East Didsbury Station was opened in 1909 by the London and North Western Railway and, until 6 May 1974, was called East Didsbury and Parrs Wood.
From 1923, the line was operated by the London Midland and Scottish Railway. Following the formation in 1948 of British Rail, rail services were operated by the London Midland Region of British Railways, then North-Western Regional Railways.
Water Street, Portwood looking north, taken from Avenue Street. Looking underneath the railway bridge, on the left hand side, the first building used to be a public house called ‘The Beehive’, further along was Kent & Swarbrick’s Tripeworks, now a precision engineers, then North West Concrete Works – Easymix. On the right is Coxson’s Brushworks, then the Portwood Mill, Kershaw’s Tannery and the Meadow Mill at the bottom of the street.
The area was also home to the Blood Tub boxing ring.
Outside the Blood Tub Back Water Street Portwood.
Centre row left to right Billy PittTaylor Micky PelhamJack HulmeJo Moran owner John MorryBobby RileyLaurie Glen a jockey
2nd row from the back – James Jimmy Rose.
Back row left to right – Charlie Dean An ambulance man Ike Irelands horse dealer – Team from Macclesfield.
Extreme right – Jo Mulrooney.
Front row left to right extreme left – Sidney Smith soft Sidney – a simpleton Jo Hulme.
Copied from a photograph lent by Eddie Pitt
Alligator Rainwear – a British company, whose main factory was based in Beehive Mill. It was best known for its 1960s collaborations with Mary Quant in the design and production of her Wet Look collection of PVC raincoats.
The firm was started after the First World War by Reuben Satinoff, who had previously founded the London Waterproof Company – Silkimac. It was taken over by his sons after the Second World War. For decades, it manufactured traditional weatherproof raincoats in black, brown and beige, but the collaboration with Quant led to new fabrics including PVC and nylon, and a range of bright and vibrant colours.
At its peak in the 1960s and 1970s, Alligator had a turnover of £5 million per year and was exporting its products to Europe and North America. It was later owned by Baker Street Brands who describe it as one of their heritage brands.
Viewed from Tiviot Dale Viaduct
Tiviot Dale station was located on the Cheshire Lines Committee (CLC) operated Stockport, Timperley and Altrincham Junction Railway line from Portwood to Skelton Junction, a section of what became the Woodley to Glazebrook line. It was situated at the bottom of Lancashire Hill, next to the present motorway bridge. It was opened on 1 December 1865 and was originally known as Stockport Teviot Dale. From 1880, Tiviot Dale was also served by long-distance trains running on the Manchester South District Railway to London St Pancras.
Tiviot Dale remained a part of the CLC, which was jointly owned from 1923 by the London and North Eastern Railway and the London Midland and Scottish Railway, until 1948 when it became part of the British Railways London Midland Region.
The lines through the station remained in heavy use by coal trains heading for Fiddlers Ferry power station near Warrington from the Woodhead Line. These, however, ceased in 1980 when damage was caused to the nearby Tiviot Dale tunnel during construction work on the M63 motorway – now M60 motorway and the line temporarily closed for safety reasons. The closure was made permanent west of Bredbury’s stone terminal in 1982, following the demise of the Woodhead route; the track was subsequently lifted in 1986 and the tunnel partially filled in. The area surrounding the station was further altered at the beginning of the 21st century to allow the construction of a supermarket and office buildings, which now block the old trackbed.
Portwood Railway Station was on the Stockport and Woodley Junction Railway – later becoming part of Cheshire Lines Committee – Glazebrook to Woodley line. According to Bolger it opened to passengers on 12 January 1863, along with the rest of the Stockport and Woodley Junction Railway, although Butt suggests it opened on 1 December 1865 when the Stockport, Timperley and Altrincham Junction Railway opened.
The station opened for goods traffic in 1865, closing to passengers on 1 September 1875, when it became a goods station. It remained in use until 25 April 1966 when it closed except for coal traffic which continued until 27 March 1972 when it closed entirely except for a private siding.
Today no trace of the station remains, the site being buried under a slip road of the M60 motorway.
Monica Clarke on her tricycle in Marsland Street, behind her across the cobbled street is the Sheba Works – 1951.
Marsland Street east, showing the Haymarket Chambers – 1967
The front of Haymarket Chambers Marsland Street.
Boarded up dwellings on Compstall Court, off Marsland Street.
Portwood Cut 1968
James Harrison bought the manor of Brinnington in the early 1780’s – by 1790 Harrison had three factories in Portwood and others were to follow. In 1796, to provide sufficient water-power to this industrial zone he constructed a substancial millrace. Known as the Portwood Cut, it carried water across the Tame, between his Reddish and Brinnington estates. Harrison also planned the construction of factories at Wood Hall but that particular scheme was abandoned after his death in 1806.
Harrison’s Weir still survives on the river. To the south sections of the Portwood Cut also survive within Reddish Vale Country Park, both as a shallow depression and as water-filled, if somewhat silted and overgrown channel.
Kershaws is one of the only original businesses which still trades in the area.
Established back in 1855 by Joshua Kershaw, the company has gone from strength to strength.
Way back then, it was just a tannery. Today, seven generations on, Edward Kershaw heads a company that is known and respected for it’s quality leather in Europe, America and the Far East.
Kershaws also provide white leather for masonics and bagpipes.
Brewery Street – a view of the steps leading to the railway footpath to Tame Street – 1967.
The mill in the foreground is the Portwood Spinning Mill now called Portwood Mill – on the front of the mill it states Sir Richard Arkwright Portwood Mill.
Employees – Portwood Spinning Company
Coal drops and yard at the rear of the Beehive Spinning Mill
Tame Street gave motorized access to the Cut and here the caravans of travelling folk were parked several times a year, usually until the police ‘moved them on’. The men collected and sold scrap metal, the women sold clothes pegs and told fortunes from door to door. Many of the local people treated them with suspicion and some local pubs would not admit them.
Building work on Lancashire Hill can be seen in the background – 1968
The Cheshire Lines Committee CLC operated Stockport, Timperley and Altrincham Junction Railway line from Portwood to Skelton Junction, a section of what became the Woodley to Glazebrook line.
It remained a part of the CLC, which was jointly owned from 1923 by the London and North Eastern Railway and the London Midland and Scottish Railway , until 1948 when it became part of the British Railways London Midland Region.
Closed in 1982, following the demise of the Woodhead route; the track was subsequently lifted in 1986.
What remains is a triangular island faced in glazed and blue engineer’s brick, topped out with trees.
I have entertained the idea of accessing the area by ladder, exploring and possibly setting up camp – though I think the proximity to an almost constant flow of traffic, would prove less than commodious.
It evokes for me an elevated affinity with Ballard’s Concrete Island.
He reached the foot of the embankment, and waved with one arm, shouting at the few cars moving along the westbound carriageway. None of the drivers could see him, let alone hear his dry-throated croak, and Maitland stopped, conserving his strength. He tried to climb the embankment, but within a few steps collapsed in a heap on the muddy slope.
So here it is as is complete with tags, signs, cracks and all.
It remains as a monument to those who built and worked on the railway.
To begin at the beginning or thereabouts, Taylor Street was at the heart of Gorton to the east of Manchester city centre.
A typical street of tightly packed brick terraces, dotted with shops, pubs, people and industry. I worked there as van lad for Mother’s Pride bread back in the 70s and saw those shops, pubs, people and industry slowly disappear.
Beyer Peacock whose immense shed dominated the northern end of the street, simply ceased to be, as steam gave way to diesel.
As full employment gave way to a date with the dole.
Adsega opening on nearby Cross Street heralded the arrival of the super fast, self-service supermarket, and sounded the death knell of the cosy corner cupboard.
The local pub was The Bessemer – its name forging an unbreakable link with the surrounding steel industry, that eventually broke.
To the left of the pub is the Bishop Greer High School construction site – the first of the new build that would later dominate the area, along with wide open spaces where shops, pubs, people and industry once were.
When the school eventually shut its doors, it became an annex of Openshaw Technical College, and I found myself working there in the 80s at the East Manchester Centre, until its eventual closure.
It’s now sheltered accommodation for the lost and lonely:
Located in a quiet suburb of Manchester with excellent links to the city centre, Gorton Parks has an exceptional range of facilities spread out across five separate houses, each offering a different care option. Melland House offers dementia residential care, Abbey Hey provides nursing dementia care, Debdale is the house for intermediate nursing care and Sunny Brow offers general nursing care.
We sought solace in The Pineapple.
The streets were trimmed and slimmed, much of the past a mere ghostly presence, almost imprinted on the present.
A brave new world of brand new modern housing, with an Estate Pub to match.
A busy bustling boozer – lots of live and local action for the lively locals, latterly seeing out time as a house of House – a real bangin’ Bashment, bass-man bargain basement.
Until time is finally called – no more four to the floor, last one out shut the door.
Nothing lasts forever and a sign of the times is an upended pub sign, lying dormant in the dust.
The Chunky no longer a great big hunk o’funk.
The big screen TV forever failing to deliver all the action, live or otherwise.
Latterly transformed into Dribble Drabble.
And so the beat goes on as successive waves of success and recession, boom and bust free-market economics, wash over the nation and its long suffering folk.
Where the Victorians modelled their stations on cathedrals, temples and palaces.
Modern Man models his on shopping centre and office blocks.
Richards and MacKenzie – The Railway Station
Though it seems to me that Macclesfield Station, in its earlier and current states, refuses to dovetail neatly into either of these sloppy binary paradigms.
The former – single storey buildings, fitting unostentatiously into the topographic and practical constraints of the site. A neat, tightly packed rhythm of brick arches with a compact and bijou porch welcoming the expectant traveller.
The latter a functionalist block, fully utilitarian crossings with lift access columns, embodying a particularly industrial demeanour.
From the golden age of steam to the moribund years of diesel, Macclesfield sits comfortably somewhere, betwixt and between ugly duckling and fully fledged swan.
Nestled in the lea of the East Cheshire Highlands, offering practical everyday transport solutions to the beleaguered commuter.
No frills, no thrills.
The London and North Western Railway opened the line between Manchester and Macclesfield on 19 June 1849 – Macclesfield Central was born. Later it would become a key station on the Stafford branch of the West Coast Main Line, remodelled in 1960 and rebranded as the much snappier Macclesfield Station.
Which it proudly announces topically and typographically to the world.
Welcome to Macclesfield a town that is clearly going places, and so are you.
The station won the Best Kept Station in Cheshire Award for 2007, but was reported in summer 2011 to be distinctly shabby, with peeling paintwork.
And yet there is something in the constituent Platonic steel, glass and concrete forms that never ceases to amuse and amaze me, this is Brutalism on a human and provincial scale.
The raw concrete softened with three or four shades of grey, as a concession to the delicate suburban sensibilities of this once silk-fuelled town.
Take a trip with me – join the Cheshire train set.
My journey begins here, at the Brookfield Unitarian Church, Hyde Road, Gorton, in search of the mausoleum of a man, who helped to shape the history of engineering, locomotion and Manchester.
Richard Peacock 9 April 1820 – 3 March 1889 was an English engineer, one of the founders of locomotive manufacturerBeyer-Peacock. Born in Swaledale, Richard Peacock was educated at Leeds Grammar School, but at 14 left to be apprenticed at Fenton, Murray and Jackson in Leeds.
At 18 Peacock was a precocious locomotive superintendent on the Leeds and Selby Railway. When the line was acquired by the York and North Midland Railway in 1840 he worked under Daniel Gooch at Swindon, but reputedly fled to escape Gooch’s wrath. In 1841, he became the Locomotive Superintendent of the Sheffield, Ashton-under-Lyne and Manchester Railway, subsequently the Manchester, Sheffield and Lincolnshire Railway from 1847. In this role he was responsible for founding the Gorton locomotive works for this railway, although he had left the firm shortly before they were completed in 1848.
In 1847 Peacock was present with Charles Beyer at a meeting at Lickey Incline which it is generally acknowledged gave birth to the Institution of Mechanical Engineers. George Stephenson was elected as first president and Charles Beyer as a vice president. Peacock became a member of the Institution of Civil Engineers in 1849.
In 1853, he joined Charles Beyer to found the celebrated locomotive company Beyer-Peacock. Peacock had originally met Beyer through the acquisition of locomotives from Sharp Brothers, and as mentioned earlier through both being among the founders of the Institution of Mechanical Engineers in 1847.
The locomotives designed and built in Gorton in their thousands were exported to the four corners of the globe, Manchester a confluence of capital and ingenuity, harnessing a workforce of millions, to produce a treasure trove of things and stuff
Shipping to Buenos Aires 1929
2 10 0 Locomotives bound for Turkey 1949
Last Diesels in the Paint Shop
By 1966 it was all over, the politically motivated, managed decline of manufacturing industry, a failure to adapt and compete, the loss of Empire, an increase in competition from other nations, all contributing to the almost inevitable, closing of the door.
The clang, hiss and controlled chaos of the boiler shop, just a faint, empty echo – listen.
There remains a legacy, the memories of all those men and women who laboured under those aching skylit eaves, millions of weary travellers world wide.
Not forgetting the church that Richard Peacock benevolently built, the mix of non-conformist worship, Liberal politics and philanthropy that informed Victorian Manchester, which still stands extant in stone, around our city.
Designed by Thomas Worthington in 1869-71, it has a six bay nave with north and south aisles. Arcade columns are of polished granite and wall faces are plaster lined with a large painting over the chancel arch. The roofs have been repaired but the interior has suffered from consequential water damage to the plasterwork which, at the time of visiting, was drying out. The church has been a victim of heritage crime.
This sumptuous mausoleum takes the form of a Gothic shrine with a steeply pitched roof and arched openings filled with tracery and surmounted by gablets. The statues standing on slender pedestals at the four corners of the monument represent a Blacksmith, a Draughtsman, an Engineer and the architect himself. Further carved embellishments include head-stops, bats and twining ivy.
Condition – still sound, though the bronze angels that used to stand on the gables at either end were stolen some years ago in 1997.
So we arrive at the end of another journey through time and space and Gorton, the lives of so many long lone souls, bundled up in the graveyard of a now closed church, the fortunes won and lost eroded by the vagaries of the climate – economic and meteorological.