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Searching For Remains of the Woodhead Tunnels

Welcome to part 6 of this Lost Woodhead series. In this series we're walking from Deepcar to Hadfield - following the route of the closed Woodhead route as closely as possible. In this episode we're walking from Dunford Bridge to Woodhead. However, we're not walking the railway trackbed. The famous Woodhead Tunnels run from Dunford Bridge under the Pennines and burst out by the River Etherow in the small settlement of Woodhead. We can't walk through the tunnels, but we are following the line of the tunnels over the top of the moors, looking for evidence of the tunnels and what remains from the building of them. We can find evidence from the quarrying, tips, navigation points, remains of shaft, including one whole one left. The first tunnel was completed in1845 at a length of 3 miles 13 yards. The 2nd of the older tunnels was completed in 1852. Many navvies lost their lives or were injuried in the building of the railway. Those who worked the steam trains on the line referred to them as 'Hell Holes'. The railway was modernised and electrified in the 1940-1950s. A new tunnel was built to carry both running lines and overhead wires. This opened in 1953. These days, it still carries wires, but those for the National Grid. The new tunnel was closed in 1981. ---- The line opened in 1845, built by the Sheffield, Ashton-under-Lyne and Manchester Railway. It became part of the Manchester, Sheffield & Lincolnshire Railway in 1847. In 1897 it became part of the Great Central Railway (GCR) and it’s mainline between Manchester and London (via Sheffield, Nottingham, Leicester). In 1923, it was grouped under LNER (London North Eastern Railway). Before upon nationalisation moving under British Railways in 1948. Before the outset of WW2, plans were drawn up to electrify the section of the GCR between Manchester and Wath and Sheffield. Steam hauled heavy freight trains were struggling over the steep gradients on the line at the time. The project was delayed by the war, but was completed in 1955. The overhead wires energised at 1,500 volts DC. Whilst this was tried and tested technology (and is still standard in the Netherlands), the comparatively low voltage meant that a large number of electricity substations and heavy cabling would be required. It also made regenerative braking by transfer of power from descending to ascending trains in the same section of line comparatively straightforward. Having seen major investment in the 1950s, the line was controversially closed to passenger traffic on 5 January 1970. Freight continued until 1981 when the line was mothballed. The tracks were ripped up in the following years. Become a channel member - https://www.youtube.com/wobblyrunner/... Buy me a coffee - https://ko-fi.com/wobblyrunner Facebook -   / wobbly.runner   Instagram -   / wobbly.runner