View source for Liverpool and Manchester Railway

{{Short description|Railway in England (1830–1845)}}
{{About|the historical railway|the current line from Liverpool to Manchester|Liverpool–Manchester lines}}
{{Use British English|date=October 2013}}
{{Use dmy dates|date=June 2020}}
{{Infobox rail
|railroad_name     = Liverpool and Manchester Railway
|logo_filename     = 
|logo_size         =
|system_map        = 
|map_caption       =
|map_size          =
|marks             =
|image             = Opening Liverpool and Manchester Railway.jpg
|image_caption     = A lithograph of the Liverpool and Manchester Railway crossing the Bridgewater Canal at Patricroft, by A. B. Clayton.
|locale            = [[Lancashire]]
|start_year        = 1830
|end_year          = 1845
|predecessor_line  =
|successor_line    = [[Grand Junction Railway]]
|gauge             = {{Track gauge|uksg|allk=on}}
|length            = {{convert|31|mi}}
|hq_city           = [[Liverpool]]
|website           =
}}
{{Liverpool and Manchester Railway}}

The '''Liverpool and Manchester Railway'''<ref>[https://books.google.com/books?id=G6JVAAAAcAAJ ''A History and Description of the Liverpool and Manchester Railway'']. T. Taylor, 1832.</ref><ref>Arthur Freeling. [https://books.google.com/books?id=t8EHAAAAQAAJ ''Freeling's Grand Junction Railway Companion'']. Whittaker, 1838</ref><ref>James Cornish. [https://archive.org/details/grandjunctionan00corngoog ''The Grand Junction, and the Liverpool and Manchester Railway Companion: Containing an Account of Birmingham, Liverpool, and Manchester'']. 1837.</ref> ('''L&MR''') was the first inter-city railway in the world.{{Sfn|BBC|2009}}{{efn-lr|The [[Stockton and Darlington Railway]] opened in 1825, but sections of this line employed [[Cable railway|cable haulage]], and only the coal trains were hauled by locomotives. The [[Canterbury and Whitstable Railway]], opened in May 1830, was also mostly cable hauled. [[Horse|Horse-drawn]] traffic, including passenger services, used the railway upon payment of a toll.}} It [[Opening of the Liverpool and Manchester Railway|opened on 15 September 1830]] between the [[Lancashire]] towns of [[Liverpool]] and [[Manchester]] in England.{{Sfn|BBC|2009}} It was also the first railway to rely exclusively on locomotives driven by [[Steam engine|steam power]], with no [[Horsecar|horse-drawn]] traffic permitted at any time; the first to be entirely [[double track]] throughout its length; the first to have a true [[Railway signalling|signalling]] system; the first to be fully [[Public transport timetable|timetabled]]; and the first to carry [[mail]].{{sfn|Jarvis|2007|p=20}}

Trains were hauled by company [[steam locomotive]]s between the two towns, though private wagons and carriages were allowed. [[Cable railway|Cable haulage]] of freight trains was down the steeply-graded {{convert|1.26|mi|km|adj=on}} [[Wapping Tunnel]] to Liverpool Docks from Edge Hill junction. The railway was primarily built to provide faster transport of raw materials, finished goods, and passengers between the [[Port of Liverpool]] and the [[cotton mill]]s and factories of Manchester and surrounding towns.

Designed and built by [[George Stephenson]], the line was financially successful, and influenced the development of railways across Britain in the 1830s. In 1845, the railway was absorbed by its principal business partner, the [[Grand Junction Railway]] (GJR), which in turn amalgamated the following year with the [[London and Birmingham Railway]] and the [[Manchester and Birmingham Railway]] to form the [[London and North Western Railway]].{{sfn|Thomas|1980|p=107}}

== History ==

=== Background ===
[[File:First passenger railway 1830.jpg|thumb|left|Illustration of the ''Rocket'' hauling a passenger train on the L&MR in 1830]]

During the [[Industrial Revolution]], huge tonnages of raw material were imported through Liverpool and carried to the textile mills near the [[Pennines]] where water, and later steam power, enabled the production of the finished cloth, much of which was then transported back to Liverpool for export.{{sfn|Thomas|1980|p=11}}{{sfn|Ferneyhough|1980|p=11}} The existing means of water transport, the [[Mersey and Irwell Navigation]], the [[Bridgewater Canal]] and the [[Leeds and Liverpool Canal]], dated from the 18th century, and were felt to be making excessive profits from the cotton trade and throttling the growth of Manchester and other towns.{{sfn|Dendy Marshall|1930|pp=1–3}}{{sfn|Thomas|1980|p=12}} Goods were transported between Liverpool and the factories around Manchester either by the canals or by poor-quality roads; the [[Toll road|turnpike]] between Liverpool and Manchester was described as "crooked and rough" with an "infamous" surface.{{sfn|Thomas|1980|p=12}} Road accidents were frequent, including waggons and coaches overturning, which made goods traffic problematic.{{sfn|Ferneyhough|1980|p=13}}

The proposed railway was intended to achieve cheap transport of raw materials, finished goods and passengers between the Port of Liverpool and east [[Lancashire]], in the port's [[hinterland]]. There was support for the railway from both Liverpool and London but Manchester was largely indifferent and opposition came from the canal operators and the two local landowners, the [[Edward Smith-Stanley, 12th Earl of Derby|Earl of Derby]] and the [[William Molyneux, 2nd Earl of Sefton|Earl of Sefton]], over whose land the railway would cross.{{sfn|Dendy Marshall|1930|pp=1–3}}{{sfn|Taylor|1988|p=158}}

The proposed Liverpool and Manchester Railway was to be one of the earliest land-based public transport systems not using animal traction power. Before then, public railways had been horse-drawn, including the [[Lake Lock Rail Road]] (1796),<ref>John Goodchild, 'The Lake Lock Railroad', Early Railways 3, pp. 40–50</ref> [[Surrey Iron Railway]] (1801) and the [[Oystermouth Railway]] near Swansea (1807).{{sfn|Ferneyhough|1980|p=7}}

===Formation===
[[File:Replica Rocket and coach.jpg|thumb|left|A replica L&MR coach and the ''Rocket'' at the ''Rocket'' 150 event in 1980]]
The original promoters are usually acknowledged to be [[Joseph Sandars]], a rich Liverpool corn merchant, and [[John Kennedy (manufacturer)|John Kennedy]], owner of the largest spinning mill in Manchester. They were influenced by [[William James (railway promoter)|William James]].{{sfn|Thomas|1980|pp=12–13}}{{sfn|Ferneyhough|1980|p=50}}<ref name=sim>{{cite web|url=https://www.scienceandindustrymuseum.org.uk/objects-and-stories/making-the-liverpool-and-manchester-railway|title=Making the Liverpool and Manchester Railway|publisher=[[Science and Industry Museum]]|access-date=9 June 2019}}</ref> James was a land surveyor who had made a fortune in property speculation. He advocated a national network of railways, based on what he had seen of the development of colliery lines and locomotive technology in the north of England.{{sfn|Ferneyhough|1980|pp=14–15}}

The Liverpool and Manchester Railway Company was founded on 20 May 1824.{{sfn|Thomas|1980|p=18}} It was established by [[Henry Booth]], who became its secretary and treasurer, along with merchants from [[Liverpool]] and [[Manchester]]. [[Charles Lawrence (merchant)|Charles Lawrence]] was the Chairman, Lister Ellis, Robert Gladstone, John Moss and Joseph Sandars were the Deputy Chairmen.{{sfn|Booth|1830|p=9}}

{{Infobox UK legislation
| short_title           = Liverpool and Manchester Railway Act 1826
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for making and maintaining a Railway or Tramroad from the Town of Liverpool to the Town of Manchester, with certain Branches therefrom, all in the County of Lancaster.
| year                  = 1826
| citation              = [[7 Geo. 4]]. c. xlix
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 5 May 1826
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = {{ubli|[[Grand Junction Railway Act 1845]]}}
| related_legislation   = 
| status                = repealed
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = 
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
A bill was drafted in 1825 to Parliament, which included a 1-inch to the mile map of the railway's route.{{sfn|Thomas|1980|p=22}} The first bill was rejected but the second passed as the '''{{visible anchor|Liverpool and Manchester Railway Act 1826}}''' ([[7 Geo. 4]]. c. xlix) in May the following year.{{sfn|Thomas|1980|pp=26–30}} In Liverpool 172 people bought 1,979 shares, in London 96 took 844, Manchester 15 with 124, 24 others with 286. The [[George Leveson-Gower, 1st Duke of Sutherland|Marquess of Stafford]] held 1,000, making 308 [[shareholder]]s with 4,233 shares.

=== Survey and authorisation ===
[[File:Sankey viaduct.jpg|thumb|left|[[Sankey Viaduct|Stephenson's viaduct]] crosses the Sankey Brook, and the remains of the [[Sankey Canal]]. The viaduct is in use to this day.]]

The first survey for the line was carried out by James in 1822. The route was roughly the same as what was built, but the committee were unaware of exactly what land had been surveyed. James subsequently declared bankruptcy and was imprisoned that November. The committee lost confidence in his ability to plan and build the line{{sfn|Thomas|1980|p=17}} and, in June 1824, [[George Stephenson]] was appointed principal engineer.{{sfn|Thomas|1980|pp=18–19}}  As well as objections to the proposed route by Lords Sefton and Derby, [[Robert Haldane Bradshaw]], a trustee of the [[Francis Egerton, 3rd Duke of Bridgewater|Duke of Bridgewater]]'s estate at [[Worsley]], refused any access to land owned by the [[Bridgewater Canal#Bridgewater Trustees|Bridgewater Trustees]] and Stephenson had difficulty producing a satisfactory survey of the proposed route and accepted James' original plans with spot checks.{{sfn|Thomas|1980|p=23}}{{sfn|Thomas|1980|pp=18–19}}
 
The survey was presented to Parliament on 8 February 1825,{{sfn|Ferneyhough|1980|p=19}} but was shown to be inaccurate. [[Francis Giles]] suggested that putting the railway through [[Chat Moss]] was a serious error and the total cost of the line would be around £200,000 instead of the £40,000 quoted by Stephenson.{{sfn|Thomas|1980|p=26}} Stephenson was cross examined by the opposing counsel led by [[Edward Alderson (judge)|Edward Hall Alderson]] and his lack of suitable figures and understanding of the work came to light. When asked, he was unable to specify the levels of the track and how he calculated the cost of major structures such as the Irwell Viaduct. The bill was thrown out on 31 May.{{sfn|Ferneyhough|1980|p=20}}{{sfn|Jarvis|2007|p=22}}

In place of George Stephenson, the railway promoters appointed [[George Rennie (engineer)|George]] and [[John Rennie (railway engineer)|John Rennie]] as engineers, who chose [[Charles Blacker Vignoles]] as their surveyor.{{sfn|Thomas|1980|p=27}} They set out to placate the canal interests and had the good fortune to approach the marquess{{clarify|date=June 2019}} directly through their counsel, W. G. Adam, who was a relative of one of the trustees, and the support of [[William Huskisson]] who knew the marquess personally.{{sfn|Thomas|1980|p=25}} Implacable opposition to the line changed to financial support.{{sfn|Thomas|1980|p=28}}

The second bill received [[royal assent]] as the Liverpool and Manchester Railway Act 1826 ([[7 Geo. 4]]. c. xlix) on 5 May 1826.{{sfn|Ferneyhough|1980|p=26}} The railway route ran on a significantly different alignment, south of Stephenson's, avoiding properties owned by opponents of the previous bill. From [[Huyton]] the route ran directly east through [[Parr Moss]], [[Newton, Greater Manchester|Newton]], Chat Moss and [[Eccles, Greater Manchester|Eccles]]. In Liverpool, the route included a {{convert|1.25|miles|adj=on}} tunnel from [[Edge Hill, Liverpool|Edge Hill]] to the docks, avoiding crossing any streets at ground level.{{sfn|Thomas|1980|p=28}} It was intended to place the Manchester terminus on the [[Salford, Greater Manchester|Salford]] side of the River Irwell, but the [[Mersey and Irwell Navigation]] withdrew their opposition to a crossing of the river at the last moment in return for access for their carts over the intended railway bridge. The Manchester station was therefore fixed at Liverpool Road in [[Castlefield]].{{sfn|Thomas|1980|pp=28–29,50}}

=== Construction ===
{{Infobox UK legislation
| short_title           = {{visible anchor|Liverpool and Manchester Railway Act 1827}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for amending and enlarging the Powers and Provisions of an Act relating to the Liverpool and Manchester Railway.
| year                  = 1827
| citation              = [[7 & 8 Geo. 4]]. c. xxi
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 12 April 1827
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = {{ubli|Liverpool and Manchester Railway Act 1826}}
| replaces              = 
| amendments            = 
| repealing_legislation = [[Grand Junction Railway Act 1845]]
| related_legislation   = 
| status                = repealed
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Geo4/7-8/21/pdfs/ukla_18270021_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Liverpool and Manchester Railway Act 1828}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act to enable the Company of Proprietors of the Liverpool and Manchester Railway to alter the Line of the said Railway, and for amending and enlarging the Powers and Provisions of the several Acts relating thereto.
| year                  = 1828
| citation              = [[9 Geo. 4]]. c. vii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 26 March 1828
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = [[Grand Junction Railway Act 1845]]
| related_legislation   = 
| status                = repealed
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Geo4/9/7/pdfs/ukla_18280007_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Liverpool and Manchester Railway Act 1829}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for enabling the Liverpool and Manchester Railway Company to make an Alteration in the Line of the said Railway, and for amending and enlarging the Powers and Provisions of the several Acts relating thereto.
| year                  = 1829
| citation              = [[10 Geo. 4]]. c. xxxv
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 14 May 1829
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = [[Grand Junction Railway Act 1845]]
| related_legislation   = 
| status                = repealed
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Geo4/10/35/pdfs/ukla_18290035_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
[[File:View of the Railway across Chat Moss, from Bury's Liverpool and Manchester Railway, 1831 - artfinder 267570 full 1024x836.jpg|thumb|left|alt=A very early steam locomotive pulling four open carriages under a cloudy blue sky along a track slightly built up from the surrounding flat countryside. The train has just passed a small farmhouse and is approaching a gentleman who is standing by the side of the track.|''View of the Railway Across Chat Moss'' by Thomas Talbot Bury, 1831]]

The first contracts for draining Chat Moss were let in June 1826. The Rennies insisted that the company should appoint a resident engineer, recommending either [[Josias Jessop]] or [[Thomas Telford]], but would not consider George Stephenson except in an advisory capacity for locomotive design.{{sfn|Thomas|1980|p=33}} The board rejected their terms and re-appointed Stephenson as engineer with his assistant [[Joseph Locke]].{{sfn|Thomas|1980|p=35}} Stephenson clashed with Vignoles, leading to the latter resigning as resident Surveyor.{{sfn|Thomas|1980|p=37}}

The line was {{convert|31|mi|km|adj=on}} long.{{sfn|Thomas|1980|p=34}} Management was split into three sections. The western end was run by Locke, the middle section by [[William Allcard]] and the eastern section including [[Chat Moss]], by John Dixon.{{sfn|Ferneyhough|1980|p=32}} The track began at the {{convert|2250|yd|km|adj=on}} [[Wapping Tunnel]] beneath Liverpool from the south end of [[Liverpool Docks]] to [[Edge Hill, Merseyside|Edge Hill]].{{sfn|Thomas|1980|p=39}} It was the world's first tunnel to be bored under a metropolis.<ref>{{cite web|url=http://www.engineering-timelines.com/scripts/engineeringItem.asp?id=757 |title=Wapping and Crown Street Tunnels |publisher=Engineering Timelines |access-date=14 September 2016}}</ref> Following this was a {{convert|2|mi|km|0|adj=on}} long cutting up to {{convert|70|ft|m}} deep through rock at [[Olive Mount cutting|Olive Mount]],{{sfn|Thomas|1980|p=42}} and a {{convert|712|ft|m|adj=on}} nine-arch viaduct, each arch of {{convert|50|ft|m}} span and around {{convert|60|ft|m}} high over the Sankey Brook valley.{{sfn|Thomas|1980|p=44}}

The railway included the {{convert|4+3/4|mi|km|adj=on}} crossing of Chat Moss. It was found impossible to drain the [[bog]] and so the engineers used a design from Robert Stannard, steward for [[William Roscoe]], that used wrought iron rails supported by timber in a [[Herringbone pattern|herring bone]] layout.{{sfn|Thomas|1980|p=46,48}} About {{convert|70000|cuft}} of spoil was dropped into the bog; at Blackpool Hole, a contractor tipped soil into the bog for three months without finding the bottom.{{sfn|Thomas|1980|p=47}} The line was supported by empty tar barrels sealed with clay and laid end to end across the drainage ditches either side of the railway.{{sfn|Thomas|1980|p=48}} The railway over Chat Moss was completed by the end of 1829. On 28 December, the ''[[Stephenson's Rocket|Rocket]]'' travelled over the line carrying 40 passengers and crossed the Moss in 17 minutes, averaging {{convert|17|mph}}.{{sfn|Ferneyhough|1980|p=64}} In April the following year, a test train carrying a 45-ton load crossed the moss at {{convert|15|mph}} without incident.{{sfn|Thomas|1980|p=49}} The line now supports locomotives 25 times the weight of the ''Rocket''.{{citation needed|date=June 2019}}

The railway needed 64 bridges and viaducts,{{Sfn|BBC|2009}} all built of brick or [[masonry]], with one exception: the Water Street bridge at the Manchester terminus. A cast iron [[Beam (structure)|beam]] [[girder]] bridge was built to save [[Structure gauge|headway]] in the street below. It was designed by [[William Fairbairn]] and [[Eaton Hodgkinson]], and cast locally at their factory in [[Ancoats]]. It is important because [[cast iron]] girders became an important structural material for the growing rail network.{{sfn|Hartwell|2002|p=15}} Although Fairbairn tested the girders before installation, not all were so well designed, and there were many examples of catastrophic failure in the years to come, resulting in the [[Dee bridge disaster]] of 1847 and culminating in the [[Tay Bridge disaster]] of 1879.

The line was laid using {{convert|15|ft|m|adj=on}} [[Rail profile#History|fish-belly rails]] at {{convert|35|lb/yd|kg/m|abbr=on|lk=in}}, laid either on [[Rock (geology)|stone]] [[Masonry|blocks]] or, at Chat Moss, wooden [[Railroad tie|sleepers]].{{sfn|Ferneyhough|1980|p=33}}<ref>{{cite web|url=https://lancashireminingmuseum.org/2017/05/02/fishbelly-rails-on-stone-sleepers-original-track-on-the-liverpool-manchester-bolton-leigh-railway-of-1830/|title=Fishbelly Rails on stone sleepers - Original track on the Liverpool Manchester Bolton Leigh Railway of 1830|work=LANCASHIRE MINING MUSEUM |date=2 May 2017|access-date=15 June 2019}}</ref>

The physical work was carried out by a large team of men, known as "navvies", using hand tools. The most productive teams could move up to 20,000 tonnes of earth in a day and were well paid.<ref>{{cite news|url=https://www.manchestereveningnews.co.uk/news/greater-manchester-news/how-the-railways-made-manchester-10735847|title=How the railways made Manchester|newspaper=Manchester Evening News|date=18 January 2016|access-date=16 June 2019}}</ref> Nevertheless, the work was dangerous and several deaths were recorded.<ref>{{cite web|url=https://www.thegazette.co.uk/all-notices/content/100741|title=The opening of the Liverpool and Manchester railway, 1830|work=London Gazette|access-date=16 June 2019}}</ref>

==== Cable or locomotive haulage ====
{{For|details of L&MR locomotives|List of Liverpool and Manchester Railway locomotives}}

[[File:Bridgewater foundary.gif|thumb|left|The railway passes the [[Bridgewater Foundry]], alongside the [[Bridgewater Canal]] at [[Patricroft]], pictured in 1839]]

In 1829, adhesion-worked locomotives were not reliable. The experience on the [[Stockton and Darlington Railway]] was well-publicised, and a section of the [[Hetton colliery railway]] had been converted to cable haulage. The success of the cable haulage was indisputable, but the steam locomotive was still untried. The {{abbr|L&MR|Liverpool and Manchester Railway}} had sought to de-emphasise the use of steam locomotives during the passage of the bill, the public were alarmed at the idea of monstrous machines which, if they did not explode, would fill the countryside with noxious fumes.

Attention was turning towards steam road carriages, such as those of [[Goldsworthy Gurney#Gurney's steam carriage|Goldsworthy Gurney's]] and there was a division in the {{abbr|L&MR|Liverpool and Manchester Railway}} board between those who supported Stephenson's "loco-motive" and those who favoured cable haulage, the latter supported by the opinion of the engineer, [[John Urpeth Rastrick|John Rastrick]]. Stephenson was not averse to cable haulage—he continued to build such lines where he felt it appropriate—but knew its main disadvantage, that any breakdown anywhere would paralyse the whole line.

The line's gradient was designed to concentrate the steep grades in three places, at either side of Rainhill at 1 in 96 {{cnspan|and down to the docks at Liverpool at 1 in 50|date=June 2019}}) and make the rest of the line very gently graded, no further than 1 in 880.{{sfn|Ferneyhough|1980|p=33}} When the line opened, the passenger section from Edge Hill to [[Crown Street railway station]] was cable hauled, as was the section through the [[Wapping Tunnel]], as the act of Parliament{{which|date=July 2024}} forbade the use of locomotives on this part of the line.{{sfn|Ferneyhough|1980|p=37}}

To determine whether and which locomotives would be suitable, in October 1829 the directors organised a public competition, known as the [[Rainhill trials]], which involved a run along a {{convert|1|mile}} stretch of track.{{sfn|Ferneyhough|1980|p=44}} Ten locomotives were entered for the trials, but on the day of the competition only five were available to compete:<ref>{{cite book |title=The Encyclopedia of the Industrial Revolution in World History |volume=3 |first=Kenneth E. |last=Hendrickson, III |publisher=Rowman & Littlefield |date=25 November 2014}}</ref>  The ''Rocket'', designed by George Stephenson and his son, [[Robert Stephenson|Robert]], was the only one to successfully complete the journey and, consequently, [[Robert Stephenson and Company]] were awarded the locomotive contract.{{sfn|Ferneyhough|1980|pp=48,55}}

==== Double track ====
The line was built to {{RailGauge|ussg}} ([[standard gauge]]) and [[double track]].{{sfn|Ferneyhough|1980|p=32}} A decision had to be made about how far apart the two tracks should be. It was decided to make the space between the separate tracks the same as the track gauge itself, so that it would be possible to operate trains with unusually wide loads up the middle during quiet times. Stephenson was criticised for this decision;{{sfn|Ferneyhough|1980|p=32}} it was later decided that the tracks were too close together, restricting the width of the trains, so the gap between tracks ([[track centres]]) was widened. The narrowness of the gap contributed to the first fatality, that of [[William Huskisson]], and also made it dangerous to perform maintenance on one track while trains were operating on the other.{{citation needed|date=September 2009}} Even in the 21st century, adjacent tracks on British railways tend to be laid closer together than elsewhere.<ref name="britishgauging">{{cite web|url=http://www.rssb.co.uk/Library/groups-and-committees/2013-guide-vehicle-structure-sic-guide-to-british-gauging-t926.pdf|publisher=[[Rail Safety and Standards Board]] (RSSB)|date=January 2013|access-date=3 August 2015|url-status=dead|archive-url=https://web.archive.org/web/20151019001730/http://www.rssb.co.uk/Library/groups-and-committees/2013-guide-vehicle-structure-sic-guide-to-british-gauging-t926.pdf|archive-date=19 October 2015|title=Gauging - The V/S SIC Guide to British gauging practice}}</ref>

=== Opening ===
{{Main|Opening of the Liverpool and Manchester Railway}}
[[File:Planet replica.jpg|thumb|A working replica of the ''[[Planet (locomotive)|Planet]]'' at the [[Manchester Science Museum]]]]

The line opened on 15 September 1830 with termini at [[Manchester Liverpool Road railway station|Manchester, Liverpool Road]] (now part of the [[Museum of Science and Industry in Manchester]]) and Liverpool [[Crown Street railway station|Crown Street]].  The festivities of the opening day were marred when [[William Huskisson]], the Member of Parliament for Liverpool, was killed.<ref name=sim/> The southern line was reserved for the special opening train, drawn by the locomotive [[Northumbrian (locomotive)|''Northumbrian'']] conveying the [[Arthur Wellesley, 1st Duke of Wellington|Duke of Wellington]], the Prime Minister, in an ornamental carriage, together with distinguished guests in other carriages.{{sfn|Ferneyhough|1980|p=70}} When the train stopped for water at [[Parkside railway station (Merseyside)|Parkside]], near [[Newton-le-Willows]], it was intended that the other trains should pass in review on the northern line.{{sfn|Ferneyhough|1980|p=73}}<ref name="Hull Packet">{{cite news|title=Opening of the Liverpool and Manchester Railway: Melancholy accident to Mr. Huskisson (From a Manchester Paper) |last=Anon |date=21 September 1830|work=The Hull Packet and Humber Mercury}}</ref> It was easy for passengers to get down and stretch their legs, despite being instructed not to, particularly as there was an interval between the delayed passing trains. Huskisson decided to alight and stroll alongside the train, and on spotting the duke decided to start a conversation. The ''Rocket'' was spotted heading in the opposite direction as people shouted at Huskisson to get back on the train.{{sfn|Thomas|1980|p=86}}{{sfn|Ferneyhough|1980|p=75}}

[[File:Huskisson memorial 1833.jpg|thumb|left|The unveiling of the new Huskisson Memorial in 1913]]
The Austrian ambassador was pulled back into the carriage, but Huskisson panicked.{{sfn|Thomas|1980|p=87}} He tried to climb into the carriage, but grabbed the open door, which swung back, causing him to lose his grip. He fell between the tracks and the ''Rocket'' ran over his leg, shattering it. He is reported to have said, "I have met my death—God forgive me!"{{sfn|Ferneyhough|1980|p=75}}

The ''Northumbrian'' was detached from the duke's train and rushed him to [[Eccles, Greater Manchester|Eccles]], where he died in the vicarage.{{sfn|Ferneyhough|1980|p=76}} Thus he became the world's first widely reported railway passenger fatality. The somewhat subdued party proceeded to Manchester, where, the Duke being deeply unpopular with the [[weaver (occupation)|weavers]] and mill workers, they were given a lively reception, and returned to Liverpool without alighting.{{sfn|Ferneyhough|1980|pp=77–78}} A grand reception and banquet had been prepared for their arrival.

===Operation===
{{Infobox UK legislation
| short_title           = {{visible anchor|Liverpool and Manchester Railway Act 1831}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for amending and enlarging the Powers and Provisions of the several Acts relating to the Liverpool and Manchester Railway.
| year                  = 1831
| citation              = 1 Will. 4. c. li
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 22 April 1831
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = {{ubli|[[Grand Junction Railway Act 1845]]}}
| related_legislation   = 
| status                = repealed
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Will4/1/51/pdfs/ukla_18310051_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Liverpool and Manchester Railway Act 1832}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for enabling the Liverpool and Manchester Railway Company to make a Branch Railway, and for amending and enlarging the Powers and Provisions of the several Acts relating to such Railway.
| year                  = 1832
| citation              = [[2 & 3 Will. 4]]. c. xlvi
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 23 May 1832
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = {{ubli|[[Grand Junction Railway Act 1845]]}}
| related_legislation   = 
| status                = repealed
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Will4/2-3/46/pdfs/ukla_18320046_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Liverpool and Manchester Railway Company Act 1837}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for enabling the Liverpool and Manchester Railway Company to raise more Money, and for amending and enlarging the Powers and Provisions of the several Acts relating to the said Railway.
| year                  = 1837
| citation              = [[7 Will. 4 & 1 Vict.]] c. xxvii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 5 May 1837
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = {{ubli|[[Grand Junction Railway Act 1845]]}}
| related_legislation   = 
| status                = repealed
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Will4and1Vict/7/27/pdfs/ukla_18370027_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
{{Infobox UK legislation
| short_title           = {{visible anchor|Liverpool and Manchester Railway Act 1839}}
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = An Act for enabling the Liverpool and Manchester Railway Company to extend the Line of the said Railway, and for amending and enlarging the Powers and Provisions of the several Acts relating to such Railway.
| year                  = 1839
| citation              = [[2 & 3 Vict.]] c. xli
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 14 June 1839
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Vict/2-3/41/pdfs/ukla_18390041_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
[[File:2004-10-09 Bridge over A49.jpg|thumb|Stephenson's bridge over the Warrington–Wigan [[turnpike trust|Turnpike Road]] (now A49) at Newton-le-Willows]]

The {{abbr|L&MR|Liverpool and Manchester Railway}} was successful and popular, and reduced journey times between Liverpool and Manchester to two hours.{{sfn|Thomas|1980|pp=91,93}} Most stage coach companies operating between the two towns closed shortly after the railway opened as it was impossible to compete.{{sfn|Thomas|1980|p=186}} Within a few weeks of the line opening, it ran its first excursion trains and carried the world's first railway mail carriages;{{sfn|Ferneyhough|1980|p=86}} by the summer of 1831, it was carrying special trains to the races.{{sfn|Ferneyhough|1980|p=195}} The railway was a financial success, paying investors an average annual [[dividend]] of 9.5% over the 15 years of its independent existence: a level of profitability that would never again be attained by a British railway company.{{sfn|Wolmar|2007|p=55}}

The railway was purposefully designed for the benefit of the public, carrying passengers as well as freight. Shares in the company were limited to ten per person and profits from these were limited.{{sfn|Jackman|2014|p=526}} Although the intention had been to carry goods, the canal companies reduced their prices, leading to a price war between them and the railway.{{sfn|Thomas|1980|p=207}} The line did not start carrying goods until December, when the first of some more powerful engines, [[Planet (locomotive)|''Planet'']], was delivered.

The line's success in carrying passengers was universally acclaimed.{{sfn|Jackman|2014|p=526}} The experience at Rainhill had shown that unprecedented speed could be achieved and travelling by rail was cheaper and more comfortable than travel by road. The company concentrated on passenger travel, a decision that had repercussions across the country and triggered the "[[railway mania]] of the 1840s".{{sfn|Ferneyhough|1980|p=138}} [[John B. Jervis]] of the [[Delaware and Hudson Railway]] some years later wrote: "It must be regarded&nbsp;... as opening the epoch of railways which has revolutionised the social and commercial intercourse of the civilized world".{{sfn|Carlson|1969|pp=11–16}}

At first trains travelled at {{convert|16|mph|km/h}} carrying passengers and {{convert|8|mph}} carrying goods because of the limitations of the track.{{sfn|Thomas|1980|pp=168–169}} Drivers could, and did, travel more quickly, but were reprimanded: it was found that excessive speeds forced apart the light rails, which were set onto individual stone blocks without cross-ties.{{citation needed|date=June 2019}} In 1837 the original fish-belly [[Rail profile#History|parallel rail]] of {{convert|50|lb/yd|kg/m|1}}, on [[Railroad tie|sleepers]] started to be replaced.{{sfn|Thomas|1980|pp=60–61}}

The railway directors realised that Crown Street was too far away from the centre of Liverpool to be practical, and decided in 1831 to construct a new terminus at [[Liverpool Lime Street railway station|Lime Street]].{{sfn|Thomas|1980|p=116}} The tunnel from Edge Hill to Lime Street was completed in January 1835 and opened the following year. The station opened on 15 August 1836 before it had been completed.{{sfn|Thomas|1980|p=119}}

On 30 July 1842, work started to extend the line from Ordsall Lane to a [[Manchester Victoria railway station|new station]] at Hunts Bank in Manchester that also served the [[Manchester and Leeds Railway]]. The line opened on 4 May 1844 and [[Manchester Liverpool Road railway station|Liverpool Road station]] was then used for goods traffic.{{sfn|Ferneyhough|1980|p=104-105}}

On 8 August 1845, the {{abbr|L&MR|Liverpool and Manchester Railway}} was absorbed by its principal business partner, the [[Grand Junction Railway]] (GJR), which had opened the first trunk railway from Birmingham to Warrington in 1837.{{sfn|Ferneyhough|1980|pp=132,137}} The following year the {{abbr|GJR|Grand Junction Railway}} formed part of the [[London and North Western Railway]].{{sfn|Ferneyhough|1980|p=157}}

== Signalling ==
The Liverpool and Manchester Railway was the first railway to have a system of [[Railway signalling|signalling]].{{sfn|Jarvis|2007|p=20}} This was undertaken by policemen, who were stationed along the line at distances of a mile or less.{{sfn|Thomas|1980|p=216}} Initially these policemen signalled that the line was clear by standing straight with their arms outstretched. If the policeman was not present, or was standing at ease, this indicated that there was an obstruction on the line ahead.{{sfn|Thomas|1980|p=216}} Gradually a system of hand-held flags was developed, with a red flag being used to stop a train, green indicating that a train should proceed at caution, blue indicating to drivers of baggage trains that there were new wagons for them to take on and a black flag being used by platelayers to indicate works on the track.{{sfn|Thomas|1980|p=216}} Any flag waved violently, or at night a lamp waved up and down, indicated that a train should stop.{{sfn|Thomas|1980|p=217}} Until 1844 handbells were used as emergency signals in foggy weather, though in that year small [[detonator (railway)|explosive boxes]] placed on the line began to be used instead.{{sfn|Thomas|1980|p=219}}

Trains were controlled on a time interval basis: policemen signalled for a train to stop if less than ten minutes had elapsed since a previous train had passed; the signal to proceed at caution was given if more than ten minutes but less than seventeen minutes had passed; otherwise the all clear signal was given.{{sfn|Wolmar|2007|p=49}} If a train broke down on the line, the policeman had to run a mile down the track to stop oncoming traffic.{{sfn|Wolmar|2007|p=49-50}}

After the opening of the [[Warrington and Newton Railway]] four policemen were placed constantly on duty at [[Earlestown railway station|Newton Junction]], at the potentially dangerous [[Railroad switch|points]] where the two lines met.{{sfn|Thomas|1980|p=217}} Initially a gilt arrow was used to point towards Warrington to indicate that the points were set in that direction, with a green lamp visible from the {{abbr|L&MR|Liverpool and Manchester Railway}} line being used to indicate this at night.{{sfn|Thomas|1980|p=217}} Later a fixed signal was used, with red and white chequered boards on 12-foot high posts being turned to face trains from one direction if another train was ahead.{{sfn|Thomas|1980|p=217}}

In 1837 the [[London and Birmingham Railway]] conducted trials using a [[Cooke and Wheatstone telegraph]] to direct signalling{{sfn|Thomas|1980|p=219}} and in 1841 held a conference to propose a uniform national system of coloured signals to control trains,{{sfn|Thomas|1980|p=220}} but despite these advances elsewhere the Liverpool and Manchester Railway continued to be controlled by policemen and flags until its merger with the [[Grand Junction Railway]] in 1845.{{sfn|Thomas|1980|p=221}}

== Significance ==
[[File:Liverpool_and_Manchester_Railway_1831_billboard.jpg|thumb|right|An 1831 billboard giving train details and the conditions of carriage]]

On opening the {{abbr|L&MR|Liverpool and Manchester Railway}} represented a significant advance in railway operation, introducing regular commercial passenger and freight services by steam locomotives with significant speed and reliability improvements from their predecessors and horse carriages.{{Sfnp|Ferneyhough|1980|loc=ifc; pp=81–82}}  The {{abbr|L&MR|Liverpool and Manchester Railway}} operation was studied by other upcoming railway companies as a model to aspire to.{{Sfnp|Ferneyhough|1980|loc=ifc; pp=81–82}}  More recently some{{who|date=December 2024}} have claimed the operation was the first [[InterCity (British Rail)|Inter-city]] railway,{{sfn|BBC|2009}} though that branding was not introduced until many years later and neither [[Manchester]] or [[Liverpool]] achieved city status until 1853 and 1880 respectively, nor would the distance between them qualify as ''long-haul''.

The subsequently widely adopted [[Standard gauge|gauge]] of {{RailGauge|ussg}} was derived from a George Stephenson recommendation that was accepted at an {{abbr|L&MR|Liverpool and Manchester Railway}} board meeting in July 1826: "Resolved that the width of the Wagon Way between the rails to be the same as the [[Stockton and Darlington Railway|Darlington Road]], namely 4 feet 8 inches clear, inside the rails".{{sfn|Ferneyhough|1980|p=32}}{{efn-lr|The additional half-inch was to prevent the flanges wearing against the inside edges of the rails - assisted by the conical shape of the wheel-tread and the inclination of the rails.{{Sfn|Thomas|1980|p=59}}}} This enabled the Stephensons to test their locomotives on the lines around [[Newcastle on Tyne]]{{efn-lr|The [[Killingworth Colliery railway]] was also 4ft 8in gauge.{{Sfn|Thomas|1980|p=59}}}} before shipment to Lancashire.{{Sfn|Thomas|1980|p=59}}

The {{abbr|L&MR|Liverpool and Manchester Railway}} used left-hand running on double track, following practice on British roads.{{sfn|Whishaw|1842|pp=210–211}} The form of couplings using buffers, hooks and chains, and their dimensions, set the pattern for European practice and practice in many other places.

Even before the {{abbr|L&MR|Liverpool and Manchester Railway}} opened, connecting and other lines were planned, authorised or under construction, such as the [[Bolton and Leigh Railway]].

==Incidents==
The best-known accident associated with the {{abbr|L&MR|Liverpool and Manchester Railway}} was the death of [[William Huskisson]], hit by the locomotive ''Rocket'' on the opening day.{{Sfn|Ferneyhough|1980|p=75}} Thereafter the pioneering and evolving nature of the early days of the {{abbr|L&MR|Liverpool and Manchester Railway}} meant accidents were not uncommon.  All were investigated by the {{abbr|L&MR|Liverpool and Manchester Railway}} board or Management Committee.  Fatal accidents to travelling passengers were rare, the first two years seeing one for over a million passengers carried, though injuries were more commonplace.  These were often caused by passengers failing to heed company regulations and advice.  Staff accidents were more commonplace, with some staff preparing to take what later would be considered to be inadvisable risks and disregarding regulations.  Locomotives, wagons and infrastructure were involved in a variety of collisions and derailments.{{Sfn|Thomas|1980|pp=208–215}}

On 23 December 1832, a passenger train ran into the rear of another passenger train at Rainhill. A passenger was killed and several were injured.{{sfn|Adams|1879|pp=10-11}} On 17 April 1836, a passenger train was derailed whilst travelling at {{convert|30|mph|km/h}} when an axle of a carriage broke. There were no fatalities.{{sfn|Adams|1879|p=11}}

== Modern line ==
{{Main|Liverpool–Manchester lines}}
The original Liverpool and Manchester line still operates as a secondary line between the two cities—the southern route, the former [[Cheshire Lines Committee]] route via [[Warrington Central railway station|Warrington Central]] is for the moment the busier route. This however has already started to change (from the May 2014 timetable) with new [[First TransPennine Express]] services between Newcastle/Manchester Victoria and Liverpool and between Manchester (Airport) and Scotland (via Chat Moss, Lowton and Wigan). From December 2014, with completion of electrification (see below) the two routes between Manchester and Liverpool will have much the same frequency of service.

On the original route, a new (May 2014) hourly First TransPennine Express non-stop service runs between Manchester Victoria and Liverpool (from/to) Newcastle), an hourly fast service is operated by [[Northern Rail]], from Liverpool to Manchester, usually calling at [[Wavertree Technology Park railway station|Wavertree Technology Park]], [[St Helens Junction railway station|St Helens Junction]], [[Newton-le-Willows railway station|Newton-le-Willows]] and [[Manchester Oxford Road railway station|Manchester Oxford Road]], and continuing via [[Manchester Piccadilly railway station|Manchester Piccadilly]] to [[Manchester Airport railway station|Manchester Airport]]. Northern also operates an hourly service calling at all stations from Liverpool Lime Street to Manchester Victoria. This is supplemented by an additional all-stations service between Liverpool and Earlestown, which continues to [[Warrington Bank Quay railway station|Warrington Bank Quay]].

Between Warrington Bank Quay, Earlestown and Manchester Piccadilly, there are additional services (at least one per hour) operated by [[Transport for Wales Rail|Transport for Wales]], which originate from [[Chester railway station|Chester]] and the [[North Wales Coast Line]].

=== Electrification ===
In 2009, electrification at [[25 kV AC]] was announced. The section between Manchester and Newton, including the Chat Moss section, was completed in 2013; the line onwards to Liverpool opened on 5 March 2015.<ref>{{cite web |url=http://www.networkrailmediacentre.co.uk/News-Releases/Better-rail-services-become-a-reality-between-Liverpool-Lime-Street-and-Manchester-Airport-station-22b0.aspx |title=Better rail services become a reality between Liverpool Lime Street and Manchester Airport station |author=<!--Staff writer(s); no by-line.--> |date=5 March 2015 |website=Network Rail Media Centre |publisher=Network Rail |access-date=5 March 2015 |url-status=dead |archive-url=https://archive.today/20150309092746/http://www.networkrailmediacentre.co.uk/News-Releases/Better-rail-services-become-a-reality-between-Liverpool-Lime-Street-and-Manchester-Airport-station-22b0.aspx |archive-date=9 March 2015}}</ref>

===Ordsall Chord===
The historic passenger railway station of Manchester Liverpool Road is a Grade I [[Listed building]], and was threatened by the [[Northern Hub]] plan. This included the construction of the [[Ordsall Chord]] to provide direct access between Victoria and Piccadilly, in turn cutting off access from Liverpool Road. The [[Science & Industry Museum]], that is based at the former station premises, had initially objected to the scheme and an inquiry was set up in 2014 to investigate the potential damage to the historic structure.<ref>{{cite news |url=https://www.independent.co.uk/news/uk/this-britain/oldest-railway-station-in-the-world-threatened-by-network-rail-plans-9352934.html |newspaper=[[The Independent on Sunday]] |title= 'Oldest railway station in the world' threatened by Network Rail plans |first=Jay |last=Merrick |date=11 May 2014 |access-date=12 May 2014 }}</ref> The chord opened in November 2017 without any damage to the original Liverpool Road station structures.<ref>{{cite web|url=https://www.citymetric.com/transport/network-rail-let-me-have-play-manchester-s-new-rail-bridge-here-s-what-i-learned-3487|title=Network Rail let me have a play on Manchester's new rail bridge. Here's what I learned|first=John|last=Elledge|work=CityMetric|date=16 November 2017|access-date=9 June 2019}}</ref>

== Stations ==
[[File:Liverpool Road station, Manchester.jpg|thumb|The original Liverpool Road station in Manchester]]
All stations opened on 15 September 1830, unless noted. Stations still operational in '''bold'''.
* '''[[Liverpool Lime Street railway station|Liverpool Lime Street]]''' (work started on Edge Hill&nbsp;– Lime Street tunnel 23 May 1832; opened 15 August 1836).
* [[Crown Street railway station|Crown Street]] (original Liverpool terminus, replaced by Lime Street).
* '''[[Edge Hill railway station|Edge Hill]]''' (The first Edge Hill station was opened in 1830.<ref name="bhrb">{{cite book |last=Biddle |first=Gordon|title=Britain's Historic Railway Buildings|publisher=Oxford University Press|location=Oxford, England |year=2003 |pages=524–525|chapter=Liverpool|isbn=978-0-19-866247-1}}</ref> It was in the deep Cavendish Cutting at the heads of the Crown Street tunnel and the freight only [[Wapping Tunnel]]. After the Lime Street tunnel was bored in 1836, the original Edge Hill station was abandoned and relocated north, still inside the Edge Hill junction, to its present location at the head of the original Lime Street tunnel.<ref name="bhrb" /> Edge Hill junction was the site of the [[Edge Hill railway works|locomotive works]].)
* [[Wavertree Lane railway station|Wavertree Lane]] (closed 15 August 1836)
* '''[[Wavertree Technology Park railway station|Wavertree Technology Park]]''' (opened 13 August 2000)
* '''[[Broad Green railway station|Broad Green]]'''
* '''[[Roby railway station|Roby]]'''
* '''[[Huyton railway station|Huyton]]'''
* [[Huyton Quarry railway station|Huyton Quarry]] (closed 15 September 1958)
* '''[[Whiston railway station|Whiston]]''' (Opened 10 September 1990)<ref>{{cite web|url=http://www.8dassociation.btck.co.uk/Stations/TheLM|title=THE 8D ASSOCIATION – The L & M|publisher=8dassociation.btck.co.uk|access-date=2016-09-13}}</ref>
* '''[[Rainhill railway station|Rainhill]]'''
* '''[[Lea Green railway station|Lea Green]]''' (closed 7 March 1955 and re-opened with a completely new station on 17 September 2000)
* '''[[St Helens Junction railway station|St Helens Junction]]''' (opened between 1833 and 1837; junction with the [[St Helens and Runcorn Gap Railway]])
* [[Collins Green railway station|Collins Green]] (closed 2 April 1951)
* '''[[Earlestown railway station|Earlestown]]''' (built in 1831 by the [[Warrington and Newton Railway]] company; originally named Newton Junction; renamed after 1837)
* '''[[Newton-le-Willows railway station|Newton-le-Willows]]''' (originally named Newton Bridge; renamed after Newton Junction was renamed [[Earlestown]])
* [[Parkside railway station (Merseyside)|Parkside]] 1st (closed 1839)
* [[Parkside railway station (Merseyside)|Parkside]] 2nd (the line from Parkside to [[Wigan Chapel Lane railway station|Wigan]] was opened on 3 September 1832<ref>{{harvnb|Marshall|1969|p=66}}</ref>) (closed 1 May 1878)
* [[Kenyon Junction railway station|Kenyon Junction]] (at the junction with the [[Kenyon and Leigh Junction Railway]] and from that, the [[Bolton and Leigh Railway]]; closed 2 January 1961 and the [[Tyldesley Loopline]]; closed 5 May 1969)
* [[Glazebury and Bury Lane railway station|Glazebury and Bury Lane]] (closed 7 July 1958)
* [[Flow Moss railway station|Flow Moss]] (closed October 1842)
* [[Astley railway station|Astley]] (closed 2 May 1956)
* [[Lamb's Cottage railway station|Lamb's Cottage]] (closed October 1842)
* [[Barton Moss railway station|Barton Moss]] 1st (closed 1 May 1862)
* [[Barton Moss railway station|Barton Moss]] 2nd (closed 23 September 1929)
* '''[[Patricroft railway station|Patricroft]]'''
* '''[[Eccles railway station|Eccles]]'''
* [[Weaste railway station|Weaste]] (closed 19 October 1942; site destroyed when [[M602 motorway|M602]] road built)
* [[Seedley railway station|Seedley]] (closed 2 January 1956; site destroyed when M602 road built)
* [[Cross Lane railway station|Cross Lane]] (closed 15 August 1949; site destroyed when M602 road built)
* [[Ordsall Lane railway station|Ordsall Lane]] (work on extension of line to [[Manchester Victoria railway station|Manchester Victoria]] started 30 July 1842 and the extension opened on 4 May 1844; station closed 4 February 1957)
* [[Manchester Liverpool Road railway station|Liverpool Road]] (original Manchester terminus, closed 4 May 1844)
* [[Manchester Exchange railway station|Manchester Exchange]] (opened 30 June 1884, closed 5 May 1969)
* '''[[Manchester Victoria railway station|Manchester Victoria]]''' (opened 1 January 1844)

== See also ==
{{Portal|Greater Manchester}}
* [[LMR 57 Lion]]
* [[List of Liverpool and Manchester Railway locomotives]]
* [[Liverpool–Manchester lines]]

== References ==
{{Notelist-lr}}

{{Reflist}}

* {{Cite book |last=Adams |first=Charles Frances |year=1879 |title=Notes on Railroad Accidents |url=http://catskillarchive.com/rrextra/wkbktoc.Html |location=New York |publisher=G. P. Putnam & Sons}}
* {{Cite book |last=Allsop |first=Scott |title=366 Days: Compelling Stories From World History |publisher=L & E Books |year=2016 |isbn=978-0-995-68091-3}}
* {{Cite news |title=Manchester to Liverpool: the first inter-city railway |url=https://news.bbc.co.uk/local/manchester/hi/people_and_places/history/newsid_8165000/8165208.stm |archive-url=https://web.archive.org/web/20191120154328/http://news.bbc.co.uk/local/manchester/hi/people_and_places/history/newsid_8165000/8165208.stm |archive-date=20 November 2019 |url-status=live |publisher=[[BBC News]] Local Manchester |date=23 July 2009 |access-date=3 June 2020 |ref={{Sfnref|BBC|2009}}}}
* {{Cite book |last=Booth |first=Henry |year=1830 |title=An Account of the Liverpool and Manchester Railway |url=https://archive.org/stream/accountofliverpo00boot |oclc=30937 |ol=OL16085034W |location=Liverpool |publisher=Wales and Baines}}
* {{Cite book |last=Carlson |first=Robert |year=1969 |title=The Liverpool and Manchester Railway Project 1821–1831 |location=Newton Abbot, UK |publisher=David and Charles |isbn=0-7153-4646-6}}
* {{Cite book |last=Dendy Marshall |first=C. F. |author-link=C. F. Dendy Marshall |year=1930 |title=Centenary History of the Liverpool & Manchester Railway |edition=1st |location=National Archives, Kew, UK |publisher=[[Locomotive Publishing Company]]}}
* {{Donaghy-LMR}}
* {{Cite book |last=Ferneyhough |first=Frank |year=1980 |title=Liverpool and Manchester Railway 1830–1980 |location=Clerkenwell Green, UK |publisher=Robert Hale Limited |isbn=0709-18137-X}}
* {{cite book |last=Garfield |first=Simon |year=2002 |title=The Last Journey of William Huskisson: The Day the Railway Came of Age |location=London |publisher=Faber |isbn=0-571-21048-1}}
* {{Cite book |last=Hartwell |first=Clare |year=2002 |title=Manchester |publisher=Yale University Press |isbn=978-0-300-09666-8}}
* {{Cite book |last=Jackman |first=W. T. |year=2014 |orig-year=1916 |title=The Development of Transportation in Modern England |edition=Reprint |publisher=Cambridge University Press |isbn=978-1-107-68182-8}}
* {{Cite book |last=Jarvis |first=Adrian |title=George Stephenson |year=2007 |url=https://books.google.com/books?id=3mgsFm3H8cYC |access-date=2014-11-22 |location=Princes Risborough, UK |publisher=Osprey Publishing |isbn=978-0-7478-0605-9}}
* {{Cite book |last=Marshall |first=John |author-link=John Marshall (railway historian) |year=1969 |title=The Lancashire & Yorkshire Railway, volume 1 |location=Newton Abbot, UK |publisher=[[David & Charles]] |isbn=0-7153-4352-1 }}
* {{cite book |last=Ransom |first=P. J. G. |year=1990 |title=The Victorian Railway and How It Evolved |location=London |publisher=Heinemann |isbn=0-434-98083-8}}.
* {{Cite book |last=Taylor |first=W. D. |year=1988 |title=Mastering Economic and Social History |url=https://books.google.com/books?id=UYDrnQEACAAJ |publisher=Macmillan Education UK |isbn=978-0-333-36804-6}}
* {{Cite book |last=Thomas |first=R. H. G. |year=1980 |title=The Liverpool & Manchester Railway |location=London |publisher=Batsford |isbn=0-7134-0537-6}} 
* {{Cite book |last=Whishaw |first=Francis |year=1842 |title=The Railways of Great Britain and Ireland Practically Described and Illustrated |url=https://archive.org/stream/railwaysgreatbr00whisgoog|location=London|publisher=John Weale|author-link=Francis Whishaw|edition=2nd|pages=186–217|oclc=833076248}}
* {{cite book |last=Williams |first=Frederick S. |authorlink=Frederick Smeeton Williams |url=https://archive.org/details/ourironroadsthe00goog/page/n9/ |year=1852 |title=Our Iron Roads: Their History, Construction and Social Influences |edition=1st |location=London |publisher=Ingram, Cooke, and Co.}}
* {{cite book |last=Williams |first=Frederick S. |authorlink=Frederick Smeeton Williams |url=https://archive.org/details/ourironroads00will/page/n8/ |year=1968 |orig-year=1883 |title=Our Iron Roads: Their History, Construction and Administration |edition=2nd |location=London |publisher=Bemrose & Sons|isbn=978-0-7146-1444-1 }}
* {{cite book |last=Williams |first=Frederick S. |authorlink=Frederick Smeeton Williams |url=https://archive.org/details/ourironroadsthei00willrich/page/n8/ |year=1888 |title=Our Iron Roads: Their History, Construction and Administration |edition=7th |location=London |publisher=Richard Bentley & Son}}
* {{Cite book |last=Wolmar |first=Christian |year=2007 |title=Fire & Steam: A New History of the Railways in Britain |url=https://books.google.com/books?id=4xkAIW_4ydAC |location=London |publisher=Atlantic Books |isbn=978-1-84354-630-6}}

== Further reading ==
* {{cite book|url=https://books.google.com/books?id=OG_fAAAAMAAJ&q=LIverpool+Manchester+railway|title=Cornish's Grand Junction, and the Liverpool and Manchester Railway Companion|first=James|last=Cornish|year=1837}}
* {{cite book|url=https://books.google.com/books?id=jyM4AQAAMAAJ&q=LIverpool+Manchester+railway&pg=PA10|title=A Descriptive and Historical Account of the Liverpool and Manchester Railway|first=Joseph|last=Kirwan|year=1831}}
* {{cite book|url=https://books.google.com/books?id=uwxNAAAAYAAJ&q=LIverpool+Manchester+railway|title=Observations on the Comparative merits of locomotive and fixed engines as applied to railways|first1=Robert|last1=Stephenson|author-link1=Robert Stephenson|first2=Joseph|last2=Locke|author-link2=Joseph Locke|year=1831}}
* {{cite book|url=https://archive.org/details/tworeportsaddre00vigngoog|quote=LIverpool Manchester railway.|title=Two reports addressed to the Liverpool & Manchester Railway Company|publisher=Printed by Wales and Raines|first=Charles Blacker|last=Vignoles|author-link=Charles Blacker Vignoles|year=1835}}
* {{cite book|last=Walker|first=James Scott|year=1829|title=Liverpool and Manchester Railway: Report to the Directors on the comparative merits of loco-motives and fixed engines as a moving power
    |edition=2|url=https://archive.org/details/liverpoolandman01bootgoog/page/n4/mode/2up|author-link=James Walker (engineer)|oclc=18209257|location=London|publisher=John and Arthur Arch}}

== External links ==
{{Commons category|Liverpool and Manchester Railway}}
* [http://www.edgehillstation.co.uk/resources/lime-street/ 1830s colour print of interior of station]
* [https://web.archive.org/web/20080603060408/http://www.lmu.livjm.ac.uk/lhol/ Liverpool History Online]
* [https://web.archive.org/web/20061008183818/http://www.n-le-w.co.uk/index.php?option=com_content&task=view&id=74&Itemid=27 L&MR History] at Newton-le-Willows
* {{BRin1960|CLMENLW01|Manchester to Parkside}}
* {{BRin1960|WLNKJLLS01|Parkside to Liverpool}}
* The line featured in a short story by Arthur Conan Doyle called "The Lost Special". One [https://archive.org/details/OrsonWellesOnSuspense/ radio adaptation] was made on an episode of the [[CBS Radio]] series ''[[Suspense (radio program)|Suspense]]'', starring [[Orson Welles]].

{{Authority control}}

[[Category:1823 establishments in England]]
[[Category:British companies disestablished in 1845]]
[[Category:British companies established in 1823]]
[[Category:Early British railway companies]]
[[Category:Grand Junction Railway]]
[[Category:Historic Civil Engineering Landmarks]]
[[Category:History of transport in Greater Manchester]]
[[Category:Rail transport in Greater Manchester]]
[[Category:Rail transport in Lancashire]]
[[Category:Rail transport in Liverpool]]
[[Category:Rail transport in Merseyside]]
[[Category:Railway companies disestablished in 1845]]
[[Category:Railway companies established in 1823]]
[[Category:Railway lines opened in 1830]]
[[Category:Standard gauge railways in England]]