Aerobird176 Â Â 10 #61 Posted December 27, 2013 I'll be honest I'm not sure where it went. Just remember the entrance. But it looked like it was going under Pitsmoor so possibly could have gone to where you said. Share this post Link to post Share on other sites Share this content via...
Annie Bynnol   611 #62 Posted December 27, 2013 (edited) The 107yd. Spital Hill or Wicker tunnel connected the railway from Manchester SA&MR later Great Central at Bridgehouses station (both 1845) with the Midland Railway (former Sheffield and Rotherham 1838 line) at Wicker junction both were passenger lines at the time but no timetables of passenger trains using the tunnel exist Later Brigehouses station closed and Victoria opened. The tunnel was closed to traffic in 1848 but the portals are there despite recent developments in the area. Edited December 28, 2013 by Annie Bynnol Share this post Link to post Share on other sites Share this content via...
Iron Feliks   10 #63 Posted December 27, 2013 There are three photographs of the Wicker Tunnel in this book:  Author: Stephen R Batty Title: Rail Centres: Sheffield Publishing details: London, Ian Allan Ltd., 1984  Pages 20 - 21 showing the three photos of the tunnel.  The text describes the tunnel as linking the Wicker Station (now Tesco) with Bridgehouses. The tunnel was relined over the years which reduced its internal bore size. The photos show a 1952 view of the Wicker station end of the tunnel with rails still in place and a photo from the opposite end dated as "early BR days" shows no sign of rails and a lot of vegetation. The remaining picture shows the Wicker end of the tunnel when a car dealer occupied the site and the tunnel entrance had been bricked over.  This book should be available in the library. Share this post Link to post Share on other sites Share this content via...
retep   68 #64 Posted December 27, 2013 Fall of a Railway Tunnel Feb 27 1861 A tunnel on the Midland Railway, at Sheffield, suddenly fell in on Monday morning killing six men who were working at a new building close to it, and seriously injuring a seventh man. The tunnel, which formed a communication between the Midland Company's station and the line of the Manchester, Sheffield, and Lincolnshire Company, was 200 or 300 yards in length, and passed under the street called Spital Hill, and through the hill of the same name. The top of the arch reaches within a few feet of the surface of the street; the hill which is steep, rising rapidly above it on the north side, and sloping rapidly below it on the south side. Some weeks ago Messrs. Hunt & Co., carriers commenced the erection of extensive stabling, warehouse room, & c., on ground adjoining Spital Hill Road, and immediately on the south or lower side of the tunnel. The declivity is so rapid that, to keep the ground floor of their stables on a level with the more southerly side of the yard, they were obliged to excavate to about the depth of the foundation of the tunnel. This is said to have been done, under the supposition that the side of the tunnel was a few yards off, but it turned out it was close to the foundations of the new buildings. A strong stone wall was built up against the side of the tunnel or embankment, as it was supposed to be, to sustain any pressure from "swagging" of the strata above, and the erection of the stables was proceeded with for some time without and indication of danger. During last week, however, the stone and adjoining brick wall gave way so much that it was found necessary to "shore" them up, which was done by means of strong planks and beams. The front wall of the stabling was carried to the top of the second storey, and the masons and bricklayers were employed on the back wall close to the tunnel, that wall having been carried only one storey high, and being about on a level with the top of the tunnel. About half past nine o'clock they felt the wall suddenly give way beneath them, and rushed upon the top of the tunnel. The top of the tunnel instantly fell in, precipitating them to the bottom, the brick and earth work on the north side, and the brick and stone work on the south side of the tunnel falling in upon and burying them apparently to a considerable depth. A number of men promptly set to work to dig up the bodies, and in a short time rescued two of them, James Lambert, who had sustained a fracture of the leg and other severe bruises, and James Maloy, who was dreadfully crushed and dead. Lambert was at once removed to the Infirmary, where he lies in a precarious state, and the body of Maloy to an adjacent public house. Before any other bodies had been removed Mr. Bobby, the Midland Company's superintendent at Sheffield arrived, and prevented the continuance of the search, on the ground that the remaining men must be dead, and that it was dangerous to remain in the hollow. This excited much dissatisfaction at the time, and some hours afterwards the search was renewed for the five men whose bodies were still under the debris. The tunnel is by no means a strongly built one, but the immediate cause of the accident is no doubt the withdrawal of support from the south side by the excavations for Messrs. Hunts new buildings. The length of tunnel which has fallen in is from 30 to 40 yards, but it has not extended to the Spital Hill Road, which consequently remains unobstructed, Within a few yards of the end of the breakage next the road, however, a portion of a house rests upon the tunnel, and it was fully expected that the house and some further portion of the tunnel would shortly give way. The dead and injured men had only commenced work at the new buildings on Monday morning, the old workmen having ceased work in consequence of some dispute with their employer, Mr. Reynolds. The names of four of the five men still under the ruins are Samuel Lawton, William and Henry Booth, and ? Harding. The name of the fifth could not be ascertained. Share this post Link to post Share on other sites Share this content via...
muddycoffee   10 #65 Posted December 27, 2013 ..both were passenger lines at the time but no timetables of passenger trains using the tunnel exist ... That's because passengers were not allowed. The tunnel was only built for exchanging carriages between the two stations, there were never any passenger trains that went through it, it was far too steep. Share this post Link to post Share on other sites Share this content via...
rich owl   10 #66 Posted December 27, 2013 Hi aerobird, I walked that section of the track a few weeks ago. The area where the tunnel is fenced off is what seems to be a "shooting gellery" hang out for junkies, must have been hundreds of used syringes & drug paraphaneila so be cautious round there Share this post Link to post Share on other sites Share this content via...
Douglas J Â Â 10 #67 Posted December 28, 2013 Fall of a Railway Tunnel Feb 27 1861 Â That's an interesting account - thank you. Where is it from? any link to the source? Share this post Link to post Share on other sites Share this content via...
retep   68 #68 Posted December 28, 2013 That's an interesting account - thank you. Where is it from? any link to the source?  Manchester Guardian, no link sorry. Share this post Link to post Share on other sites Share this content via...
Mecky   10 #69 Posted December 28, 2013 I think the tunnel was nicknamed Fiery Jack or Fiery Fred. Further to Victoria and Bridgehouses yards there was a steam shed and turntable, I think, out towards Neepsend station, on the right. I'm a bit too young to remember passenger trains running up the line to Manchester, although I'm certain a few trains ran up during the bus strikes. Wadsley Bridge station was closed in 1959 but I'm pretty certain I got off there once when a strike was on. I remember the football specials and of course the Class 76s running up to Barnsley Junction and Mottram Yard. I still think there is a viable case for a commuter service running to Penistone and maybe Huddersfield, if not a train maybe a Supertam extension. Share this post Link to post Share on other sites Share this content via...
muddycoffee   10 #70 Posted December 29, 2013 .. I still think there is a viable case for a commuter service running to Penistone and maybe Huddersfield, if not a train maybe a Supertam extension.  I think you'll have a job on with that. The A616 Stocksbridge Bypass severed the line when it was built before 1988. To re-establish the route you would have to demolish a section of the road and build a substantial bridge to motorway standard. Share this post Link to post Share on other sites Share this content via...
Annie Bynnol   611 #71 Posted December 29, 2013 No tram/railway route north from Sheffield towards Stocksbridge/Penistone will be built or reused unless there is massive development in the valley. Not only are the populations too small but more importantly they are too far from the current railway. Connection to Supertram at Middlewood or at Nunnery would be very expensive to build and because journey times would not be improved on. Huddersfield and Penistone may well benefit from a successful tram-train trial using the current route via >Barnsley and Meadowhall.  ...... The A616 Stocksbridge Bypass severed the line when it was built before 1988. To re-establish the route you would have to demolish a section of the road and build a substantial bridge to motorway standard.  There is a 30m bridge (56m including approach work) under the three lanes of the A616 and it would be a much simpler and cheaper to improve this than it was to build the 130m (210m) six lanes of Brook Hill roundabout. Share this post Link to post Share on other sites Share this content via...
muddycoffee   10 #72 Posted December 29, 2013 There is a 30m bridge (56m including approach work) under the three lanes of the A616 and it would be a much simpler and cheaper to improve this than it was to build the 130m (210m) six lanes of Brook Hill roundabout.  I've been involved with local debates about this on forums for years. I think the main issue is that the current tunnel is just a pedestrian tunnel and at a different alignment to the historic rail line.  If it was opened out to railway gauge then it would have to be At least W10 loading gauge to allow 2.9m shipping containers and wide Euro containers through. At least 5 metres high and 3.1 metres wide per track. you would also have to allow for overhead wires as all railways will be electric in the near future.  That kind of tunnel would not leave much material above to support the road. Which is why I think you would have to resort to a cut and cover approach to achieve the required standard. In transport infrastructure, tunnelling is extremely expensive and I am assuming that this would be a cheaper method and the end product would be much more satisfactory. Share this post Link to post Share on other sites Share this content via...