The Leeds, Bradford and Halifax Junction Railway (LB&HJR) was an English railway company. It built a line between Bradford and Leeds, and had running powers over the Lancashire and Yorkshire Railway to Halifax. It opened its main line in 1854 and later built a number of branch lines.

It was worked by the Great Northern Railway, giving that company the access it needed to Bradford and Halifax, and the GNR absorbed the LB&HJR in 1865.

The line between Leeds and Bradford continues in use at the present day, but the rest of the LB&HJR network has closed.

Predecessors In 1840 a through railway connection between Leeds and London was established, over three railways controlled by George Hudson. Hudson was known as the Railway King; he controlled many companies and used underhand methods against his rivals. Later, he was found out and disgraced. The companies around Leeds were the North Midland Railway (from Derby) and the York and North Midland Railway from Normanton on that line to York.Joy, pages 37 and 38

In 1846 the Great Northern Railway was authorised; it was a stupendously large project to connect London and York. Its promoters had wanted to have a branch to Leeds, but this was rejected by Parliament.Joy, page 41 As the Great Northern Railway was building its main line, it gave thought to the means by which it might still reach Leeds. Permission to run over other, established railway companies provided the necessary link, and running powers were agreed: GNR trains started running to Leeds on 1 October 1849. The running powers were over the Lancashire and Yorkshire Railway from Askern Junction (a few miles north of Doncaster) to Knottingley and Methley, then over the rival Midland Railway to Gelderd Road Junction,Some sources, including Wrottesley as well as certain Railway Clearing House maps, spell the junction Geldard Road. The highway at the locality is spelt Gelderd Road. just outside Leeds. GNR trains from London reversed there and ran over a short length of the Leeds and Thirsk Railway to reach the Central station at Leeds.

This was not a comfortable arrangement: the Midland Railway was hostile, and the agreement had been signed by George Hudson, who then did what he could to frustrate the through running. The Leeds Central station was reached by an awkward reversal of the trains, and was shared with three other railway companies.Bairstow, 1982, page 4

Authorisation of the LB&HJR

In 1851 the railway network of the West Riding was developing rapidly, and a railway named the West Riding Union Railways had planned to build a line connecting Leeds, Halifax and Bradford. It had parliamentary authority in the West Riding Union Railways Act 1846 (9 & 10 Vict. c. cccxc) to do so, but in 1847 it had been subject to an amalgamation which led to the formation of the Lancashire and Yorkshire Railway. The L&YR had other priorities, and the construction of the Leeds to Bradford direct line fell away, to the dismay of the population concerned.Grinling, page 56

After some time, the Leeds, Bradford and Halifax Junction Railway was promoted independently. It was authorised by the (15 & 16 Vict. c. cxviii) of 30 June 1852,Grant, page 309 Its route was similar to the abandoned West Riding Union Railways scheme, from a junction with the Leeds and Dewsbury Railway near Holbeck, just outside the Leeds terminus, passing on the southern margin of Bradford, to a junction with the Lancashire and Yorkshire Railway at Bowling Junction, three-quarters of a mile south of the L&YR's Bradford station.Joy, page 46

Notwithstanding the company's title, there was no attempt to build to Halifax: the Bowling junction faced away from Bradford, and the company was given running powers over the L&YR from there to Halifax. In return, the L&YR was given running powers over the LB&HJR line. In addition the LB&HJR got running powers for the short distance into Leeds Central station. The failure by the L&YR to pursue the West Riding Union Railways scheme had considerable consequences, limiting any later L&YR expansion in the area.Wrottesley, page 96

Running powers and agreements

The arranged for the Great Northern Railway (GNR) to work its line. This enabled the to incorporate through running to Halifax into its own network. The Lancashire and Yorkshire Railway (L&YR) also had running powers over the , and used these for through expresses. The line passed Bradford at some distance, and in the following parliamentary session the obtained authorisation for a branch line to an independent Bradford terminus, from a junction on its own line at Laister Dyke; also authorised was a colliery branch to Gildersome. The relevant act of Parliament, the (16 & 17 Vict. c. cxi), was passed on 4 August 1853. The Bradford terminus became known as Adolphus Street.

This act also ratified the Great Northern Railway running powers over the , and also over the between Bradford and Halifax.Grinling, page 134

The Great Northern Railway had built its own Low Level station adjacent to Leeds Central station in order to escape the costs of the joint Central Station, which it had previously agreed to pay for with three other companies. It now realised that its Low Level station would be unable to handle the additional traffic, and the negotiated to return to the joint station. In June 1854 it secured agreement on payment of £12,000, its share of the cost of works up to that time. The would be able to use the line from near the intended Holbeck Junction to Central, on payment to the of £20,000. This avoided a junction with the Leeds and Dewsbury Railway. These arrangements, and a million pounds of new capital, were sanctioned by the Great Northern Railway Act 1855 (18 & 19 Vict. c. cxxiv) of 2 July 1855.

Opening of the main line The Board of Trade inspecting officer inspected the LB&HJR main line on 11 July 1854 and was satisfied, and the line opened on 1 August 1854. The opening included the short branch to the Bradford Adolphus Street terminus. The system was double track throughout; the main line was in length, and the Bradford branch was . The gradients were steep. Stations were at Bowling, Laister Dyke, Stanningley, Bramley, and Armley & Wortley. The exchange (high level) station at Holbeck, above the Midland station, was not opened until 2 July 1855.Wrottesley, page 97Haigh, page 75

Ten trains were run each way on weekdays between Leeds and Bradford, and eight each way between Leeds and Halifax. Except those including King's Cross through carriages, Halifax trains were operated by the L&YR. Through goods traffic began from 7 August 1854, but the goods stations on the line were not ready, preventing a local goods service until the end of November The Bradford Adolphus Street station was not ready for several months afterwards, and traffic was dealt with at the L&Y station in the meantime.

Laisterdyke to Ardsley

The LB&HJR obtained a further act of Parliament, the (17 & 18 Vict. c. clxii), on 10 July 1854 to extend the as-yet unfinished Gildersome branch to Ardsley, where it was to make a junction with the Bradford, Wakefield and Leeds Railway, which was authorised on the same day. The directors were able to travel over the line to Gildersome on 19 August 1856, and the line opened to the public on 20 August 1856; passenger operation was now added to its working arrangements. The branch was in length; there were stations at Dudley Hill, Birkenshaw & Tong, Drighlington & Adwalton, and Gildersome. By the end of September five coal trains a day were working from Adwalton coalfield to Bradford. Passenger traffic was considered satisfactory considering the small local population. Ordinary goods trains started running on 1 May 1857.Wrottesley, page 98Bairstow, 1982, page 63

The Gildersome branch curved through almost 180 degrees after leaving Laister Dyke in order to climb to a summit of nearly above sea level close to Dudley Hill.Joy, page 85 The authorised extension from Gildersome to Ardsley opened on 10 October 1857, with a single station at Morley, later followed by a Tingley station. The new section was long, and double track. It provided an alternative route between Wakefield and Bradford, but was even more heavily graded than the route via Holbeck, with gradients of 1 in 40. From 1 December a through carriage from King's Cross to Bradford was diverted over it.

Bradford, Wakefield and Leeds Railway

The Bradford, Wakefield and Leeds Railway opened its main line on 3 October 1857, from Wakefield to Holbeck Junction, Leeds. The line was worked by the GNR, which thereby widened its influence in the West Riding, also securing a shortening of its route from Doncaster to Leeds. The L&YR had running powers and also ran trains on the line. The GNR was at last able to run trains from the south into Central Station at Leeds without needing to reverse them in. In addition to the main line, there was a spur from Wortley South junction to Wortley West junction, allowing through running from Wakefield to Bradford. The BW&LR had running powers over the LB&HJR, and into Leeds Central Station. The BW&LR changed its name to the West Yorkshire Railway in 1863Joy, 1982, pages 84 and 114

Friction with the Great Northern Railway The LB&HJR were not always satisfied that the relationship with the GNR was in their interests, and in October 1858 an agreement was made with the GNR, that from 1 January 1859 it would provide its own staff and rolling stock on the Gildersome and Ardsley line. This was implemented, and lasted until June 1863.Wrottesley, page 99

Batley branch

The LB&HJR obtained the (24 & 25 Vict. c. lx) on 7 June 1861 to extend to Batley. The line opened from Adwalton Junction (on the Gildersome branch) to a temporary station at Upper Batley on 19 August 1863. The line was double track and 2 miles 31 chains in extent. The remainder of the new line, on to the LNWR Batley station, was opened on 1 November 1864. This extension had been authorised by the (25 & 26 Vict. c. xcii) of 30 June 1862. It was mostly on a gradient of 1 in 50.Wrottesley, page 101

Bradford improvements

By 1863 the goods traffic at Bradford, especially wool bales inwards, was overwhelming the facilities at the Adolphus Street station; the platforms were choked with consignments of wool waiting to be collected by merchants, who used railway premises as a free warehouse. Additional sidings were completed in 1864, but a scheme to spend a considerable sum on further enlargement was deferred. To relieve the situation, it was decided to transfer passenger traffic to the L&YR station, St George's (later named Bradford Exchange).Wrottesley, page 102

GNR trains on the LB&HJR could only reach St George's station by reversal at Bowling Junction, so the (27 & 28 Vict. c. clxv) was obtained on 14 July 1864 to authorise the LB&HJR to build a connecting line, from Hammerton Street junction on the Bradford branch to Mill Lane junction on the L&YR. The line was double, and only 57 chains long, but included Wakefield Road tunnel (). The line was opened on 7 January 1867, (after the LB&HJR had been absorbed by the GNR,) and Adolphus Street station was given over to goods and mineral traffic. Use of the L&YR St George's station cost the GNR £1,500 a year plus a toll. The accommodation there was cramped, and the working of trains on the approach was restricted, so the arrangement was not entirely satisfactory.

Absorbed by the Great Northern Railway

The separate existence of the LB&HJR as well as of the Bradford, Wakefield and Leeds Railway was drawing to a close, and both companies were acquired by the GNR, agreed on 8 April 1863. LB&HJR proprietors were to be paid a dividend of 6%, or the same dividend as paid by the GNR, whichever was greater. The necessary absorption bill failed in Parliament in 1864, but succeeded on 5 July 1865 as the (28 & 29 Vict. c. cccxxx).Wrottesley, page 103Grinling, page 214