight
traffic on both sides. Parts of it were transferred to the Manchester
Ship Canal Company. The low level line from Partington Junction served
Partington Coaling Basin (and was active at least as late as 1955,
probably later).
1929    Partington Gas Works opened by Manchester Corporation with sidings
from Partington Junction.
1938    Tramway across Carrington Moss lifted.
1947    Construction of Carrington Chemical Works begun, with sidings from
Partington Junction, laid out on the course of the old tramway.
1955    Chemical works sold to Shell Chemicals; pipelines laid to Stanlow
on the Wirral.
1956    Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through the
chemical works, and a level crossing over Manchester Road in Carrington.
Date of closure not known for certain (did the power station close in 1992?)
1964    Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and Cadishead
closed. Line continued in operation for freight traffic. Not sure when
the "low level" line east of the Canal was closed.
1977    New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.
1982    "High level" line between Glazebrook and Partington closed to all
traffic (mainly because of the condition of Cadishead Viaduct over the
Canal). Line east of Partington Junction continues in use for chemicals
traffic (and is presumably singled around this time).
1992    Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge compound
remained in situ, and still does for all I know. Along with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.
My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting of
the line from Skelton Junction to Warrington which was done very soon
after closure in 1985.
I think the last trains on the Partington - Skelton Junction branch
ran in 1993. Pairs of class 20s were used in the later years on the
Baglan Bay traffic.
West Timperley station was i think i am cirrect in saying actually
located in Broadheath (just!) but presumably was so named as
Broadheath already had a station by that name nearer the centre. My
understanding is that the West Timperley/Broadheath boundary is the
brook that runs under the Chester Road between the Shell petrol
station and the Renault dealership.
Cinderland Junction did indeed serve access to the chemical compounds
to the north and south of the line at Carrington. I have a photo of it
but its a thousand miles away in my mothers loft!
Paul

West Timperley station was in Broadheath as you say - that brook
(Sinderland Brook, with a S!) is the boundary.  The station was on the
embankment immediately west of where the railway crosses the A56 Chester
Road.  The railway bridge survives there and if you look on the west
side of the road, behind the short terrace of railway cottages which
survive there, you can see the pedestrian ramp up to the westbound
(down) platform.  (I can't remember whether the ramp to the other
platform remains too).  It must have been a wind-swept affair; the
platforms were high up on the embankment and I doubt there was much in
the way of buildings up there.
The other railway bridge over the A56, which carried the
Skelton-Warrington line, was only a few hundred yards to the south, by
the Railway pub in Broadheath, but was it was demolished to make room
for the big traffic-light controlled road junction there.
I was surprised at the great speed with which the Skelton-Warrington
line was lifted when the other lines we're discussing here have often
lain in situ for years after.  Moreover the trackbed of that line was
very quickly obstructed by developments.  It seemed to me as if someone
in the hierarchy was determined that that line could never be reopened.
  Why, I've no idea.  Traffic on the line faded with the closure of
Woodhead, but it was a well-aligned route and could be a useful
Crewe-Stockport diversion route now, as well as an east-west route
bypassing Manchester.- Hide quoted text -
- Show quoted text -

I share your views with regard the apparent undue haste with which the
Skelton Junction to Warrington line was lifted, its structures
demolished and alignment used for development. What the BRB must have
gained from the sale of parts of the trackbed versus the loss in
future opportunity value has always mystified me. It is indeed a great
loss.

Just before the railway over bridge near The Railway public house was
demolished i noticed for the first time a railway boundary marker post
on the pavement on the east side of the bridge annoucing the boundary
of i think the LNWR and another company. I wanted to dig it up for
keeps sake but it was gone by the time i went back to get it. I don't
remember the station though.

My infant and junior school backed onto Skelton Junction so i saw a
lot of workings on all three of the lines radiating from the junction
including the occasional steam working which would have us all very
excited in class. It was a busy location in the 70s with lots of trip
workings making use of the loop to run around. The signalmen certainly
earned their keep in that box. I've often wondered whether Class 50s
would have operated some workings through the junction. My elder
brother's 1974 Ian Allan abc spotters book certainly had some 50's
numbers underlined but i always suspected he was cheating!

Paul

[WZR]

Post by Paul
On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

1873    Opening of the Liverpool to Manchester Railway Line via Warrington
Central. Owned and managed by the Cheshire Lines Committee. Around the
same time the CLC also opened a line from Skelton Junction to Glazebrook
Junction, with stations at West Timperley, Partington and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.
1885    or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to Carrington
chemical works and power station.
1893    Construction of the Manchester Ship Canal meant that a new high
level route had to be built, immediately to the south of the existing
route. A new station on the high level route replaced the original. The
low level route was severed by the Canal but remained in use for freight
traffic on both sides. Parts of it were transferred to the Manchester
Ship Canal Company. The low level line from Partington Junction served
Partington Coaling Basin (and was active at least as late as 1955,
probably later).
1929    Partington Gas Works opened by Manchester Corporation with sidings
from Partington Junction.
1938    Tramway across Carrington Moss lifted.
1947    Construction of Carrington Chemical Works begun, with sidings from
Partington Junction, laid out on the course of the old tramway.
1955    Chemical works sold to Shell Chemicals; pipelines laid to Stanlow
on the Wirral.
1956    Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through the
chemical works, and a level crossing over Manchester Road in Carrington.
Date of closure not known for certain (did the power station close in 1992?)
1964    Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and Cadishead
closed. Line continued in operation for freight traffic. Not sure when
the "low level" line east of the Canal was closed.
1977    New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.
1982    "High level" line between Glazebrook and Partington closed to all
traffic (mainly because of the condition of Cadishead Viaduct over the
Canal). Line east of Partington Junction continues in use for chemicals
traffic (and is presumably singled around this time).
1992    Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge compound
remained in situ, and still does for all I know. Along with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.
My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting of
the line from Skelton Junction to Warrington which was done very soon
after closure in 1985.

Skelton - Partington was singled in 1984. When the route through to
Glazebrook closed, Partington Junction box remained open to work the
connections there, and the double line back to Skelton also remained. The
catalyst for the singling was the destruction, by fire, of Partington
Junction box, though of course it may have happened eventually anyway.

All signals there were taken out of use and points converted to handpoints,
with the line being worked as OTW with Staff (IIRC).

Now you have a double line of PWay which needs maintaining, but which only
functions as a single line for traffic purposes, so it wouldn't take long
for someone to think about singling it 'properly'.

The Lymm line was definitely still open when this work was caried out, as a
set of traps was provided in the Partington line, 'double ended' off the
trailing points in the junction. This caused some fun when one of the
signalmen was unable to throw the points owing to the greatly increased
effort required (partly caused by the appalling way the points were
constructed, out of mismatched second hand bits recovered from the Ashburys
resignalling).

[Paul]

Post by Paul
On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

1873    Opening of the Liverpool to Manchester Railway Line via Warrington
Central. Owned and managed by the Cheshire Lines Committee. Around the
same time the CLC also opened a line from Skelton Junction to Glazebrook
Junction, with stations at West Timperley, Partington and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.
1885    or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to Carrington
chemical works and power station.
1893    Construction of the Manchester Ship Canal meant that a new high
level route had to be built, immediately to the south of the existing
route. A new station on the high level route replaced the original. The
low level route was severed by the Canal but remained in use for freight
traffic on both sides. Parts of it were transferred to the Manchester
Ship Canal Company. The low level line from Partington Junction served
Partington Coaling Basin (and was active at least as late as 1955,
probably later).
1929    Partington Gas Works opened by Manchester Corporation with sidings
from Partington Junction.
1938    Tramway across Carrington Moss lifted.
1947    Construction of Carrington Chemical Works begun, with sidings from
Partington Junction, laid out on the course of the old tramway.
1955    Chemical works sold to Shell Chemicals; pipelines laid to Stanlow
on the Wirral.
1956    Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through the
chemical works, and a level crossing over Manchester Road in Carrington.
Date of closure not known for certain (did the power station close in 1992?)
1964    Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and Cadishead
closed. Line continued in operation for freight traffic. Not sure when
the "low level" line east of the Canal was closed.
1977    New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.
1982    "High level" line between Glazebrook and Partington closed to all
traffic (mainly because of the condition of Cadishead Viaduct over the
Canal). Line east of Partington Junction continues in use for chemicals
traffic (and is presumably singled around this time).
1992    Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge compound
remained in situ, and still does for all I know. Along with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.
My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting of
the line from Skelton Junction to Warrington which was done very soon
after closure in 1985.

Skelton - Partington was singled in 1984.  When the route through to
Glazebrook closed, Partington Junction box remained open to work the
connections there, and the double line back to Skelton also remained.  The
catalyst for the singling was the destruction, by fire, of Partington
Junction box, though of course it may have happened eventually anyway.  
All signals there were taken out of use and points converted to handpoints,
with the line being worked as OTW with Staff (IIRC).  
Now you have a double line of PWay which needs maintaining, but which only
functions as a single line for traffic purposes, so it wouldn't take long
for someone to think about singling it 'properly'.
The Lymm line was definitely still open when this work was caried out, as a
set of traps was provided in the Partington line, 'double ended' off the
trailing points in the junction.  This caused some fun when one of the
signalmen was unable to throw the points owing to the greatly increased
effort required (partly caused by the appalling way the points were
constructed, out of mismatched second hand bits recovered from the Ashburys
resignalling).
--
WZR- Hide quoted text -
- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and the
trailing points on the right hand side remained in place, the other
points for the left hand line (down line?) and the diamond crossing at
Skelton Junction were lifted. It must be more poor memory playing
tricks with me but i was sure the box at Carrington was called
Cinderland box? Now i think about it i can see the photo i took of it
in my mind's eye and you are right it was indeed Partington. However
i'm sure there was a Cinderland box somewhere - perhaps it was one of
the boxes along the Warrington line? I think it may have been the box
on a level crossing near the Dunham end of Atlantic St? I visited
Partington box shortly after it had been destroyed by fire and
recovered the workings log book. I had presumed that the trap points
installed around that time were mean to protect traffic on the
'branch' or Chester line? Its a shame that a once busy junction with a
good quantity and variety of traffic (if not motive power!) went down
hill over such a short period of time. Paul

[Bevan Price]

Post by Paul

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting of
the line from Skelton Junction to Warrington which was done very soon
after closure in 1985.

- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and the
trailing points on the right hand side remained in place, the other
points for the left hand line (down line?) and the diamond crossing at
Skelton Junction were lifted. It must be more poor memory playing
tricks with me but i was sure the box at Carrington was called
Cinderland box? Now i think about it i can see the photo i took of it
in my mind's eye and you are right it was indeed Partington. However
i'm sure there was a Cinderland box somewhere - perhaps it was one of
the boxes along the Warrington line? I think it may have been the box
on a level crossing near the Dunham end of Atlantic St? I visited
Partington box shortly after it had been destroyed by fire and
recovered the workings log book. I had presumed that the trap points
installed around that time were mean to protect traffic on the
'branch' or Chester line? Its a shame that a once busy junction with a
good quantity and variety of traffic (if not motive power!) went down
hill over such a short period of time. Paul

The LMSR 1937 Sectional Appendix shows a Cinderland Crossing Signal Box
on the LNWR line between Broadheath & Dunham Massey. By the 1960
Sectional Appendix (and later issues), it was described at Sinderland
LC. What name was on the box may need someone to locate some photos...

Bevan

[Brian Robertson]

Post by Bevan Price

Post by Paul

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton
Junction to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to
check all this!), and it crossed the River Mersey at a
relatively low level.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal
running to the Co-operative Wholesale Society's various works in
Irlam. --
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting
of the line from Skelton Junction to Warrington which was done
very soon after closure in 1985.

- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and
the trailing points on the right hand side remained in place, the
other points for the left hand line (down line?) and the diamond
crossing at Skelton Junction were lifted. It must be more poor
memory playing tricks with me but i was sure the box at Carrington
was called Cinderland box? Now i think about it i can see the photo
i took of it in my mind's eye and you are right it was indeed
Partington. However i'm sure there was a Cinderland box somewhere -
perhaps it was one of the boxes along the Warrington line? I think
it may have been the box on a level crossing near the Dunham end of
Atlantic St? I visited Partington box shortly after it had been
destroyed by fire and recovered the workings log book. I had
presumed that the trap points installed around that time were mean
to protect traffic on the 'branch' or Chester line? Its a shame that
a once busy junction with a good quantity and variety of traffic (if
not motive power!) went down hill over such a short period of time.
Paul

The LMSR 1937 Sectional Appendix shows a Cinderland Crossing Signal
Box on the LNWR line between Broadheath & Dunham Massey. By the 1960
Sectional Appendix (and later issues), it was described at Sinderland
LC. What name was on the box may need someone to locate some photos...
Bevan

That's interesting to know. Certainly OS maps from the 1940s show the local
place names spelt with an S.

[Paul]

Post by Brian Robertson

Post by Bevan Price

Post by Paul

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton
Junction to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to
check all this!), and it crossed the River Mersey at a
relatively low level.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal
running to the Co-operative Wholesale Society's various works in
Irlam. --
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting
of the line from Skelton Junction to Warrington which was done
very soon after closure in 1985.

- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and
the trailing points on the right hand side remained in place, the
other points for the left hand line (down line?) and the diamond
crossing at Skelton Junction were lifted. It must be more poor
memory playing tricks with me but i was sure the box at Carrington
was called Cinderland box? Now i think about it i can see the photo
i took of it in my mind's eye and you are right it was indeed
Partington. However i'm sure there was a Cinderland box somewhere -
perhaps it was one of the boxes along the Warrington line? I think
it may have been the box on a level crossing near the Dunham end of
Atlantic St? I visited Partington box shortly after it had been
destroyed by fire and recovered the workings log book. I had
presumed that the trap points installed around that time were mean
to protect traffic on the 'branch' or Chester line? Its a shame that
a once busy junction with a good quantity and variety of traffic (if
not motive power!) went down hill over such a short period of time.
Paul

The LMSR 1937 Sectional Appendix shows a Cinderland Crossing Signal
Box on the LNWR line between Broadheath & Dunham Massey. By the 1960
Sectional Appendix (and later issues), it was described at Sinderland
LC. What name was on the box may need someone to locate some photos...
Bevan

That's interesting to know. Certainly OS maps from the 1940s show the local
place names spelt with an S.
--
Visit my website: British Railways in 1960http://www.britishrailways1960.co.uk- Hide quoted text -
- Show quoted text -

I found a photo of Cinderland Box via Google images. See link below
showing the name board using the spelling with a 'C'.

Loading Image...&imgrefurl=http://flickr.com/photos/9465987%40N02/859560554&usg=__JLv6EknrTmR0OWP1goHtA6SVp9E=&h=375&w=500&sz=167&hl=en&start=2&zoom=0&itbs=1&tbnid=cATcZMmVMfxVGM:&tbnh=98&tbnw=130&prev=/images%3Fq%3Dcinderland%2Bsignal%2Bbox%26hl%3Den%26sa%3DG%26gbv%3D2%26tbs%3Disch:1

[Fred X]

Post by Paul

Post by Brian Robertson

Post by Bevan Price

Post by Paul

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton
Junction to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to
check all this!), and it crossed the River Mersey at a
relatively low level.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal
running to the Co-operative Wholesale Society's various works in
Irlam. --
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting
of the line from Skelton Junction to Warrington which was done
very soon after closure in 1985.

- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and
the trailing points on the right hand side remained in place, the
other points for the left hand line (down line?) and the diamond
crossing at Skelton Junction were lifted. It must be more poor
memory playing tricks with me but i was sure the box at Carrington
was called Cinderland box? Now i think about it i can see the photo
i took of it in my mind's eye and you are right it was indeed
Partington. However i'm sure there was a Cinderland box somewhere -
perhaps it was one of the boxes along the Warrington line? I think
it may have been the box on a level crossing near the Dunham end of
Atlantic St? I visited Partington box shortly after it had been
destroyed by fire and recovered the workings log book. I had
presumed that the trap points installed around that time were mean
to protect traffic on the 'branch' or Chester line? Its a shame that
a once busy junction with a good quantity and variety of traffic (if
not motive power!) went down hill over such a short period of time.
Paul

The LMSR 1937 Sectional Appendix shows a Cinderland Crossing Signal
Box on the LNWR line between Broadheath & Dunham Massey. By the 1960
Sectional Appendix (and later issues), it was described at Sinderland
LC. What name was on the box may need someone to locate some photos...
Bevan

That's interesting to know. Certainly OS maps from the 1940s show the local
place names spelt with an S.
--
Visit my website: British Railways in
1960http://www.britishrailways1960.co.uk- Hide quoted text -
- Show quoted text -

I found a photo of Cinderland Box via Google images. See link below
showing the name board using the spelling with a 'C'.
http://www.google.co.uk/imgres?imgurl=http://farm2.static.flickr.com/1366/859560554_7dafee8e36.jpg&imgrefurl=http://flickr.com/photos/9465987%40N02/859560554&usg=__JLv6EknrTmR0OWP1goHtA6SVp9E=&h=375&w=500&sz=167&hl=en&start=2&zoom=0&itbs=1&tbnid=cATcZMmVMfxVGM:&tbnh=98&tbnw=130&prev=/images%3Fq%3Dcinderland%2Bsignal%2Bbox%26hl%3Den%26sa%3DG%26gbv%3D2%26tbs%3Disch:1

Thanks for digging up that picture. I was trying to find out more about
the location of the crossing and I came across this track diagram.
Apparently the sidings to Sinderland camp were for the WW1 P.O.W. camp
that used to be there!

http://lymm.com/media-gallery/sinderland-crossing-1611/view.aspx

Fred X

[Paul]

Post by Fred X

Post by Paul

Post by Bevan Price

Post by Paul

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton
Junction to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to
check all this!), and it crossed the River Mersey at a
relatively low level.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal
running to the Co-operative Wholesale Society's various works in
Irlam. --
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting
of the line from Skelton Junction to Warrington which was done
very soon after closure in 1985.

- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and
the trailing points on the right hand side remained in place, the
other points for the left hand line (down line?) and the diamond
crossing at Skelton Junction were lifted. It must be more poor
memory playing tricks with me but i was sure the box at Carrington
was called Cinderland box? Now i think about it i can see the photo
i took of it in my mind's eye and you are right it was indeed
Partington. However i'm sure there was a Cinderland box somewhere -
perhaps it was one of the boxes along the Warrington line? I think
it may have been the box on a level crossing near the Dunham end of
Atlantic St? I visited Partington box shortly after it had been
destroyed by fire and recovered the workings log book. I had
presumed that the trap points installed around that time were mean
to protect traffic on the 'branch' or Chester line? Its a shame that
a once busy junction with a good quantity and variety of traffic (if
not motive power!) went down hill over such a short period of time.
Paul

The LMSR 1937 Sectional Appendix shows a Cinderland Crossing Signal
Box on the LNWR line between Broadheath & Dunham Massey. By the 1960
Sectional Appendix (and later issues), it was described at Sinderland
LC. What name was on the box may need someone to locate some photos...
Bevan

That's interesting to know. Certainly OS maps from the 1940s show the  
local
place names spelt with an S.
--
Visit my website: British Railways in  
1960http://www.britishrailways1960.co.uk-Hide quoted text -
- Show quoted text -

I found a photo of Cinderland Box via Google images. See link below
showing the name board using the spelling with a 'C'.
http://www.google.co.uk/imgres?imgurl=http://farm2.static.flickr.com/...

Thanks for digging up that picture. I was trying to find out more about
the location of the crossing and I came across this track diagram.
Apparently the sidings to Sinderland camp were for the WW1 P.O.W. camp
that used to be there!
http://lymm.com/media-gallery/sinderland-crossing-1611/view.aspx
Fred X- Hide quoted text -
- Show quoted text -

I recall the P.O.W. camp still being their in the mid seventies and
also the existence of various large concrete buffer stops located
strangely on waste land and farm land near to what became a small
industrial estate at the end of Barlow Road on the Sinderland council
estate. On another matter all together you may be interested to know
about a serious derailment that occured a little further along the
line in 1964 for which i've supplied a link to the discussion from
last year.

http://groups.google.com/group/uk.railway/browse_thread/thread/cbabf3d76d219705/c24c68347dd1a863?lnk=gst&q=dunham+massey#c24c68347dd1a863

Paul

[Fred X]

Post by Fred X

Post by Paul

Post by Brian Robertson

Post by Bevan Price

Post by Paul

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton
Junction to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to
check all this!), and it crossed the River Mersey at a
relatively low level.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal
running to the Co-operative Wholesale Society's various works in
Irlam. --
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting
of the line from Skelton Junction to Warrington which was done
very soon after closure in 1985.

- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and
the trailing points on the right hand side remained in place, the
other points for the left hand line (down line?) and the diamond
crossing at Skelton Junction were lifted. It must be more poor
memory playing tricks with me but i was sure the box at Carrington
was called Cinderland box? Now i think about it i can see the photo
i took of it in my mind's eye and you are right it was indeed
Partington. However i'm sure there was a Cinderland box somewhere -
perhaps it was one of the boxes along the Warrington line? I think
it may have been the box on a level crossing near the Dunham end of
Atlantic St? I visited Partington box shortly after it had been
destroyed by fire and recovered the workings log book. I had
presumed that the trap points installed around that time were mean
to protect traffic on the 'branch' or Chester line? Its a shame that
a once busy junction with a good quantity and variety of traffic (if
not motive power!) went down hill over such a short period of time.
Paul

The LMSR 1937 Sectional Appendix shows a Cinderland Crossing Signal
Box on the LNWR line between Broadheath & Dunham Massey. By the 1960
Sectional Appendix (and later issues), it was described at Sinderland
LC. What name was on the box may need someone to locate some photos...
Bevan

That's interesting to know. Certainly OS maps from the 1940s show the local
place names spelt with an S.
--
Visit my website: British Railways in
1960http://www.britishrailways1960.co.uk-Hide quoted text -
- Show quoted text -

I found a photo of Cinderland Box via Google images. See link below
showing the name board using the spelling with a 'C'.
http://www.google.co.uk/imgres?imgurl=http://farm2.static.flickr.com/...

Thanks for digging up that picture. I was trying to find out more about
the location of the crossing and I came across this track diagram.
Apparently the sidings to Sinderland camp were for the WW1 P.O.W. camp
that used to be there!
http://lymm.com/media-gallery/sinderland-crossing-1611/view.aspx
Fred X- Hide quoted text -
- Show quoted text -
I recall the P.O.W. camp still being their in the mid seventies and
also the existence of various large concrete buffer stops located
strangely on waste land and farm land near to what became a small
industrial estate at the end of Barlow Road on the Sinderland council
estate. On another matter all together you may be interested to know
about a serious derailment that occured a little further along the
line in 1964 for which i've supplied a link to the discussion from
last year.
http://groups.google.com/group/uk.railway/browse_thread/thread/cbabf3d76d219705/c24c68347dd1a863?lnk=gst&q=dunham+massey#c24c68347dd1a863
Paul

There doesn't seem to be much information about the camp on the
internet, although it is mentioned on this page about the nearby Dunham
Massey camp. It's funny what can exist in your local area without you
being aware of it!

http://www.communigate.co.uk/chesh/altrincham/page6.phtml

Fred X

[Paul]

Post by Bevan Price

Post by Paul

Post by Simon Barber

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.

My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting of
the line from Skelton Junction to Warrington which was done very soon
after closure in 1985.

- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and the
trailing points on the right hand side remained in place, the other
points for the left hand line (down line?) and the diamond crossing at
Skelton Junction were lifted. It must be more poor memory playing
tricks with me but i was sure the box at Carrington was called
Cinderland box? Now i think about it i can see the photo i took of it
in my mind's eye and you are right it was indeed Partington. However
i'm sure there was a Cinderland box somewhere - perhaps it was one of
the boxes along the Warrington line? I think it may have been the box
on a level crossing near the Dunham end of Atlantic St? I visited
Partington box shortly after it had been destroyed by fire and
recovered the workings log book. I had presumed that the trap points
installed around that time were mean to protect traffic on the
'branch' or Chester line? Its a shame that a once busy junction with a
good quantity and variety of traffic (if not motive power!) went down
hill over such a short period of time. Paul

The LMSR 1937 Sectional Appendix shows a Cinderland Crossing Signal Box
on the LNWR line between Broadheath & Dunham Massey. By the 1960
Sectional Appendix (and later issues), it was described at Sinderland
LC. What name was on the box may need someone to locate some photos...
Bevan- Hide quoted text -
- Show quoted text -

It was definitely Cinderland with a 'C'. Coming from Altrincham i was
accustomed to variations in the spelling with Altringham being
frequently until the 1970s. In 1984 when Sainsbury's opened their new
store in the town they misspelt the name!

[Brian Robertson]

Post by Paul

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton
Junction to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to
check all this!), and it crossed the River Mersey at a relatively
low level.

1873 Opening of the Liverpool to Manchester Railway Line via
Warrington Central. Owned and managed by the Cheshire Lines
Committee. Around the
same time the CLC also opened a line from Skelton Junction to
Glazebrook Junction, with stations at West Timperley, Partington
and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.
1885 or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to
Carrington chemical works and power station.
1893 Construction of the Manchester Ship Canal meant that a new
high
level route had to be built, immediately to the south of the
existing route. A new station on the high level route replaced the
original. The
low level route was severed by the Canal but remained in use for
freight traffic on both sides. Parts of it were transferred to the
Manchester
Ship Canal Company. The low level line from Partington Junction
served Partington Coaling Basin (and was active at least as late
as 1955,
probably later).
1929 Partington Gas Works opened by Manchester Corporation with
sidings from Partington Junction.
1938 Tramway across Carrington Moss lifted.
1947 Construction of Carrington Chemical Works begun, with sidings
from Partington Junction, laid out on the course of the old
tramway.
1955 Chemical works sold to Shell Chemicals; pipelines laid to
Stanlow
on the Wirral.
1956 Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through
the chemical works, and a level crossing over Manchester Road in
Carrington. Date of closure not known for certain (did the power
station close in 1992?)
1964 Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and
Cadishead closed. Line continued in operation for freight traffic.
Not sure when
the "low level" line east of the Canal was closed.
1977 New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.
1982 "High level" line between Glazebrook and Partington closed to
all traffic (mainly because of the condition of Cadishead Viaduct
over the Canal). Line east of Partington Junction continues in use
for chemicals traffic (and is presumably singled around this time).
1992 Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of
feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge
compound remained in situ, and still does for all I know. Along
with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.
My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting
of the line from Skelton Junction to Warrington which was done very
soon after closure in 1985.

Skelton - Partington was singled in 1984. When the route through to
Glazebrook closed, Partington Junction box remained open to work the
connections there, and the double line back to Skelton also
remained. The catalyst for the singling was the destruction, by
fire, of Partington Junction box, though of course it may have
happened eventually anyway.
All signals there were taken out of use and points converted to
handpoints, with the line being worked as OTW with Staff (IIRC).
Now you have a double line of PWay which needs maintaining, but
which only functions as a single line for traffic purposes, so it
wouldn't take long for someone to think about singling it 'properly'.
The Lymm line was definitely still open when this work was caried
out, as a set of traps was provided in the Partington line, 'double
ended' off the trailing points in the junction. This caused some fun
when one of the signalmen was unable to throw the points owing to
the greatly increased effort required (partly caused by the
appalling way the points were constructed, out of mismatched second
hand bits recovered from the Ashburys resignalling).
--
WZR- Hide quoted text -
- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and the
trailing points on the right hand side remained in place, the other
points for the left hand line (down line?) and the diamond crossing at
Skelton Junction were lifted. It must be more poor memory playing
tricks with me but i was sure the box at Carrington was called
Cinderland box? Now i think about it i can see the photo i took of it
in my mind's eye and you are right it was indeed Partington. However
i'm sure there was a Cinderland box somewhere - perhaps it was one of
the boxes along the Warrington line? I think it may have been the box
on a level crossing near the Dunham end of Atlantic St? I visited
Partington box shortly after it had been destroyed by fire and
recovered the workings log book. I had presumed that the trap points
installed around that time were mean to protect traffic on the
'branch' or Chester line? Its a shame that a once busy junction with a
good quantity and variety of traffic (if not motive power!) went down
hill over such a short period of time. Paul

The link that I have already given answers most of your queries:
http://www.britishrailways1960.co.uk/MIDTMCEN19.html

This link answers the rest:
http://www.britishrailways1960.co.uk/WLNKJLLS31.html

The signal boxes on the Partington line in 1960 were Skelton Jn, West
Timperley Stn, Carrington Sdgs, Partington Junction, Partington Station.
Cadishead Station and Glazebrook East Jn. Sinderland Crossing (Not
Cinderland) was indeed on the Altrincham line.

And regarding the information provided by Joyce, the line from Skelton Jn to
Cressington opened on March 1st, 1873, and the line through Irlam on Sep
2nd, 1873. Both were authorised by an act of parliament granted to the
Manchester, Sheffield and Lincolnshire Railway dated July 6th, 1865. (Apart
from the Cheshire Lines Transfer Act of July 5th, 1865, which included
powers to build the Northwich Salt Branches, the first line authorised under
the Cheshire Lines name was the 1m 20ch branch from Cornbrook Jn. to the
temporary station at Manchester Central)

I have memories of working over the Partington line and taking the old style
10 ton coal wagons into the sdgs at Partington. I was annoyed because I was
blagged into signing the route before I felt ready to, but such is (was?)
life. My revenge was to also sign Devils Bridge to Aberystwyth, for which
the foreman at Guide Bridge made his displeasure known to me in no uncertain
terms. Only they were allowed to make a mockery of route knowledge!

At the other end of the line, Glazebrook, I remember the sdgs being ripped
up, most of the sleeper chairs being stamped CLC. After that, all that was
left was the siding down to the edge of the canal where we delivered tankers
loaded with petrol. It was a pain in the backside waiting for them to be
unloaded.

The route from Partington Jn to Glazebrook was officially taken out of use
on August 3rd, 1982, just under 7 months shy of the route's 110th birthday.
Passenger services ceased on Nov 11, 1964, when the stations closed. As late
as 1961 (And probably later?) the line carried an express service, 1M10, the
21.55 from Marylebone to Liverpool Central. This was timed to pass Skelton
at 04.40 and to clatter past Glazebrook East Jn. some 9 minutes later. (This
service also used the isolated section of CLC from Godley Jn. to Apethorne
Jn, a section of line that only very briefly enjoyed a regular passenger
service.)

[Paul]

Post by Paul

On Aug 25, 10:07 pm, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton
Junction to Partington and it raised a few questions for me.

The original line was built c. 1870 (it's a bit late at night to
check all this!), and it crossed the River Mersey at a relatively
low level.

1873 Opening of the Liverpool to Manchester Railway Line via
Warrington Central. Owned and managed by the Cheshire Lines
Committee. Around the
same time the CLC also opened a line from Skelton Junction to
Glazebrook Junction, with stations at West Timperley, Partington
and Cadishead.
This route enabled freight trains to bypass the congested lines in
Manchester city centre.
1885 or thereabouts. Manchester Corporation opened a narrow gauge
tramway from River Mersey across Carrington Moss to assist in disposal
of night soil from Manchester. The route of the tramway was re-used
later for the railway goods line from Partington Junction to
Carrington chemical works and power station.
1893 Construction of the Manchester Ship Canal meant that a new
high
level route had to be built, immediately to the south of the
existing route. A new station on the high level route replaced the
original. The
low level route was severed by the Canal but remained in use for
freight traffic on both sides. Parts of it were transferred to the
Manchester
Ship Canal Company. The low level line from Partington Junction
served Partington Coaling Basin (and was active at least as late
as 1955,
probably later).
1929 Partington Gas Works opened by Manchester Corporation with
sidings from Partington Junction.
1938 Tramway across Carrington Moss lifted.
1947 Construction of Carrington Chemical Works begun, with sidings
from Partington Junction, laid out on the course of the old
tramway.
1955 Chemical works sold to Shell Chemicals; pipelines laid to
Stanlow
on the Wirral.
1956 Carrington Power Station opened, with sidings from what was
effectively a branch line from Partington Junction running through
the chemical works, and a level crossing over Manchester Road in
Carrington. Date of closure not known for certain (did the power
station close in 1992?)
1964 Passenger train service (Stockport - Partington - Warrington -
Liverpool) ended. Stations at West Timperley, Partington and
Cadishead closed. Line continued in operation for freight traffic.
Not sure when
the "low level" line east of the Canal was closed.
1977 New railway sidings for delivery of chemicals (styrene and
polypropylene?) opened by Shell Chemicals at Carrington.
1982 "High level" line between Glazebrook and Partington closed to
all traffic (mainly because of the condition of Cadishead Viaduct
over the Canal). Line east of Partington Junction continues in use
for chemicals traffic (and is presumably singled around this time).
1992 Probable date of last freight train over the Partington branch
line, though I can't confirm this. Subsequent deliveries of feedstock
for chemicals have mostly come by pipeline and ship. BR lifted some of
the sidings, but the track within the secure chemical discharge
compound remained in situ, and still does for all I know. Along
with the
redundant VDA, used as a reach wagon to prevent locos getting too close
to the chemicals.
My records show one signalbox, Partington Junction. I wonder if
"Cinderland Junction" (mentioned by Paul) was the junction for the
branch to the power station and chemical works.
Maps also show sidings on the north/west side of the Canal running to
the Co-operative Wholesale Society's various works in Irlam.
--
Joyce Whitchurch, Stalybridge, UK
=================================

Thanks for the information. I have a couple of things to add.
The singling of the track east of Partington took place a few years
later around 1985 in think. It may have coincided with the lifting
of the line from Skelton Junction to Warrington which was done very
soon after closure in 1985.

Skelton - Partington was singled in 1984. When the route through to
Glazebrook closed, Partington Junction box remained open to work the
connections there, and the double line back to Skelton also
remained. The catalyst for the singling was the destruction, by
fire, of Partington Junction box, though of course it may have
happened eventually anyway.
All signals there were taken out of use and points converted to
handpoints, with the line being worked as OTW with Staff (IIRC).
Now you have a double line of PWay which needs maintaining, but
which only functions as a single line for traffic purposes, so it
wouldn't take long for someone to think about singling it 'properly'.
The Lymm line was definitely still open when this work was caried
out, as a set of traps was provided in the Partington line, 'double
ended' off the trailing points in the junction. This caused some fun
when one of the signalmen was unable to throw the points owing to
the greatly increased effort required (partly caused by the
appalling way the points were constructed, out of mismatched second
hand bits recovered from the Ashburys resignalling).
--
WZR- Hide quoted text -
- Show quoted text -

Thanks for the info and clarifications. When i referred to the route
being singled i was referring inaccurately to the physical and not
operational singling of the route. You are quite right that viewed
from Skelton Junction box only one of the lines (the up line?) and the
trailing points on the right hand side remained in place, the other
points for the left hand line (down line?) and the diamond crossing at
Skelton Junction were lifted. It must be more poor memory playing
tricks with me but i was sure the box at Carrington was called
Cinderland box? Now i think about it i can see the photo i took of it
in my mind's eye and you are right it was indeed Partington. However
i'm sure there was a Cinderland box somewhere - perhaps it was one of
the boxes along the Warrington line? I think it may have been the box
on a level crossing near the Dunham end of Atlantic St? I visited
Partington box shortly after it had been destroyed by fire and
recovered the workings log book. I had presumed that the trap points
installed around that time were mean to protect traffic on the
'branch' or Chester line? Its a shame that a once busy junction with a
good quantity and variety of traffic (if not motive power!) went down
hill over such a short period of time. Paul

The link that I have already given answers most of your queries:http://www.britishrailways1960.co.uk/MIDTMCEN19.html
This link answers the rest:http://www.britishrailways1960.co.uk/WLNKJLLS31.html
The signal boxes on the Partington line in 1960 were Skelton Jn, West
Timperley Stn, Carrington Sdgs, Partington Junction, Partington Station.
Cadishead Station and Glazebrook East Jn. Sinderland Crossing (Not
Cinderland) was indeed on the Altrincham line.
And regarding the information provided by Joyce, the line from Skelton Jn to
Cressington opened on March 1st, 1873, and the line through Irlam on Sep
2nd, 1873. Both were authorised by an act of parliament granted to the
Manchester, Sheffield and Lincolnshire Railway dated July 6th, 1865. (Apart
from the Cheshire Lines Transfer Act of July 5th, 1865, which included
powers to build the Northwich Salt Branches, the first line authorised under
the Cheshire Lines name was the 1m 20ch branch from Cornbrook Jn. to the
temporary station at Manchester Central)
I have memories of working over the Partington line and taking the old style
10 ton coal wagons into the sdgs at Partington. I was annoyed because I was
blagged into signing the route before I felt ready to, but such is (was?)
life. My revenge was to also sign Devils Bridge to Aberystwyth, for which
the foreman at Guide Bridge made his displeasure known to me in no uncertain
terms. Only they were allowed to make a mockery of route knowledge!
At the other end of the line, Glazebrook, I remember the sdgs being ripped
up, most of the sleeper chairs being stamped CLC. After that, all that was
left was the siding down to the edge of the canal where we delivered tankers
loaded with petrol. It was a pain in the backside waiting for them to be
unloaded.
The route from Partington Jn to Glazebrook was officially taken out of use
on August 3rd, 1982, just under 7 months shy of the route's 110th birthday.
Passenger services ceased on Nov 11, 1964, when the stations closed. As late
as 1961 (And probably later?) the line carried an express service, 1M10, the
21.55 from Marylebone to Liverpool Central. This was timed to pass Skelton
at 04.40 and to clatter past Glazebrook East Jn. some 9 minutes later. (This
service also used the isolated section of CLC from Godley Jn. to Apethorne
Jn, a section of line that only very briefly enjoyed a regular passenger
service.)
--
Visit my website: British Railways in 1960http://www.britishrailways1960.co.uk- Hide quoted text -
- Show quoted text -

Of course the line continued to be used for diverted expresses due to
engineering works right until the early 80s. These would often be
hauled by 'Peak' class locomotives which was a novelty and would be a
welcome break from the monotony of 25s, 40s and 47s. The rarest
working i recall was doubled headed 31s on an oil tank train at a time
when 31s were as rare as hens' teeth in south Manchester so two at
once was unprecedented!

[Fred X]

On Sun, 22 Aug 2010 00:20:50 +0100, Joyce Whitchurch

Post by Joyce Whitchurch

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

"Abandoned"? Last time I checked, it was under engineer's possession.
Not that there's much left to possess.

I know that technically it is still open, but it looks very abandoned!

Post by Joyce Whitchurch

Post by Fred X
The first was about the fact that the line splits into two levels
after the junction of the line to the Carrington Chemical Works.
I know that the level of the line was raised in the 1890s in order
to give better clearance over the Ship Canal, but there is an area
to the north of the mainline at the lower level that looks like it
was also used as a trackbed. Is this the remains of the trackbed
abandoned in the 1890s or was it, as some maps seem to suggest, used
by the line to the Coaling Basin? If the latter when was the track
lifted?

The original line was built c. 1870 (it's a bit late at night to check
all this!), and it crossed the River Mersey at a relatively low level.
When the Mersey was converted to the Ship Canal a new line was built, to
cross the Canal at a higher level. The new line was built slightly to
the west and south of the original line.
The original line was not abandoned however. It was simply split into
two separate branches, one on each side of the Ship Canal. As you
suspect, the original line on the Partington side became the access to
the coaling basin. If I remember in the morning, I will try to dig out
some maps that show just what happened.

Thanks for confirming that.

Post by Joyce Whitchurch
The line on the Glazebrook bank was in use within the last decade for
traffic to, or possibly from, the tar works at Cadishead.

Post by Fred X
Also I noticed that a bridge over the mainline that carries a trackway
/road that leads to the chemical works, has at some point been heavily
reinforced and rebuilt with concrete sections. Does anyone one know
when this was done or even why as it seems totally OTT for what is a
very minor road.

This bridge was rebuilt by Trafford Council a few years back. It carries
some fairly heavy road traffic - there is a chemical works just up the
road. The bridge also carries the road over some services - electric
cables and a gas main if I remember rightly. And it keeps the way open
for possible relaying of track down to the Ship Canal, which has been
suggested from time to time by the likes of Peel Holdings (owners of the
Ship Canal).
If you think that bridge is OTT, have a look at the brand new bridge
leading to the new housing estate at the Timperley end of the branch.

I think we might be talking about different bridges. I wasn't referring
to the bridge over the Manchester Rd A6144, but one further to the east
carrying Sinderland Rd.

http://tinyurl.com/3a5pqmr

Post by Joyce Whitchurch

Post by Fred X
Finally, when I was looking on the net for some info about the line,
there was a few mentions of the line being re-opened around 2005
with some work vegetation clearance etc actually being carried out.
What happened to this plan and how far did they get, as the section
nearest the Carrington Chemical Works is still heavily overgrown
and looks as if it hasn't been touched in decades!

There was a scheme to build a rail-linked freight distribution park on
land to the south of the chemical works, but it was refused planning
consent (took up too much Green Belt land). At some point, English Welsh
and Scottish Railway also wanted to re-open the branch for the movement
of some unpleasant chemical or other (styrene?) but they failed to win
the contract. This is a bad time of night to try and get anything much
out of my memory but I have a vague notion that whatever chemical it was
is no longer produced, or consumed, at Carrington.
The line north of the chemical works shut in the 60s, I think, when the
coal-fired power station on the banks of the Mersey was closed.

Thanks for all the info Joyce!

Fred X

[Joyce Whitchurch]

Post by Fred X
I think we might be talking about different bridges. I wasn't referring
to the bridge over the Manchester Rd A6144, but one further to the east
carrying Sinderland Rd.
http://tinyurl.com/3a5pqmr

Ah yes, indeed. This shows up on Google Maps as Sinderland Road.
Streetmap knows it as Townsend Farm Lane. I always thought it was the
bottom end of Common Lane.

Yes, it's a rum structure. The most plausible tale that I've heard is
that it was strengthened to take construction vehicles into the chemical
plant. Or to act as an emergency entrance or exit, though you would
think they would have given the carriageway a decent surface if that
were the case. It could also be carrying a gas main. If I can still
remember any of this in daylight, I'll trawl through my notes again.

Does anyone know what happened in the little triangle of land that's
just to the right of that bridge? It's clear that sidings used to go
into it, but it seems to be at a much lower level to any of the railway
lines now and it's all fenced off. Something to do with the gasworks?

[Fred X]

Post by Fred X
I think we might be talking about different bridges. I wasn't referring
to the bridge over the Manchester Rd A6144, but one further to the east
carrying Sinderland Rd.
http://tinyurl.com/3a5pqmr

Ah yes, indeed. This shows up on Google Maps as Sinderland Road. Streetmap
knows it as Townsend Farm Lane. I always thought it was the bottom end of
Common Lane.
Yes, it's a rum structure. The most plausible tale that I've heard is that
it was strengthened to take construction vehicles into the chemical plant.
Or to act as an emergency entrance or exit, though you would think they
would have given the carriageway a decent surface if that were the case.
It could also be carrying a gas main. If I can still remember any of this
in daylight, I'll trawl through my notes again.

Yes, it does look as if was built mainly for access to some of the nearby
industrial facilities in fact I wonder if it's something to do with the
answer to your next question?,

Does anyone know what happened in the little triangle of land that's just
to the right of that bridge? It's clear that sidings used to go into it,
but it seems to be at a much lower level to any of the railway lines now
and it's all fenced off. Something to do with the gasworks?
--

According to to my Quail map it used to be for the Partington Gas
Works run by North West Gas. I also missed this site during my first visit
and only noticed it on Google Maps. On a return visit I could see that all
of the track has been lifted, but the parts that were buried in concrete
still
remain. I think that it has always been at this level as this is where the
raised trackbed for the MSC begins.

http://yfrog.com/nfdscf1027pj
.
Fred X

[Brian Robertson]

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

A couple of useful links for you:

http://www.britishrailways1960.co.uk/MIDTMCEN19.html Sorry that I haven't
included the closing dates yet.

http://www.disused-stations.org.uk/sites.shtml The stations on the line are
listed on this site, with lots of informations.

As an aside, the train that used to go into British Tar Products on the
north bank of the MSC was the service that blew up in Summit Tunnel. (And a
couple of months later set on fire in Urmston station with yours truly as
the secondman. It was only a thousand tons of 4* petrol and I dutifully
heading towards the offending wagon with a hand fire extinguisher. Oh, the
folly of youth!)

[Fred X]

Post by Brian Robertson

Post by Fred X
I recently took a walk down the abandoned line from Skelton Junction
to Partington and it raised a few questions for me.

http://www.britishrailways1960.co.uk/MIDTMCEN19.html Sorry that I haven't
included the closing dates yet.

Funnily enough a number of the bridges had markings on them such as MLP
CP 7M which I wondered if they were some kind of milepost markings?

Post by Brian Robertson
http://www.disused-stations.org.uk/sites.shtml The stations on the line are
listed on this site, with lots of informations.

Yeah, I looked at that site for some info about Partington station as one
platform still exists and also I saw what looked like the remains of a
subway between the platforms.

Post by Brian Robertson
As an aside, the train that used to go into British Tar Products on the
north bank of the MSC was the service that blew up in Summit Tunnel. (And a
couple of months later set on fire in Urmston station with yours truly as
the secondman. It was only a thousand tons of 4* petrol and I dutifully
heading towards the offending wagon with a hand fire extinguisher. Oh,
the folly of youth!)

Well the combined might of the Yorkshire and Manchester fire brigades
didn't have much luck with that train, so they were probably quite happy
to let you have a go!

Cheers.
Fred X