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| Mills, Transport and Industry |
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The information on this page has a few gaps at the moment (particularly the mills in Eastwood), but as we collect more information, it will be posted . The pattern of industry in Charlestown is a microcosm for the industrial revolution all over the North of england. The earliest mills tended to be built high up and next to a stream in order to capture the head of water. As steam came in, a larger volume of water was needed, so the mills were built lower down to capture the water in dams. As new mills opened lower down, the older mills became uneconomical and closed down. Perhaps the best example of this process is in Jumble Hole Clough. The textile industry went through several booms and busts usually connected with problems overseas (eg the American Civil War). When people were laid off, they often up sticks and left the area to find work.
Trade Unions The mill has been through several owners and users including:
The Current Dye Works was built mainly in the late 1880s and 1890s and used by Moss Brothers, who were weavers and converters of fustians (corduroy, velveteen and moleskin fabrics) since the mid 19th century in Hebden Bridge. By 1887 they were also listed as fustian manufacturers at Bridge Royd, but the first mention of them as dyers is in 1897. This move into dyeing and finishing was not typical of the cotton textile industry of the area. The term fustion means a hard wearing, smooth woven cloth, made with a linen warp and cotton weft. Corduroy went through 20 processes with specialised machines cut the smooth face of the fabric into equally spaced ribs or races of raised pile. The fabric was then singed to remove fly and then dyed. Corduroy and moleskin was a sessonal fabric, most popular in the winter. In the summer months Bridgeroyd would employ 70 people, whereas in the winter it employed 150. It was said that workers were willing work this seasonal pattern because Moss's were consider to be good payers. In 1902 Bridgeroyd became part of a group (with mills at Peckett Well and Hebden Bridge) called the English Fustian Company Ltd. Power Bridge Royd Dye Works stands close to the river because of the need for water for dyeing, washing, etc., as well as for the boilers and steam engine. In the mid 1890s the power was overhauled with a 240 horse power horizontal compound condensing engine called Martha was installed, Made by The Ebor Engineering Co. Ltd., it had a six groove rope flywheel 12 feet in diameter. The new chimney had a square, rock-faced masonry base and smooth circular shaft with moulded base and cap. Later, two Lancashire boilers of 1916 by Yates and Thom in 1930 were installed. By 1930 the engine powered rolling, cutting, drying, brushing, raising, etc. machines by cotton driving ropes and belts. English Fustian went into receivership in 1982, when Bridge Royd Dye Works was purchased by M. Chapman and Sons (Textiles) Ltd. who still run the mill. Manufacturing ceased at Xmas 2004 and the mill is now only used for storing fustians. We have recently completed some research on this mill and more detailed information about ownership and layout can be found on the Archive page
EASTWOOD SHED Eastwood Shed was almost certainly built by the Eastwood family and worked by the family until about 1854 when it was empty. It appears to have been owned by the Eastwood family more or less continuously until 1929 when the estates at Eastwood were sold off. From 1857 it was leased to manufacturers (a common way of arranging things in the district). The leaseholders are listed as:
The following information about the three phases of the mill comes from a survey by the Royal Commission of Historical monuments in 1987. Phase 1 - the original building The first weaving shed had an attached power block to the East. It was six bays North-South and six longer bays East-West. It had a saw tooth roof with north lights. The looms were powered by counter shafts bevel-geared to a main line shaft supported on corbels in the East Wall. The power came from a waterwheel, now gone, but the axle housing still visible. The wheel was probably about 11 metres in diameter with water coming in through a trough on to the top of the wheel. A room above the wheel chamber was accessed by a stair tower Phase 2 - after 1845 The 1848 Ordinance Survey map shows a small projection on the North East corner of the wheel chamber. this was almost certainly the site of a steam engine. It is unclear when the steam engine was installed. To the east of the engine house was a further building which would have housed the boiler. The flue (still visible) would have led to a chimney. Phase 3 - after 1850 The shed was extended on two occasions adding extra bays. The fall of the ground meant incorporating a basement which was used for 'taking in'. A small two storey detached block was also added, probably used as a warehouse, but alkso incorporating a privvy.
MARTIN HOLTS MILL
The mill was run by John Holt until about 1930. He was reputed to be a millionaire and mostly lived in a house called Ventnor near the school. He owned a Daimler and built a bridge across the Calder (betweeen the school yard and the terrace) to gain access to his garage. However, he could not drive, so had a chauffeur called Mr Frear who lived with his family in a cottage at Woodmill, near Phillips butcher shop. Despite being very wealthy and well turned out Mrs Holt insisted in doing her own house work. In the 1960s it made underfelt out of shoddy. In 1971 it was empty and was taken over by Fothergill and Harvey for resin glass fibre products, mainly making ammunition boxes for the military. During this period the vertical steam head boiler was removed. More recently, it has been used as a chemical factory, currently owned by Menzolit.
WINTERS MILL This was situated on the edge of the north side of the valley. In 1781 the land was possibly owned by William Dawson (referred to as twinters). It was built on the lip of the valley next to a stream which fed a mill dam. The position provided enough water and a sufficient drop to power the mill. Winters Mill was said to be built in 1805 by John Sutcliffe, although it was used by a range of manufacturers:
William Horsfall provided the capital to upgrade production in competition with other manufacturers (Winters was probably converted to steam power in this period).
To see the inventory of the mill machinery click here. To see the inventory of the domestic items click here. In the 1850s the new spinning machines and power looms enabled the mill to diversify to respond to changes in taste more quickly. John Lister Horsfall also involved in buying and selling cotton goods as well as manufacturing By 1851 the mill employed about 75-90 people. Some workers lived on site eg at Winters Cottages (1851 census shows 63 people living at Winters with two cottages empty), but some also lived nearby such as Higgins House. In the 1850s John Lister Horsfall built a new road to Winters through the Saville estate (now known as Turret Hall Road) In 1859 John Lister Horsfall died aged 46 and his son William takes over. In 1860 the beginning of the American civil war provoked hoarding and price increases of raw cotton. The so-called cotton famine lasted from 1861 to 1865. The British cotton industry was down by 45% during this period and it took the entire 1870s to bring the industry back to pre civil war levels. To keep the business going during this period, William borrowed money from other family members (using John Lister Horsfall legacies). Rick Horsfall has provided us with an inventory of the mill taken in 1864. To see the inventory click here. In1877 William raised more capital by a second mortgage on the mill and Underbank, but had trouble keeping up payments to suppliers and creditors. By the end of 1880 the business was effectively Bankrupt. In March 1881 the machinery and engine boiler were sold and part or all of the mill was sold off for stone. All that remains is a grand stone arch, a number of buildings now dwellings and two mill dams, one of which is a splendid garden. SPA MILL This mill was situated adjacent to Jumble Hole Clough. It is said that Spa was a term used for spoil. Some of the foundations can still be seen on the right hand side of the track. In 1853 the mill used by Benjamin Platt and sons, cotton spinners. Spa Mill was later owned by the Stead family, probably manufacturing fustian or cord (possibly only spinning). It was powered by an overshot water wheel from a dam above the mill (remnants of the dam can still be seen). The mill closed in the 1920s and was demolished before the Second World War.
The footings of this five storey mill can still be seen, just beyond Cow Bridge over Jumble Hole Clough. The mill dams that fed the mill are still intact. The earlist information we have on this mill is from 1795. In 1801 it was owned by John Sutcliffe and was referred to as Cow Brigg. It was later owned by John Horsfall (who lived at Upper Underbank). In 1833 it was used for worsted manufacture. Next to the mill were Cow Bridge cottages owned by the mill which had five dwellings (which can be seen on the right of the photograph below). They built before 1820 for people who worked at the mill.
In 1837 it is occupied by Jackson and Dugdale, cotton spinners and machine makers (probably rented from John Horsfall). In 1851 Jackson and Dugdale were employing 12 men and 18 women, mainly from Blackshawhead. By 1863, the mill was owned by the executors of Jonathan Horsfall. In 1891/2 both the mill and cottages became disused. In 1905, the mill is being used (and perhaps owned) by The Cowbridge Cotton Co. which was owned by Freeman Pickles who lived at Cow Bridge and was chairman of Blackshaw Parish Council. When the mill closed the looms were moved up to Eastwood Shed at Higher Eastwood. JUMBLE HOLE MILL (formerly Underbank dyeworks) It was used for dyeing with two dyesheds employing 10-12 people. The mill closed in the 1930s, but was later used for silk dyeing. The 1947 Yorkshire textile Industry directory has an entry for Jumble Hole Mill:
Cocker and Co (1929) Ltd. (bleaching, dyeing and finishing of blacks and colours; rayons; pongees; crepes; repps; cashmeres; brocades; honeycombes; mercerised stripes, muslins; lenos; doria shapes)
Jumble Hole mill was owned by the Stead family of Mulcture Hall.
In 1926 it became Cords Ltd, owned by Messrs Shepherd and Tattersall. Ted Tattersall had mills at Pecket well, above Hebden Bridge, Rochdale and staleybridge as well as being a director of the Rochdale canal. He travelled on horseback until the late 1920s when he got a new Bentley every year. Mr Shepherd patented a cotton tyre fabric using the best Egyptian cotton which the mill manufactured. The process prevented blowouts and allowed the first tubeless tyres
to be made. Customers included Dunlop, Pirelli and Avon and tyres for
aeroplanes Cotton process started at the top of the mill going down on a
slant to eliminate knots. The cotton was cabled to 12 to 16 ply for
ordinary tyres and up to 18 for heavy duty tyres (26lb breaking strain).
Cotton was later replaced by silk and rayon. Weaving was in the shed using
72" Reed looms .
CALDERSIDE MILL This mill was situated at the bottom of Oakville Road. In 1861 the mill was owned or run by Ino. Whitley. It was a dyeworks employing 30 - 40 men, mainly from Hebden Bridge.
Click picture to enlarge Only one building (the old offices) remains as a private dwelling. At present we have no further information about the history of this mill. ROCHDALE CANAL The Rochdale Canal runs through Charlestown - more information on the construction and history to be posted soon. There are 5 locks in Charlestown and Eastwood, each 82 foot long:
The canal also provided a reliable source of water for the mills along the valley bottom with feeders at Stoodley Glen, Paddock and Beaumont. THE RAILWAY The railway was planned from the 1830s by a company called The Manchester and Leeds Railway Company which in 1847 became The Yorkshire and Lancashire Railway Company. The railway bill received royal assent in August 1837 and the stretch between littlebrough and Hebden Bridge opened on January 1st 1841. Buying the land In 1839 the railway company paid the sum of £5,400 to Christopher and James Rawdon (sons of the Christopher Rawdon who built Underbank Hall) of Liverpool and David, George, John and James Ashworth (described as Manufacturers), all of Charlestown,
The new rail line was erected on an embankment between the turnpike road and Underbank Hall and Lacy House, literally yards from the front of the former, and merely feet in front of the latter, cutting off forever, the occupants' view of the valley. Access to the properties was via the new carriage drive which passed under bridges at Jumble Hole Clough and Lacy Lane. The next problem was the throat of the valley where the railway line had to cross the turnpike, the river and the canal. The solution was to divert the the river through a tunnel, reroute the turnpike and then construct a bridge of three stone arches with a cast iron extension over the canal.
The bridge was named the Charlestown Viaduct, but became known locally as Whitely's Viaduct (and later Whitely Arches). The name Whitely derived from a John Whitely who owned a large house and mill in the vicinity. On Oct 30th 1838 the Turnpike Committee met with officials of the Railway company to negotiate over the plans for the bridge. The Railway company wanted to divert the road and build a single span bridge with 30 feet between the supports. The turnpike Committee wanted a distance of 45 feet which would have made a single span impractical. A Mr Gooch speaking for the Railway proposed a double arch with a central support cutting the road. The eventual agreement was for three arches 25 feet in width and a headroom of 18 feet. The central support would be built on the river bed which ran under the turnpike. For further information on the Railway, see the Railway society's website www.lyrs.co.uk The canal was crossed by an iron bridge which by 1934 was showing serious signs of wear. In 1939 track subsidence made it necessary for the bridge to be replaced. the job was given to Dorman Long who also built Sydney Harbour Bridge. The last train passed over the old bridge on 7th September 1940. The old bridge was cut up and the new bridge was brought to the site in sections. The new girders, some wieghing 70 tons were lifted into place by huge steam cranes. Work was carried on overnight using the light of strong flares, but activities were often curtailed by air raid warning sirens. By 11th September enough progress had been made for trains to cross the new bridge albeit at a snails pace. Because of strict secrecy during wartime, no newspaper reports appeared at the time and no details of the project were published until 1945 .
The construction through Eastwood The original plans of 1835 show the railway to run on the South side of the valley. The turnpike Committee said this was not possible because of the lack of space between the canal, river and road. The railway company duly changed the route to run along the North side of the valley. Unfortunately, this meant that The Freemason's Arms and the Chapel at Myrtle Grove had to be demolished. The road from Shaw wood Bridge and wood Mill also had to be diverted (the original route of the road can be seen on the picture in the Duke street section of the Eastwood page). Eastwood station opened in 1st march 1841 and was built on elevated land given by the Eastwood family. Both platforms were staggered with the Manchester platform having a small waiting room. The station office and station house were on the Leeds platform (see photos on Eastwood page). The station also has coal staithes to supply the local coal merchant. One of the directors of the Lancashire and Yorkshire railway Company lived at Eastwood station house. Quite often, he would require trains to make unscheduled stops at Eastwood so he could attend meetings in Manchester. On 18th August 1874 a luggage train was being shunted into a siding but the train buffer was left protruding on to the main line. An excursion train collided with the luggage train injuring 20 people. In 1906, Harry Lumb, who lived at Charlestown was hit by an express train and instantly killed. In 1912 there was a train crash on the Charlestown curve. Click here to see further details The station closed on 1st December 1951. The signal cabin at Eastwood (and probably one at Dover) was removed in the 1970s when the signal system was upgraded to be run from Preston. On 24th october 1986 a coal train came off the rails at underbank, closing the line for several days.
For further information on the railway look at the Yorkshire and Lancashire Railway Society website www.lyrs.co.uk THE TURNPIKE A rough track between Todmorden and Hebden Bridge was used in use during the first half of the 18th Century. At a trial in 1738 at Halifax Sessions twenty three landowners along the route were found to be liable to repair the track as a horseway. The track was in a poor state of repair and was never kept up by the land owners or the townships. In 1760 Parliament passed an act establishing the Todmorden Turnpike Trust with the aim of "diverting, altering, widening, repairing and amending the roads from todmorden to Halifax, Burnley and littleborough". The stretch of road through Charlestown was overseen by a surveyor called George Bolland. Work started in november 1760 with marking and staking of the route. we have some information about the construction and improvement
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