Old photos of Bootle

[fatboyjoe90]

Pine Grove The Coronation Party

[fatboyjoe90]

Tumilty Avenue with Summers Avenue - The Coronation 1953

[fatboyjoe90]

I have deleted the photo of Canal Street party, as I didn’t see that Bob B, had posted it on here. Another senior moment from me, I must do better.

[fatboyjoe90]

Looking south at Bootle Balliol Road station from the access path to the up platform in 1951 three years after closure. The view illustrates how the platforms were located on both sides of the Millers Bridge Road. The station still retained its platform buildings at this time.


Bootle Balliol Road station looking south along the up platform in 1951.


The site of the platforms at Bootle Balliol Road station looking south from street level. The up platform was closest to the photographer. The path that connected to the down platform can be discerned to the right of the line.



The site of Bootle Balliol Road station looking north Small sections of surviving

[bob. b]

Joe you can put it on again please Regards Bob. b

[filsgreen]

They're great photos Joe, whereabouts was Balliol Road station?

Phil

[nicolas]

Seaforth Sands.

[fatboyjoe90]

Phil, it was on the north side of Balliol Road at the junction with Oriel Road.




This is where part of the old Station, and then the old telegraph office was, and this building was built about 5 years ago.



Balliol Road station opened with the branch. The entrance to the station was, as the name would suggest, on Balliol Road where the Bootle Town Hall was situated. Passengers entered the station via a single storey brick building located on the western side of Balliol Road. The building contained waiting rooms and a booking office.

Being situated in a deep cutting with sloping banks and retaining walls the railway was at a much lower elevation than the station building. Passing over the line was Millers Bridge Road, and just to the west was the Lancashire & Yorkshire Railway’s (LYR) Liverpool and Southport line.

The Alexandra Dock branch was a double-track railway and Balliol Road station was provided with two platforms. The up platform (Liverpool direction) was reached via a sloping path that led straight down from the station building. The down platform was approached via a path that passed over the line at the north end of the station where it entered the Berry Street tunnel. The path then ran parallel to the LYR line for a short distance before dropping down to the platform.

The platforms were on a curve and extended to the south side of Millers Bridge Road. Both platforms had waiting facilities and toilets. The up platform facilities were on the north side of Millers Bridge Road and the down were on the south side.

To the south of the station the Alexandra Dock branch climbed to an elevation equal to that of the LYR line before descending into the Oriel Road tunnel which carried it to Atlantic Dock Junction. At the point where the two lines ran parallel a junction had opened by 1 June 1886 when a service of through coaches between Southport Chapel Street and London Euston began. Named Bootle Junction it was controlled by an LYR and an LNWR signal box. The LNWR box was located on the east side of the line at the point where the connecting lines to the LYR diverged from the Alexandra Dock branch. It had opened by 1 June 1886 and was an LNWR Type 4 box with a 20 lever frame. The LYR box, a Railway Signal Company product with a 36 lever frame, had also opened by 1 June 1886. Co-operation between both boxes was required to work the junction as a series of inter-locking bolts had been installed as a safety measure.

At the time of opening Bootle Balliol Road had a frequent service of trains that ran between Liverpool Lime Street and Alexandra Dock, most of which called at all stations on the branch.

By December 1895 there was an intense service of 19 up and 20 down trains from Bootle Balliol Road on Monday-to-Saturday with no trains on Sundays.
The July 1922 timetable showed 13 up and 14 down trains on Monday-to-Friday. On Saturdays there were only 8 up and 7 down services and no trains ran on Sundays.
On 1 January 1923 the Alexandra Dock branch became part of the London Midland & Scottish Railway (LMS). By 1930 the LNWR Bootle Junction signal box had been closed and demolished. The LYR box received a 46 lever LYR frame so that it could control all of the junction and a section of the LNWR line, including that through Balliol Road station.

In summer 1932 there were 11 trains to Alexandra Dock and 13 to Liverpool Lime Street on Monday-to-Saturday only. The first departure from Balliol Road was for Alexandra Dock and it left at 6.53am. The last departure was also for Alexandra Dock at 10.43pm.
On 4 May 1941 Canada Dock station was badly damaged during heavy bombing and the passenger service was withdrawn. Although the station was patched up quickly allowing freight services to resume the passenger service was not resumed leaving only the trains that ran between Liverpool Lime street and Alexandra Dock.
By 1947 the service had reduced to 6 up and 5 down trains running Monday-to-Friday only.

On 1 January 1948 Bootle Balliol Road became part of the British Railways London Midland Region. It did not survive long into the Nationalisation era, closing on 31 May 1948.

The Alexandra Dock branch had always been more important for goods traffic, and it continued to see heavy traffic until dock traffic started to decline in the 1960s. Rail traffic had reached a low ebb by 1980 when there were only a handful of booked trains running through Bootle Balliol Road. After 1980 traffic levels began to pick up, first with the introduction of Freightliner services to and from Seaforth, and in the second half of the 1980s imported coal started to come in through Liverpool docks.

Bootle Balliol Road remained remarkably intact after closure, the road side building surviving until the 1990s. The platforms remained extant but they had degraded significantly by 2013, becoming very overgrown with only the sections beneath Millers Bridge Road clearly visible.

[filsgreen]

Thanks for that comprehensive answer Joe, I never knew it existed. Just shows what you don't notice, although I must have walked past it hundreds of times.

Phil

[bob. b]

Joe with the new cranes being brought in at bootle think it would be good if they opened the lines again.
Great map Joe of the area

[BOBHAMO]

Before oriel station ,balliol station where built
bootle village station was at the end of oriel road and merton road
millers bridge station was on the other side of millers bridge
bobhamo

[fatboyjoe90]

Thanks for your replies Phil, Bob B, and Bob H.

Bob H, if you look at the first and second photos you can see the platforms were located on both sides of the Millers Bridge Road.

[fatboyjoe90]

Ford Station looking east in 1930 as a Liverpool Overhead Railway electric multiple unit passes through the station on route to Dingle.



Ford station was located on the Lancashire & Yorkshire Railway’s (LYR) North Mersey Branch which ran from Fazakerley Junction, on the Liverpool Exchange to Wigan Line,
The line was opened in 27 August 1866 as an important goods line linking the north Liverpool docks with the LYR route to the east. Connections from the North Mersey Branch to the LYR Liverpool to Ormskirk line were provided at Sefton Junction (Aintree) going from west to north and to the LYR Liverpool and Southport line at North Mersey Branch Junction (Litherland) going from East to South.

In 1906 the LYR electrified the North Mersey Branch from North Mersey Branch Junction to Aintree Sefton Arms and they opened two stations at Linacre Road and Ford.
Ford station opened 1 June 1906. It was located on the east side of what became Netherton Way which passed over the line on a bridge. The main line was double track but there were also numerous sidings at Ford which formed part of the huge Aintree Sorting Sidings complex. The station was provided with two platforms which were constructed from timber.

Ford station site looking west in the 1960s as a goods train passes the site of the platforms. The only evidence of the station ever having existed is a change in the brickwork on the right side of the bridge. The entrance to the station would have been at the point where the new brickwork can be seen.

[fatboyjoe90]

Linacre Road bridge looking south in the 1930's. The old station entrance was to the left.Linacre Road station located on an embankment on the east side of the road from which it took its name. Access to the station was via a sloping path that connected the Aintree direction platform to Linacre Road. The station was constructed from timber and had two platforms. The main facilities were in a single storey timber building that was on the north side of the line at a slightly lower elevation than the up (Aintree direction) platform, a set of steps connected it to that platform. A subway ran from the rear of the building under the line and provided a connection to the down (Liverpool direction) platform. Wooden waiting shelters were provided on both platforms.










Looking east towards Linacre Road station from the site of the North Mersey Branch Junction. The points in the foreground are the North Mersey Branch Junction which connected the North Mersey Branch to the Liverpool to Southport Line. The signal box was destroyed by fire on 1 February 1971 which led to the closure of the docks line on 2 February 1971.



In the period following the Second World War, the service at Linacre Road had declined dramatically the summer 1947 timetable showing only 5 trains in each direction Monday-to-Saturday only.
On 1 January 1948, the North Mersey Branch became part of British Railways London Midland Region. The passenger service did not improve and it was withdrawn completely on 2 April 1951. Linacre Lane station was closed completely after the service was withdrawn.

[filsgreen]

This is fascinating Joe; I knew the bus sheds were on the right of Linacre Road, but I didn't know there was a station there as well. I thought that line was just freight to the docks.

Phil

[fatboyjoe90]

Thanks for your reply Phil.

Yes Phil, it’s amazing the stuff you find on the internet. I wish they’d been around when I was younger..

[bob. b]

Joe fantastic bit of information you have found l also didn't know that Joe. Keep it coming Regards Bob. b

[fatboyjoe90]

Thanks for your reply Bob b,

[fatboyjoe90]

On 8 November 1912 a Race Day special of the Lancashire & Yorkshire Railway stands at Aintree Racecourse station. The picture is looking east and the train is standing on what would have normally been the westbound track of the North Mersey branch. The eastbound track can be seen running along the platform which was constructed from a timber facing backfilled with cinders. The eastbound track was raised up through the station site so it could run along the platform. On race days the eastbound line was taken out of use and the westbound became bi-directional. Trains would have arrived almost in convoy all of them heading west. They would then have gone onto the Aintree Gridiron for servicing. After the
Grand National was over they would pick up passengers from the station heading east.



Looking south along Warbreck Moor in the early 20th Century towards Aintree Racecourse station. The single platform of the station was to the left of the bridge on the east side of the road. Access ramps and steps led up to the station from both sides of the Warbreck Moor.





Aintree Racecourse Station was located on the Lancashire & Yorkshire Railways (LYR) North Mersey Branch which had opened as a goods line on 27 August 1866 to provide a link into the Liverpool north docks. The line ran from Fazakerley Junction, on the Liverpool Exchange to Wigan Line, to Gladstone Dock. The line became an important goods route for the LYR and large yards and sorting sidings were up along it in the Aintree area. Connections were also made with both the LYR Liverpool and Preston route and with the line between Liverpool and Southport. The connections were in the form of chords. The link with the Preston line ran from east to north from Sefton Junction to Aintree Sefton Arms. The link with the Southport line ran from west to south between North Mersey Branch Junction and Marsh Lane Junction.

The LYR originally had no intention of operating passenger services on the North Mersey Branch but the fact that it passed very close to Aintree Racecourse, the home of the Grand National, provided a good opportunity for revenue on race days as excursions could be run along the branch. On 13 May 1879 the LYR approved a single needle telegraph instrument for the signal box that was situated at Cinder Lane which was in turn close to the Racecourse. The instrument was approved 'for the race traffic at Cinder Lane'. The approval suggests that race trains were operating on the branch as early as 1879 and that they were specifically visiting Cinder Lane although there is no evidence that any form of station existed at that time.


Looking east at Aintree Racecourse station in 1965 as an ex LMS 8F locomotive heads west with a goods service. The station's single platform that had a railway line running along it, for eastbound traffic, can be seen to the left. One of the rails from the eastbound line can be made out in the picture running along the platform. When the station was in use, which was only ever on race days, the westbound line became bi-
directional.

[filsgreen]

Hi Joe

Once again thanks for the fascinating insight into yesteryear. With your expertise of the defunct railway, what is your opinion of the possibility of using the infrastructure that exists to address the road problems facing the new docks? I feel that we should be utilising it rather than building new roads through green belt land.

Phil

[fatboyjoe90]

First of all Phil, thanks for your comment. I’m no expert on defunct railways, I just post what I find, and I think what is suitable for the site.

In my humble opinion, they should build a flyover or dig a tunnel from Switch Island, to the docks under or over Dunnsbridge road, and Church road. Problem solved in my opinion. But they pay people thousands of pounds a year for thinking of some other harebrained ideas, with no thought for any inconvenience for residents or business’s, just think what this would do for the local economy.

I live in hope.

[fatboyjoe90]

http://s10.postimages.cc/ahs0oc7ll/Morris_dancers.jpg

This is the Bootle Morris dancers from 1908, my great grandfather James Garnett STARKEY is wearing the boater. Can't seem to post the images correctly can someone help.

Chris

Hiya Chris, I hope you don’t mind me posting these photos for you.

[bob. b]

Fantastic again Joe thank you
Phil been saying that about the railways get them up running again

[lynne99]

Do you remember the Morris dances at St George's School? Any photos of them?

[filsgreen]

Hi Joe, your suggestions make sense and they do work, the M6 through Birmingham being a prime example. I feel a tunnel would be a better option of the two, as the pollution from two roads would be horrendous.

I also agree with Bob, they should definitely reinstate the railways as some of the infrastructure is already there, more investment in rolling stock would provide jobs and the pollution would be vastly reduced. But as we all know, Bootle, the North and its inhabitants mean nothing to Westminster and the South.

Phil

[starkeyc]

Hi Joe thankyou for posting my photos, I couldn't seem to do it. Nina Starkey was my cousin she was about 9 in the photo she died in 1999 at Ryde in NSW. The Mr Starkey in the boater training the dancers was my Great grandfather James Garnett Starkey.
Thanks Joe.
Chris

[Shelagh]

Joe and Phil, Tunnel idea may seem like an obvious solution to such a huge problem...
But according to reports from recent local meetings, the tunnel proposal was completely ignored!!
Seems to be two options on the table at the moment - plough a road through Rimrose Valley or widen Church Rd..
Neither of which is acceptable to residents of either, (transport dept. and Peel, quite happy for residents to be arguing with each other about which proposed road it should be) when in fact these things were decided years ago - will obviously be both!!
Millions and millions have been poured into this venture, they wouldn't do that, then suddenly decide, "we haven't a clue how to transport"
Fact is; residents just not being told!
P.S. They have a good rail system in use at the dock now, but nowhere near enough to deal with future amounts of tonnage - Reported figures of 800 H.G.V.s in and out of Seaforth Dock per hour.. yes.. unbelievable!
Residents of Seaforth and Litherland will be hardest hit..constant heavy traffic and pollution.. Maybe even compulsory purchase orders! (Rimrose Vally, last green space in Sefton)
but like you say Phil, the future of Sefton inhabitants will mean nothing to those in the South!!
Shelagh K!

[fatboyjoe90]

Thanks for your replies and comments Bob, Lynne, Phil, Chris, and Shelagh they are much appreciated.

[fatboyjoe90]

The passenger station at Canada Dock opened on 1 July 1870 as Bootle. The station building which housed the booking office was at street level on the east side of Derby Road opposite access gates on the west side that led to the goods station. Derby Road passed over the numerous lines at Canada Dock on a multi-arched bridge. The building was single-storey red brick structure at road overbridge level, supported on iron pillars. Groups of arched windows, in pairs or threes gave the building some distinction, particularly as the window arches were accentuated by yellow bricks which radiated from them. The slate roof was hipped. Within the building were a booking hall, booking office and waiting room. The line at this point was below street level, and from the rear of the station building a set of wooden steps led down to a single platform. The platform was constructed from brick and had one face on its north side. The rear of the platform had a brick wall. To both the north and south of the platform were numerous sidings that were part of the goods station. The platform stretched from Derby Road to Bankhall Lane which also passed over the line bridge.

To the east of the station the lines merged into the double-track railway of the Bootle branch and ran into Canada Dock tunnel.
Bootle station was served by trains to and from Liverpool Lime Street calling at all stations along the branch.
On 5 September 1881 a line opened from the Bootle branch to Alexandra Dock. It had its junction with the branch at Atlantic Dock Junction which was at the eastern end of the Canada Dock tunnel. With the opening of the new line Bootle station was renamed Canada Dock.

A signal box opened to the east of the passenger station in 1893. It was an LNWR type 4 box with a brick base and a timber upper cabin. It was fitted with a 30-lever frame. The box was named Bootle No. 1.

The December 1895 timetable showed Canada Dock as having 19 arrivals and 19 departures on Monday-to-Saturday. By July 1922 this had reduced to 6 arrivals and 7 departures on Monday-to-Friday as shown in the table below. On Saturdays there were only 5 arrivals and On 1 January 1923 Canada Dock station became part of the London Midland & Scottish Railway (LMS). By the summer of 1932 it had only five trains in each direction on weekdays. The first arrival was at 7.09am and it departed for a return journey to Lime Street at 7.25am. The last arrival was at 5.39pm and it departed for Lime Street at 6.00pm. By way of contrast Alexandra Dock station had twelve services in each direction.

In 1930 Bootle N0. 1 signal box was renamed Canada Dock No. 1. A year later, though, in 1931 it was reduced to a ground frame.

With the outbreak of the Second World War on 3 September 1939 Liverpool found itself in the firing line. The first bombs fell on 4 August 1940. Canada Dock goods station was hit on numerous occasions. On 4 May 1941 it suffered its worst damage when the goods station was completely destroyed by fire and the Leeds & Liverpool Canal which ran along the southern boundary of Canada Dock goods station was hit. Water from the canal poured onto the site flooding the yard and causing extensive damage. No trains could run and the passenger service was suspended. Although repairs were quickly carried out and goods trains were able to operate within a few days, the passenger service was not reintroduced. The last train departed from the goods station on 3 September 1982, the passenger station surviving intact throughout that period and even after closure. The ground frame was closed on 12 September 1982 marking the absolute end of rail traffic to Canada Dock. The passenger station was demolished in the 1992, and its site was filled in destroying all trace.
Looking west along the platform at Canada Dock station in February 1969.




The stree- level booking office is seen at the far end of the platform. Although the station had been closed for 28 years it was just as it had been when it had opened in 1870.

Canada Dock station looking north from an elevated position in 1977. The passenger station booking office can be seen to the right on Derby Road. The Canada Dock goods station dominates the view.

Canada Dock station looking north from the southern side of the goods yard in February 1986.

Canada Dock station booking office seen in 1983.

Looking east at the site of Canada Dock station booking office on 19 December 2010.

[Shelagh]

Great pictures Joe, what a rail system this city once had, all very interesting, amazing what can be gleaned from old photos.. Thanks for all the info Joe!

[lily8]

Fabulous stuff Joe

[lynne99]

Thanks Joe, very interesting and thanks for sharing.
Forgot to say this is stopping the house work

[Invicta]

Very good history lesson here Joe, thanks for your research. Ken

[bob. b]

well done Joe some more history thanks

[fatboyjoe90]

Thanks for your kind comments Shelagh, Lily, Lynne, Ken, and Bob, they are much appreciated.