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original at Warrington and Newton Railway copied on 18 April

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Warrington and Newton Railway

Overview
Locale	Lancashire
Dates of operation	June 1831–1 January 1835
Successors	Grand Junction Railway London and North Western Railway London, Midland and Scottish Railway London Midland Region of British Railways
Technical
Track gauge	4 ft 8+1⁄2 in (1,435 mm) standard gauge
Length	4+1⁄4 miles (6.8 km)
The W&NR in 1831

The Warrington and Newton Railway (W&NR) was a short early railway linking Warrington to the Liverpool and Manchester Railway (L&MR) at Newton, and to pits at Haydock, nearby. It opened in 1831.

The Grand Junction Railway (GJR) aspired to make its long-distance route from Birmingham to Liverpool and Manchester, and acquired the W&NR so as to use it from Warrington northwards. The permanent way needed to be strengthened for main line use. The GJR opened its line in 1837, connecting at Warrington to the W&NR and gaining access to Liverpool and Manchester over the L&MR. The W&NR was the first part of the present-day West Coast Main Line to be opened.

On 15 September 1830 the Liverpool and Manchester Railway (L&MR) opened for business. This was a purely west to east line, primarily connecting the manufactories of Manchester with the docks at Liverpool. ^[1]

there were already thoughts of forming a British railway network.^{[citation needed]}

Warrington and Newton Railway Act 1829
Act of Parliament
Parliament of the United Kingdom
Citation	10 Geo. 4. c. xxxvii
Dates
Royal assent	14 May 1829
Other legislation
Repealed by	Warrington and Newton Railway Act 1835
Status: Repealed
Text of statute as originally enacted

In 1828, while the L&MR was being built, a branch line from it to Warrington was proposed.^[2] Warrington was at the time a centre of manufacturing with a population of 19,000.^[3] The proposers of the railway included in the Act's preamble, it will be a "work of great public utility and advantage by opening a safe , convenient and expeditious communication for the conveyance of goods, wares and other merchandize, between the town of Warrington and the towns of Liverpool, Manchester and other populous places, and also by affording a cheap and quick conveyance of coal from the pits in the neighbourhood of Newton to the town of Warrington where large quantities are consumed".^[a][4]

The Warrington and Newton Railway was authorised by Parliament on 14 May 1829 in the Warrington and Newton Railway Act 1829 (10 Geo. 4. c. xxxvii).^[3][5]

The line ran from the L&MR at Wargrave Lane (now Wargrave Road) in Newton-in-Makerfield to a terminal in a certain field in Dallum Lane in Warrington, a distance of 4+1⁄4 miles (6.8 km). There was a branch at Warrington from the intersection of Dallum Lane and Jockey Lane to terminate on the north side, and within 20 yards (18 m) of the Warrington to Liverpool turnpike, opposite Bankey or Bank Quay.^[b][4][6] The Act authorised a second branch, from the same junction but running southeastwards to Cockhedge Field, this branch was never built.^[7]

The line was surveyed by Robert Stephenson

The type of track adopted had cast iron fishbellied rails and untreated larch sleepers; the kyanising process for treating and preserving wood had not been fully developed by this time resulting in the early failure of the sleepers, many of which needed replacing by 1840.^[8]

In early June 1831 the Warrington and Newton Railway opened between Warrington (Dallam) and a location at Newton, somewhere to the south of the L&MR. The line opened without a northern terminus initially to service the Newton Common races, and passenger trains ran regularly after that.^[c][9]

The Newton curve and connection to the L&MR was completed on 25 July 1831.

The Bank Quay branch was not completed at first, it was operating in early 1835, diverging from the Dallam line at Jockey Lane.^[2]

Until 1837 it was used for goods and mineral traffic only; it was close to the River Mersey where shipping could berth.^[10]

, this branch was not constructed

and a northward extension at Newton to coal pits at Haydock.

Authorised share capital was £53,000.^[7]

The junction at Newton was to face towards Liverpool.^[11]

One of the main objects was the quick conveyance of coal from the Haydock pits near Newton to Warrington.^[12]

There was a lack of unity on the board over the construction, which delayed construction, and powerful landowners on the intended route of the line also made difficulties.^[2]

Warrington and Newton Railway Act 1830
Act of Parliament
Parliament of the United Kingdom
Long title	An Act to enable the Company of Proprietors of the Warrington and Newton Railway to extend the Line of the said Railway, and for repealing, explaining, altering, amending and enlarging some of the Powers and Provisions of the Act relating thereto.
Citation	11 Geo. 4 & 1 Will. 4. c. lvii
Dates
Royal assent	29 May 1830
Other legislation
Repealed by	Warrington and Newton Railway Act 1835
Status: Repealed
Text of statute as originally enacted

The Liverpool-facing connection at Newton was seen to be a limitation, and in 1830, a second act, the Warrington and Newton Railway Act 1830 (11 Geo. 4 & 1 Will. 4. c. lvii), was secured, authorising a curve at Newton to connect to the L&MR in the Manchester direction, and also to make a direct connection to the Wigan Branch Railway, which ran north from a junction at Parkside, which faced Manchester.

In fact both the Warrington and Newton Railway and the Wigan Branch Railway found themselves short of funds and they were unable to build the connecting lines and spur.^[11]

There were four trains each way Monday to Saturday only, although Sunday trains were put on by 1833.^[10]

The trains were worked by three Stephenson built locomotives, named Warrington, Newton and Vulcan.^[3]

In 1832 and 1833 the promoters of the Grand Junction Railway were considering their options.

They wished to build a trunk railway connecting Birmingham with Liverpool and Manchester.

If Liverpool was to be connected to the network further south, then the River Mersey would need to be crossed: the Warrington & Newton Railway could serve as the northern extremity if a crossing of the Mersey in Warrington were made.

The proposed Grand Junction Railway would link Birmingham with the central point of the Liverpool and Manchester Railway at Newton Junction, and Liverpool and Manchester would thereby be joined with Birmingham.

This compromise lengthened the distance by rail between Birmingham and the two Lancashire towns, but the greater convenience and economy was decisive, and the necessary authorising Act was secured on 6 May 1833.^[13][3]

The directors of the W&NR saw that their railway was important for the Grand Junction Railway and by the end of 1833 they were demanding £125 for each £100 of stock as well as settlement of their debts of about £20,000.

Negotiation reduced this to £114 6s a share, but the GJR directors expressed themselves disappointed at this unexpected difficulty.

They now considered an alternative route, by-passing the W&NR to the west.

Webster says that three inclined planes (on the W&NR) would be avoided by this means.^[d][14]

In fact these "inclined planes" were not so steep as some: in describing the Grand Junction route, Whishaw says "In the ascending planes are included only two which have gradients under the first class [steeper gradients]; these are at Burton Wood and Newton Brook, both lying between Warrington and Newton; the former being 21 chains in length, and inclining at the rate of 1 in 209; and the latter having an inclination of 1 in 85, and extending for one mile."^[15]

Warrington and Newton Railway Act 1835
Act of Parliament
Parliament of the United Kingdom
Long title	An Act for incorporating the Warrington and Newton Railway with the Grand Junction Railway, and for extending to the said first-mentioned Railway the Provisions of the several Acts of Parliament relating to the said last-mentioned Railway; and for other Purposes relating thereto.
Citation	5 & 6 Will. 4. c. viii
Dates
Royal assent	12 June 1835
Other legislation
Repealed by	London and North Western Railway Act 1846
Status: Repealed
Text of statute as originally enacted

In February 1835 the W&NR agreed to sell their line for shares at par, with the GJR adopting their outstanding debt of about £22,000.

The GJR undertook to pay the W&NR shareholders 4 per cent until their main line was open throughout: the purchase price was around £67,000, and the takeover was authorised by the Warrington and Newton Railway Act 1835 (5 & 6 Will. 4. c. viii) of 12 June 1835, effective from 1 January 1835.

The GJR knew it would have to upgrade the permanent way on the W&NR for stronger materials appropriate for a main line railway.^{[14][10][16][17]}

The Grand Junction Railway opened their line from Newton Junction to a temporary Birmingham station at Vauxhall on 4 July 1837.^[18][3][5]

When the Grand Junction Railway line was completed to Warrington on 4 July 1837, the connection was made at Bank Quay and through trains used a station there.

Dallam station was relegated to local passenger and goods use at that time.

The Newton Junction faced Liverpool, and the Parkside Junction of the Wigan Branch Railway faced away, towards Manchester, so that when through running between those lines was started, two reversals were necessary.

On 4 July 1837 an east curve at Newton was opened; this was also the date on which the Grand Junction made a connection with the Warrington and Newton; direct running towards Manchester was now possible.^[e]

Reed says that portion working was adopted, with northbound passenger trains dividing at Newton, and portions continuing to Liverpool and Manchester respectively, but Holt and Biddle say that "Trains to Liverpool and Manchester did not divide at Newton, but ran independently between Warrington and the L&MR."

The Newton East Curve was exceptionally sharp, and Reed attributes this to the fact that building it like that obviated the necessity of a further Act of Parliament, by avoiding a land take.^[19][3]

Use of the Newton curves for main-line trains to and from the south continued for Manchester trains until the opening throughout on 10 August 1842, of the Manchester to Crewe line of the Manchester and Birmingham Railway.

For Liverpool trains the usage continued until the opening in April 1869 of the Runcorn Railway Bridge and the Runcorn to Weaver Junction line.^[20]

The direct connection between the Warrington and Wigan lines, from what became Winwick junction to Golborne junction was first planned in 1830, but not built then for lack of money.

The Grand Junction Railway managed to renew the authorisation, but again was unable to carry out the work.

A third authorisation was granted on 11 July 1861 to the London and North Western Railway, and it was opened on 1 August 1864, under powers granted a third time, in 1861.

Neele records that its first mention in LNWR passenger timetables was not until February 1872.^[21]

Night postal trains continued to use the original route as Newton had become an established exchange point for mails.^[20][22][23]

The Warrington and Newton Railway was the first "modern" railway element of the present-day West Coast Main Line, from London to Glasgow. The other sections were the London and Birmingham Railway, 1837–1838,^[24] the Trent Valley Railway, 1847,^[25] the Grand Junction Railway, 1837,^[26] Winwick Jn to Golborne Jn, LNWR 1864,^[20] the Wigan branch Railway, 1832,^[27] the North Union Railway, 1838,^[28] the Lancaster and Preston Junction Railway, 1840,^[28] the Lancaster and Carlisle Railway, 1846,^[29] the Caledonian Railway, 1847–1848,^[30] the Wishaw and Coltness Railway, 1841,^[31] the Caledonian Railway, 1849,^[30] the Polloc and Govan Railway, 1840,^[30] and the Caledonian Railway, 1879.^[30]

The former W&NR line remains in use at the present day from Bank Quay station to Newton.

The West Coast Main Line diverges at Winwick Junction to take the 1867 curve.

The original southern section to Dallam has closed.

The Three Pigeons public house, (still extant in 2020) is adjacent to the location of the Dallam terminal.

Reed says that "It has been surmised that the Three Pigeons, erected as a public house shortly before the railway, may have served by the good offices of the then landlord, as a booking office for the W. &. N.

This seems unlikely; it is at the outer end of the whole station area, and with Warrington as it was in 1831–37 most passengers would come in at the town end from Bewsey Lane and Foundry Lane, and not along Tanner's Lane; and the station building would be of ample size to provide booking accommodation and a waiting room."

• Greville, M.D. (1981). Chronology of the Railways of Lancashire and Cheshire (Revised and Combined ed.). Railway & Canal Historical Society. ISBN 0-901461-30-X.
• Grant, Donald J. (2017). Directory of the Railway Companies of Great Britain (1st ed.). Kibworth Beauchamp, Leicestershire: Troubador Publishing Ltd. ISBN 978-1-78803-768-6.
• Gregson, Bob (2012). The London and North Western Railway Around Preston: a history of the 'North Union' at Preston station and the lines to Bolton, Fleetwood, Lancaster, Longridge and Wigan, including the dock branch and Lancaster Canal. Preston: Atkinson Publications. ISBN 978-1-909134-02-7.
• Hartless, Adrian (2017). Crewe to Wigan : including Over & Wharton. Midhurst, West Sussex: Middleton Press. ISBN 9781910356128. OCLC 1391400402.^[1]
• Holt, Geoffrey O.; Biddle, Gordon (1986). The North West. A Regional history of the railways of Great Britain. Vol. 10 (2nd ed.). David St. John Thomas. ISBN 978-0-946537-34-1. OCLC 643506870.
• Lee, Peter (1988). The Trent Valley railway : (Rugby-Stafford 1847-1966). Burton-upon-Trent: Trent Valley Publications. ISBN 978-0-948131-15-8. OCLC 60085087.
• Neele, George P. (1904). Railway Reminiscences (PDF). London: McCorquodale & Co.
• Reed, Brian (1969). Crewe to Carlisle. Shepperton, Surrey: Ian Allan. SBN 7110-0057-3.
• Reed, Malcolm C. (1996). The London & North Western Railway: A History. Atlantic Transport. ISBN 978-0-906899-66-3.
• Ross, David (2014). The Caledonian: Scotland's Imperial Railway: A History. Catrine: Stenlake Publishing. ISBN 978-1-84033-584-2.
• Townley, C.H.A.; Peden, J.A. (2002). The industrial railways of St. Helens, Widnes and Warrington: Part 2, St. Helens coalfield and the sandfields : including Pilkington Brothers Ltd's sandfield operations. Industrial Railway Society. ISBN 9781901556254. OCLC 50099823.^[2]
• Webster, Norman W. (1972). Britain's First Trunk Line:The Grand Junction Railway. Adams & Dart. SBN 239 00105 2.
• Whishaw, Francis (2016) [1842]. The Railways of Great Britain and Ireland practically described and illustrated. Classic reprint series (2nd ed.). Forgotten Books. ISBN 978-1-334-18025-5.

"Warrington Dallam Lane". Disused Stations. Subterranea Britannica. Retrieved 23 January 2015. Warrington and Newton Railway. THE Directors of this undertaking respectfully inform the Public, that the Railway will be OPENED in the course of the present Month, and that arrangements will be made on an extensive scale for conveyance of Passengers to and from Newton Races. The Directors take this opportunity of stating, that no Persons will on any account be permitted to go upon the Railway, except the Passengers in the Carriages and Constables will be stationed along the line to prevent its being used as Footpath. Particulars the hours and place of starting, Fares, &c. will published in a future advertisement. Railway Office, Warrington, 6th May, 1831. ^[3]

Opening Monday 25 July GEORGE STUBS, Agent. 4 per day to both Liverpool and Manchester FARES. From Warrington to Liverpool or Manchester, or from those places to Warrington. First Class Carriages - - - 4s. Second Class Carri.tges - - - 3s. 6d. Between Warrington and the Liverpool and Manchester Railway at Newton. First Class Carriages - - - Is. 6d. Second Class Carriages - - Is. Ea, Not specific about through service or needing to change ^[4]

FATAL :ACCIDENT ON TOE WARRINGTON AND NEWTON RAILWAy.—On Friday last Mr. Kitchingman, who had a garden near the railroad at Dallam Brook, went on the line, in company with Mr. Whalley, of Liverpool, nurseryman, who had come to see Mr. K. On his return, when the carriages were opposite his house, Kitchingman jumped off whilst they were going along, not having previously intimated to any one connected with the carriages his intention, of doing so. He fell under the next carriage, the wheels of which passed over both legs, and mangled them dreadfully. It happened close to his own house, whither he was instantly conveyed, and medical assistance was promptly supplied. Two physicians and three surgeons immediately attended him. He was able to bear the amputation of one leg, which was fractured and shattered above the knee. The medical men thought he could not undergo the operation of a second amputation until he had gained more strength. Nature, however, sank under the exhaustion, and the unfortunate gentleman expired. He has left a wife and three children in very indifferent circumstances. By profession lie was a drawing-master and portrait-painter. He possessed some merit. His wife is in a bad state of health, and, we much fear, children, who are young, will not long have her to protect them, We understand that the most indecent, heartless, and unfeeling conduct was exhibited, soon after the melancholy accident, by the driver of a Liverpool stagecoach, drew his horses opposite the Railway-office,' and called out, "Halloa! who chopped the man's legs off!" The fellow then drove off, exulting in his brutal joy at the shocking accident! ^[5]

https://babel.hathitrust.org/cgi/pt?id=wu.89097043301&seq=11