BulwellBrian

I had the same idea. Talking about Western Boulevard I remember houses being damaged when a coal face went under them, presumably Radford or Wollaton collieries.

Looking at the picture again I cannot make out what is what. I presume that Nuthall Road is in the foreground. I can make out the bridge mentioned but what is going across from left to right, is it Western Boulevard under construction? The railway track in the centre is a puzzle it appears to go north east, the mineral railway should be the other side of the pit shafts and going south to the canal wharf.

Newcastle Colliery was sunk in 1853 & closed in 1928 which fits in with the date of the picture. The landsale continued in use till about 1966 served by the mineral line from Babbington Colliery. The mineral line continued beyond Newcastle turning south till it reached the canal where Babbington wharf was built. I believe Western Boulevard was built on the site of this railway.

Looking through various posts on the forum I find a number of mentions of Wrigleys wagon works at Bulwell Forest station, a book I have been looking at gives the firms name as William Rigley & Sons Ltd. The works were started in 1896 and closed at the end of 1964. The steel framework of the main building was moved to the Midland Railway Centre at Butterley. There was a branch works at the side of the GCR at Bulwell Common station which appeared to date from 1919. I don't know if they had any more works elsewhere.

6 of course. An 8 wheeler would be a sight to behold.

Nearly but not quite, its comming from Bulwell, interesting though it is a war time 4 wheeler not the usual 8 wheeler. I remember a Notts and Derby blue trolley coming over the bridge.

I am talking about late 40's through the 50's & 60's. Possibly the bridge was removed and the embankment extended when the railway closed. I remember the trollies coming over Church Street Bridge. Brian

When I was a child the railway bridge on Brooklyn Road was blocked off to traffic, it crossed the line from Basford North to Bulwell Common, we used to walk that way to visit Vernon Park, we always went via Brooklyn Road and returned via Vernon Road and Highbury Road. Does anyone know when and why the road was blocked off?

The scrubbers of course removed Sulphur Dioxide from the flue gases. Sometimes high Chlorine caused more trouble than high Sulphur.

Coal winding began at Calverton in March 1953 the coal preparation plant was commissioned in 1954. The railway line proberbly opened then. The rail agreement provided for the whole output of the colliery to go out by rail, there was no Landsale at Calverton.

How wide do you want to go? It was more complicated than it first looks as some Railway Companies had running powers over other companies lines. The LNWR had sidings and a loco shed at Colwick. Bestwood & Linby also had connections to both the GNR & MR. Hucknall no1 also connected to the GCR as well as the GNR & MR. That completes the old No6 Area collieries. The other Areas were just as complicated if not more so. The main reasons for building many of the lines was to get to collieries.

The agreement to build the line to Calverton Colliery was between BA Collieries Ltd and the LNER & LMS. The Cotgrave Colliery Branch was pure NCB/BR.

I agree seam names get very confusing all seams split and recombine all over the coalfield so correlation is very difficult. Local names abound, Clifton, Wollaton & Radford all used Low Main for the Tupton, Wollaton called the 1st Piper the New Main, Gedling called the High Hazles the Low Hazel. Names in Yorkshire were different from Nottinghamshire & Derbyshire. I am writing from memory of about 40 years ago! No coal seam was homoginous they could all be divided into sections of bright coal and dull or hard coal most seams had dirt bands ranging from almost nothing to feet (when doe

There were two seams 1st Piper & 2nd Piper, in places they merged then it was called the Parkgate. The Blackshale seam was quite high in Sulphur too. I think the newer large power stations were more tollerant than the older ones. They also took in a wider mix of coal from a lot of pits, Ratcliffe neaded 5million tonnes a year!

The Piper seam was high in Sulphur that's why they didn't like it. The Deep Soft, Deep Hard & Tupton seams were much lower in Sulphur. There were a lot of factors that determined which were the best coals, for power stations the temperature at which the ash fused was important, too low and trouble was caused, High Chlorine was not liked nor very high Sulphur. Different seams had different properties and the seams changed over the coalfield.

I wonder if the track to the GCR was removed when Clifton Bridge was built and Queens Drive extended 1958 I think. The official closing date may be when BR realised it wasn't there anymore! The first map shows Clifton Boulivard being extended. The second map is much older there dosn't appear to be a power station! Incidently the first map dosn't show any direct connection between colliery and power station just two separate parallel branches from the main line. The wagons were pulled up the colliery line by the colliery loco then taken down the power station line by their loco. I dont know w

Not quite right, Clifton's coal must have originally gone out to the Midland Railway as per the map, the Great Central near Queens Drive didn't arrive till 1897. I remember seeing the line that crossed the island but I never saw it being used. I believe it officially closed in 1962. I don't know when the rails were lifted.

I met Jo Frost once, before she was famous, she was at my grandson's christening, a friend of my Daughter in law.

No South Wilford. Wilford village is south of the river the North Wilford came from it being on the North Bank opposite Wilford village.

My dad used puthering as well, he came from Mansfield. I use it as well, shows the southerners that I come from as they say up North, shows how much they know, everyone knows the north begins at Worksop.

The old GNR station, London Road Low Level ceased to be used by the GNR as a passenger station when the high level station and Victoria were opened. It continued to be used by the LNWR later LMS for passenger trains from I think Northampton which came by the GNR/LNWR joint line. It was used by the British Forces Post Office during the second WW when all forces mail was dealt with in Nottingham.

The line beyond Kimberley to the junction with the colliery lines near Awsworth was lifted in 1917.

With friends I used to go train spotting at Rugby, we used to catch the Master Cutler at Victoria with a child cheap day return to Leicester, at Leicester the appointed one got off and ran down the stairs to the booking office to buy the required number of cheap day returns Leicester to Rugby and then dash back to the train while the rest of us kept doors open on the train. The runner always got back before the train was ready as it changed engines at Leicester. The fares I remember was Nottingham to Leicester 1s 6d. Leicester to Rugby 2s 3d weras the fare Nottingham to Rugby was 6s 10d. At

I hadn't realised that the old Moor Bridge was a plate girder bridge. I thought it was brick arches like the span shown which I presume was over the river. Incidently that span was still there when I was young.

One of my dad's favourites was to say if I had done something clever, or at least I thought it was clever, He said "you can go to Miss Aggie's class".