Saddleworth is a civil parish of the Metropolitan Borough of Oldham in Greater Manchester, England. It comprises hamlets as well as suburbs of Oldham. Amongst the west side of the Pennine hills: Austerlands, Denshaw, Dobcross, Grasscroft, Grotton, Scouthead, Uppermill. Saddleworth lies 11 miles northeast of Manchester, it is broadly rural and had a population of 25,460 at the 2011 Census, making it one of the larger civil parishes in the United Kingdom. In the West Riding of Yorkshire, for centuries Saddleworth was a centre of woollen cloth production in the domestic system. Following the Industrial Revolution, in the 18th and 19th centuries, Saddleworth became a centre for cotton spinning and weaving. By the end of Queen Victoria's reign, mechanised textile production had become a vital part of the local economy; the Royal George Mill, owned by the Whitehead family, manufactured felt used for pianofortes, billiard tables and flags. Following the Great Depression Saddleworth's textile sector declined.
Much of Saddleworth's architecture and infrastructure dates from its textile processing days however, notably the Saddleworth Viaduct and several cottages and terraces, many built by the local mill owners. For centuries Saddleworth was linked, with the parish of Rochdale and was long talked of as the part of Yorkshire where Lancastrians lived; the former Saddleworth Urban District was the only part of the West Riding to have been amalgamated into Greater Manchester in 1974. However, strong cultural links with Yorkshire remain amongst its communities. There are several brass bands in the parish; the first documentary evidence of Saddleworth appears in the Domesday Book in which it is referred to as "Quick", spelt "Thoac". Place names derived from Celtic and Anglian dialects, along with the discovery of flint arrowheads and gold Viking rings all point to a much earlier Saddleworth as old as the Stone Age. A Roman road from Chester to York passed through the area. Castleshaw Roman fort was built to patrol the local section of the road.
The first fort on the site was an Agricolan period fort, built in turf and timber c. AD 79; this was refurbished soon after construction and abandoned c. AD 95. Within the south eastern half of the fort, a fortlet was constructed in turf and timber, c. AD 105; this was redeveloped during its brief occupation and abandoned again in c. AD 125. In the Saddleworth area is a bowl barrow, which may be Bronze Age, located at:-. Despite excavations, no grave goods or human remains have been found in the barrow; the steep slopes of the Saddleworth area and the acidic soils of the region have never been conducive to intensive farming. Small, basic mills had been existent in Saddleworth before the industrial revolution, but these were replaced by larger more intensive establishments. By the end of Queen Victoria's reign, mechanised textile production had become a vital part of the local economy; the boom in industry that had occurred in Saddleworth during the Industrial Revolution called for greater transport links.
Construction of the Huddersfield Narrow Canal was begun in 1794, at the height of Canal Mania, connecting Huddersfield to Stalybridge via Saddleworth and completed seventeen years in 1811. The decline of canals and the rise of steam powered locomotives left the canal falling behind the competition, so it was decided that a railway tunnel would be built parallel to the canal, completed in 1848; the rise in traffic demanded a second tunnel be built, completed in 1871. Both of these were single line tunnels and superseded by the 1894 tunnel, a double line tunnel, the only one of the three still carrying passengers; the three brothers, Ralph Radcliffe Whitehead, James Heywood Whitehead and Francis Frederick Whitehead, were philanthropic and amongst other bequests in the 1850s built Christ Church in Friezland along with the Parsonage and Headmaster's house. The land on which these were built was purchased in 1849 from L. & N. W. Railway Company; the Church School has been rebuilt and the Parsonage and grounds, built in the Gothic Revival style, has become a Grade II listed building, now in private hands.
The boom in industry called for greater transport links, including the Huddersfield Narrow Canal and several railways. Unlike the majority of the Oldham Metropolitan Borough, where the industrial architecture was constructed from Accrington redbrick, Saddleworth's textiles mills and supporting infrastructure was made from the local millstone grit; this is in keeping with other settlements amongst the southwest Pennines, such as Milnrow near Rochdale. Although on the western side of the Pennine watershed, Saddleworth, or'Quick' as it was once known, has lain within the historic county boundaries of Yorkshire since the middle ages. From a ancient time, the area formed part of the Agbrigg Wapentake, in the "Land of the King in Eurvicsire". For a time, during the 17th century, Saddleworth constituted a chapelry within the ancient parish of Rochdale in Salfordshire, otherwise in the ancient county of Lancashire. In 1866 it became a civil parish in its own right and in 1889 became part of the administrative county of the West Riding of Yorkshire.
In 1894 the parish's boundaries were
British Rail Class 142
The British Rail Class 142 is a class of Pacer diesel multiple-unit passenger trains used in the United Kingdom. 96 units were built by British Rail Engineering Limited's Derby Litchurch Lane Works between 1985 and 1987. They were a development of the earlier Class 141 which were introduced in 1984; the unit's body is based on that of the original Leyland National bus, many fixtures and fittings of the bus can be found on the units. Each unit has a seating capacity of any number between 121 passengers per two-car set. In theory there should be 121 seats per unit. However, many units have had seats removed to provide additional space for wheelchair access; the same engines and mechanical transmissions were used as on Class 141, as the same double-folding external doors. Each car has a fuel capacity of 125 gallons. Excessive flange squeal on tight curves has been a problem on many routes operated by 142s, caused by the long wheelbase and lack of bogies; the rough ride which can result has led to the units being nicknamed Nodding Donkey.
The 142s were known as "Skippers" when they were allocated to Cornwall in the mid-1980s. They were transferred elsewhere when they proved unsuitable for the curved branch lines there; the class was upgraded in the early 1990s. All units carry a more powerful Cummins engine - 230 bhp per car, which equals 460 bhp per twin-car unit - and Voith two-stage hydraulic transmission, starting with a torque converter which switches to fluid coupling drive once the unit is up to 45 miles per hour; this has proven successful, although incidents have occurred, such as when a Northern Rail unit derailed en route from Blackpool to Liverpool in June 2009. From new, some units were painted according to the region. For example, the first 14 Greater Manchester Passenger Transport Executive sponsored units received GMPTE orange and brown the next 13 West Country based units were painted in a Great Western Railway inspired chocolate and cream livery and marketed as'Skippers'. Upon the privatisation of British Rail, the Class 142 Fleet was divided between North Western Trains in the North West and Northern Spirit in the North East.
Northern Spirit started its operations in 1997 and continued until 2000. At this point, parent company MTL ran into difficulties and the company was sold to Arriva, who renamed it as Arriva Trains Northern. In 1998 ATN swapped seven Class 142s for seven Class 150/2 units from Valley Lines. In October–December 2002 these were swapped for unrefurbished units 142072-77 and 080-3, as 142086-091 had only been refurbished by Northern Spirit and Valley Lines wished to start their own refurbishment from scratch. In 2004 First North Western and Arriva Trains Northern were merged into the Northern rail franchise, which inherited a combined fleet of 79 Class 142s. All 79 Class 142s are now painted in Northern Rail livery. Due to rising passenger numbers in the north of England, some units have been replaced by Sprinter trains. Five Class 142 Pacers, in service with First Great Western, were returned to Northern Rail in December 2008. Despite being built for branch-line stopping services, the Class 142s are used on urban commuter services in and out of cities like Liverpool, Sheffield and Newcastle and can be seen on longer-distance services of up to three hours including the 1632 Middlesbrough-Carlisle service.
All 79 passed with the Northern franchise to Arriva Rail North in April 2016. Class 142s have operated the following routes: Alderley Edge to Wigan North Western via Stockport Bishop Auckland to Saltburn Blackpool South to Colne Carlisle to Newcastle Carlisle to Lancaster via Barrow-in-Furness Crewe to Chester Crewe to Bolton Hexham to Middlesbrough Heysham Port to Lancaster Huddersfield to Knottingley Huddersfield to Manchester Victoria Huddersfield to Sheffield Huddersfield to Liverpool Lime Street Hull to York via Selby Hull to Bridlington Hull to Doncaster Leeds to Carlisle Leeds to Goole via Knottingley Leeds to Huddersfield Leeds to Morecambe Leeds to Sheffield via Penistone Leeds to Sheffield via Wakefield Westgate Leeds to York via Harrogate Lincoln Central to Sheffield Liverpool Lime Street to Manchester Oxford Road via Warrington Central Liverpool Lime Street to Manchester Victoria and Huddersfield Liverpool Lime Street to Warrington Bank Quay Manchester Piccadilly to Marple, Rose Hill Marple, New Mills Central Manchester Piccadilly to Hazel Grove Manchester Piccadilly to Sheffield via the Hope Valley line Manchester Piccadilly to Chester via Stockport and Knutsford Manchester Victoria to Kirkby and Southport Manchester Victoria to Leeds via Brighouse Manchester Victoria to Leeds via Halifax Manchester Victoria to Clitheroe via Bolton Manchester Victoria to Blackburn via Todmorden Manchester Victoria to Blackburn via Bolton Manchester Victoria to Rochdale via Oldham Manchester Victoria to Rochdale via Castleton Manchester Victoria to York MetroCentre and Newcastle to Morpeth and Chathill Middlesbrough to Whitby Preston to Ormskirk Sheffield to Cleethorpes via Gainsbrough Central Sheffield to Scunthorpe Stockport to Stalybridge Todmorden to Kirkby Wakefield Kirkgate to Selby via Huddersfield and Bradford Wrexham Central to Bidston (No longer used due to route now transferred to the
First TransPennine Express
First TransPennine Express was a British train operating company jointly owned by FirstGroup and Keolis which operated the TransPennine Express franchise. First TransPennine Express ran regular Express regional railway services between the major cities of Northern England as well as Scotland; the franchise operated all its services to and through Manchester covering three main routes. The service provided rail links for major towns and cities such as Edinburgh, Liverpool, Hull, York, Scarborough and Newcastle. All services called or terminated at Manchester Piccadilly, but, as of May 2014, a new service running between Newcastle and Liverpool Lime Street, calling at Manchester Victoria was announced, launched as part of the Northern Hub plan; when the franchise was re-tendered, FirstGroup and Keolis tendered separately. The franchise was awarded to FirstGroup; the new franchise drops the'First' branding and is known as TransPennine Express. The TransPennine Express brand was launched in the early 1990s by British Rail, maintained by the privatised operator Northern Spirit and its successor, Arriva Trains Northern.
In 2000, the Strategic Rail Authority announced that it planned to reorganise the North West Regional Railways and Regional Railways North East franchises operated by First North Western and Arriva Trains Northern. A TransPennine Express franchise would be created for the long-distance regional services, the remaining services being operated by a new Northern franchise. In July 2003, the TransPennine Express franchise was awarded to a joint venture between FirstGroup and Keolis, the services operated by Arriva Trains Northern and First North Western were transferred to First TransPennine Express on 1 February 2004; the franchise was due to end on 31 January 2012, but in August 2011 the Department for Transport awarded First TransPennine Express an extension until March 2015. Included was a clause to allow the date to be brought forward to April 2014 to coincide with the end-date of the Northern Rail franchise. In March 2013 the Secretary of State for Transport announced the franchise would again be extended until 1 April 2016.
The continuation of the franchise was not certain. Local transport authorities and consultancies proposed merging Trans-Pennine services into other franchises to increase efficiency on the rail network; the Manchester Airport to Scotland service could be transferred to the InterCity West Coast franchise after the electrification of lines around Manchester by 2018. The south Trans-Pennine route between Manchester and Cleethorpes could be transferred to East Midlands Trains who operate an hourly service on the Manchester to Sheffield section. In June 2014 the DfT confirmed two separate franchises in the north of England, one providing intercity rail services and a second providing local rail services. At the time proposals were made to transfer services including York to Scarborough and Doncaster to Cleethorpes services to the Northern franchise and transfer the Nottingham to Liverpool portion of the Norwich to Liverpool service operated by East Midlands Trains to the TransPennine franchise. In August 2014, the Department for Transport announced FirstGroup, Keolis/Go-Ahead and Stagecoach had been shortlisted to bid for the next franchise.
On 9 December 2015, FirstGroup was awarded the franchise in its own right with TransPennine Express taking over on 1 April 2016. As a result of timetable changes in May 2014, five trains per hour instead of four operated on the core route between Manchester and Leeds on the Huddersfield Line; this was made up of the following services: 1tph between Liverpool Lime Street and Newcastle via Manchester Victoria 1tph between Liverpool Lime Street and Scarborough via Warrington Central and Manchester Piccadilly 1tph between Manchester Airport and York via Manchester Piccadilly. This was a 24-hour service. 1tph between Manchester Airport and Middlesbrough via Manchester Piccadilly 1tph between Manchester Piccadilly and Hull. Most services between Manchester Airport and Newcastle ran early morning/late evenings. Under Arriva Trains Northern, Newcastle services continued to Sunderland; when First TransPennine Express first took over the franchise it extended the Manchester to Hull service to Bridlington, a decision reversed.
In May 2014 an hourly service between Liverpool Lime Street and Newcastle Central was introduced. It ran non-stop between Liverpool and Manchester Victoria and onward to Newcastle via Leeds reducing journey times between Liverpool and Manchester by 15 minutes and Liverpool to Leeds by 25 minutes. An hourly service operated from Manchester Airport to Cleethorpes via Manchester Piccadilly, Sheffield and Scunthorpe. TransPennine North West used sections of the Styal Line, Manchester to Preston Line, West Coast Main Line, Furness Line and Windermere Branch Line; these services were operated by First North Western with the exception of the Scottish routes, which were operated by Virgin CrossCountry from Manchester Piccadilly. Following timetable changes in May 2014 the following services operated: 1tph between Manchester Airport and Blackpool North; some services ran to/from Barrow-in-Furness and Windermere which are detached/attached at Preston. A number of peak services terminate at Preston. 1tph between Manchester Airport and Glasgow Central or Edinburgh Waverley.
Most of these services used Class 350s however a number of peak services are still run by Class 185s via Bolton/Wigan North Western and Bolton/Chorley. With the completion of the first stage of the North West electrification programme, the Scottish services were operated from 8 December 2013 by newly arrived Class 350 electric units and rerouted to sto
West Yorkshire is a metropolitan county in England. It is an inland and in relative terms upland county having eastward-draining valleys while taking in moors of the Pennines and has a population of 2.2 million. West Yorkshire came into existence as a metropolitan county in 1974 after the passage of the Local Government Act 1972. West Yorkshire consists of five metropolitan boroughs and is bordered by the counties of Derbyshire to the south, Greater Manchester to the south-west, Lancashire to the north-west, North Yorkshire to the north and east, South Yorkshire to the south and south-east. Remnants of strong coal and iron ore industries remain in the county, having attracted people over the centuries, this can be seen in the buildings and architecture. Leeds may become a terminus for a north-east limb of High Speed 2. Major railways and two major motorways traverse the county, which contains Leeds Bradford International Airport. West Yorkshire County Council was abolished in 1986 so its five districts became unitary authorities.
However, the metropolitan county, which covers an area of 2,029 square kilometres, continues to exist in law, as a geographic frame of reference. Since 1 April 2014 West Yorkshire has been a combined authority area, with the local authorities pooling together some functions over transport and regeneration as the West Yorkshire Combined Authority. West Yorkshire includes the West Yorkshire Urban Area, the biggest and most built-up urban area within the historic county boundaries of Yorkshire. West Yorkshire was formed as a metropolitan county in 1974, by the Local Government Act 1972, corresponds to the core of the historic West Riding of Yorkshire and the county boroughs of Bradford, Halifax, Huddersfield and Wakefield. West Yorkshire Metropolitan County Council inherited the use of West Riding County Hall at Wakefield, opened in 1898, from the West Riding County Council in 1974. Since 1987 it has been the headquarters of Wakefield City Council; the county had a two-tier structure of local government with a strategic-level county council and five districts providing most services.
In 1986, throughout England the metropolitan county councils were abolished. The functions of the county council were devolved to the boroughs. Organisations such as the West Yorkshire Metro continue to operate on this basis. Although the county council was abolished, West Yorkshire continues to form a metropolitan and ceremonial county with a Lord Lieutenant of West Yorkshire and a High Sheriff. Wakefield's Parish Church was raised to cathedral status in 1888 and after the elevation of Wakefield to diocese, Wakefield Council sought city status and this was granted in July 1888; however the industrial revolution, which changed West and South Yorkshire led to the growth of Leeds and Bradford, which became the area's two largest cities. Leeds was granted city status in 1893 and Bradford in 1897; the name of Leeds Town Hall reflects the fact that at its opening in 1858 Leeds was not yet a city, while Bradford renamed its Town Hall as City Hall in 1965. The county borders, going anticlockwise from the west: Lancashire, Greater Manchester, South Yorkshire and North Yorkshire.
It lies entirely on rocks of carboniferous age which form the southern Pennine fringes in the west and the Yorkshire coalfield further eastwards. In the extreme east of the metropolitan county there are younger deposits of magnesian limestone; the Bradford and Calderdale areas are dominated by the scenery of the eastern slopes of the Pennines, dropping from upland in the west down to the east, dissected by many steep-sided valleys. Large-scale industry, housing and commercial buildings of differing heights, transport routes and open countryside conjoin; the dense network of roads and railways and urban development, confined by valleys creates dramatic interplay of views between settlements and the surrounding hillsides, as shaped the first urban-rural juxtapositions of David Hockney. Where most rural the land crops up in the such rhymes and folklore as On Ilkley Moor Bah'Tat, date unknown, the early 19th century novels and poems of the Brontë family in and around Haworth and long-running light comedy-drama Last of the Summer Wine in the 20th century.
The carboniferous rocks of the Yorkshire coalfield further east have produced a rolling landscape with hills and broad valleys. In this landscape there is widespread evidence of former industrial activity. There are numerous derelict or converted mine buildings and landscaped former spoil heaps; the scenery is a mixture of built up areas, industrial land with some dereliction, farmed open country. Ribbon developments along transport routes including canal and rail are prominent features of the area although some remnants of the pre industrial landscape and semi-natural vegetation still survive. However, many areas are affected by urban fringe pressures creating fragmented and downgraded landscapes and present are urban influences from major cities, smaller industrial towns and former mining villages. In the magnesian limestone belt to the east of the Leeds and Wakefield areas is an elevated ridge with smoothly rolling scenery, dissected by dry valleys. Here, there is a large number of country houses and estates with parkland, estate woodlands and game coverts.
The rivers Aire and Calder drain the area, flowing from west to east. The table below outlines many of the co
Transport for Greater Manchester
Transport for Greater Manchester is the public body responsible for co-ordinating transport services throughout Greater Manchester in North West England. The organisation traces its origins to the Transport Act 1968, when the SELNEC Passenger Transport Executive was established to co-ordinate public transport in and around Manchester. Between 1974 and 2011, it was known as the Greater Manchester Passenger Transport Executive, until a reform of local government in Greater Manchester granted it more powers and prompted a corporate rebranding; the strategies and policies of Transport for Greater Manchester are set by the Greater Manchester Combined Authority and its Transport for Greater Manchester Committee. Transport for Greater Manchester is responsible for investments in improving transport services and facilities, it is the executive arm of the Transport for Greater Manchester Committee which funds and makes policies for TfGM. The authority is made up of 33 councillors appointed from the ten Greater Manchester districts.
The Manchester Metrolink light rail system launched in 1992. Subsidised by TfGM without a government grant and operated by KeolisAmey, it carries over 29 million passengers a year. With 93 stations it is the largest local transport network in the United Kingdom after the London Underground. Further expansion to Stockport is envisaged. Altrincham-Bury line Altrincham-Piccadilly line Bury-Ashton line East Didsbury-Rochdale line Eccles- Piccadilly line Manchester Airport-Cornbrook line MediaCity- Etihad Campus line Crumpsall - Trafford Park line Rail services are operated by CrossCountry, East Midlands Trains, TransPennine Express, Transport for Wales & Virgin Trains. TfGM subsidise fares on certain local services and fund station refurbishments on an ad hoc basis. Metroshuttle: launched 2002, free bus service around Manchester city centre. New services were provided in Bolton and Stockport after success of the service in Manchester. Bus services operated by private operators including Arriva North West, Bullocks Coaches, First Greater Manchester, First West Yorkshire, Go Goodwins, Manchester Community Transport, Rosso & Stagecoach Manchester Maintenance of bus shelters and stations including Shudehill Interchange Greater Manchester Urban Traffic Control Unit – responsibility for road management transferred to TfGM in 2009.
Entails installation and management of traffic signals, limited areas of road safety, incident response and event management via a traffic control centre. Cycling - promotion of the Greater Manchester Cycling Strategy and delivery of Cycle Hubs and regional cycle routes Subsidised fares on certain services System One travelcards Get me there Public transport maps and timetables Website Route Explorer application TfGM inherited the responsibilities of the Greater Manchester Passenger Transport Executive established in 1974. On 1 April 2011, the GMPTE became Transport for Greater Manchester, a new regional transport body for Greater Manchester that forms part of the new Greater Manchester Combined Authority; as a result, GMITA was abolished, replaced by the Transport for Greater Manchester Committee which reports to the Combined Authority. TfGMC and its subcommittees are made up of a nominated pool of 33 councillors from the ten metropolitan boroughs of Greater Manchester who manage TfGM and create transport policy in Greater Manchester.
Although it differs in certain structural forms, on the day of its inauguration TfGM became the second most powerful and influential transport organisation in England after Transport for London because it unites splintered governance over transport policy in the boroughs under one body. It elects its own Chair and Vice-Chair and assumes the functions performed by GMITA as well as the newly devolved transport powers and responsibilities from Government and the 10 Metropolitan Councils which make up the area; the 33 councillors have voting rights on most transport issues despite not being members of the GMCA: major decisions still require approval by the GMCA, but the functions that are referred to the TfGMC include making recommendations in relation to: The budget and transport levy Borrowing limit Major and strategic transport policies The local transport plan Operation of Greater Manchester Transport Fund and approval of new schemes Appointment of Director General/Chief Executive of TfGM TfGM uses a corporate identity designed by Hemisphere.
The black and white "M" logo is adapted from the GMPTE logo and is used on bus stops across Greater Manchester. Timeline of public passenger transport operations in Manchester Media related to SELNEC at Wikimedia Commons Media related to Transport for Greater Manchester at Wikimedia Commons www.tfgm.com, the website of Transport for Greater Manchester Greater Manchester Integrated Transport Authority Greater Manchester Transportation Unit SELNEC plans for urban rapid transport Greater Manchester Congestion Charge Proposals The SELNEC Preservation Society
Greenfield, Greater Manchester
Greenfield is a village in the Saddleworth parish of the Metropolitan Borough of Oldham, England. It is 4 miles east of Oldham, 13 miles east-northeast of the city of Manchester, it lies in a broad rural area in the southern edge of the South Pennines. To the east of the village Dovestone Reservoir, Chew Reservoir and Greenfield Reservoir lie within the Peak District National Park, though no part of the village itself lies within the Peak Park boundary. Lying within the ancient county boundaries of the West Riding of Yorkshire, Greenfield is situated on and around two roads in the Chew Valley. One of these roads is the main A635 road from Ashton-under-Lyne to Holmfirth. A Roman road passes along the Saddleworth hills, from the fort of Ardotalia in Glossop to Castleshaw Roman fort; the route of the Roman road crosses Chew Brook at Packhorse Bridge. The old stone houses of Saddleworth date from the 17th century and were home to farmers and hand loom weavers in the woollen trade; the first industrial looms were designed and built in Saddleworth.
England's highest church'The Heights' and canal tunnel'Standedge Tunnel' are here, the latter dating from the end of the 18th century and being a Thomas Telford project. The world's first rock climbers' sit harness was invented in Saddleworth in the 1970s, variations of it now forming the basis of all the world's climbing sit harnesses; the poem Jone o Grinfilt was written about a fictional inhabitant of the village with the aim of ridiculing countryside dwellers. The poem was written in the Oldham dialect of English, was popular in the 19th century; the author was Joseph Lees of Glodwick and it was written in the first decade of the 19th century. In 1849 the Boarshurst Silver Band was formed as the village band; this brass band is still in existence.website Greenfield is in the historic county of Yorkshire and prior to 1974 was administered by the West Riding County Council. In that year governance was transferred to the new Greater Manchester County Council; when that body was abolished in 1986 Greenfield came under the auspices of Oldham Borough Council.
Administration under the West Riding County Council led to problems, as Greenfield came under the local administration of Holmfirth for such things as the fire service, despite Holmfirth being further away than Oldham. This was problematic in the winter months, as the roads into the village become blocked or dangerous due to snow and ice coupled with the village's exposed position on the Pennine moorland. Greenfield is at the western end of the Chew Valley in the south west edge of the South Pennines and is fringed by the Peak District to the east; the village contains four reservoirs, three of which are linked to one another: Greenfield, Yeoman Hey and Dovestones. The fourth is Chew Reservoir at the head of Chew Valley, the highest man-made reservoir in England. There is a yachting club on Dovestone Reservoir, the largest of these, a set of walking paths round the first three. A steep walking path connects Dovestones to Chew Reservoir. Much of the area covered by the reservoirs lies within the boundary of the Peak District National Park.
Saddleworth Moor rises above Greenfield and leads over impressively barren and disorientating moorlands to Holmfirth. The area includes some of the sites used by Ian Brady and Myra Hindley, known as the'Moors murders', to bury their child victims in the early to mid 1960s; the sinister nature of the crimes was the subject of a song by the Smiths in 1984. Greenfield is the home of an amateur rugby league side, Saddleworth Rangers, as well as Greenfield Cricket Club and Saddleworth Cricket Club. There are two junior and infant schools, three churches. Pots and Pans is a locally well-known hill overlooking the village, it is the site of the Saddleworth war memorial, constructed in 1923. 1,200 feet above sea level, it is visible from seven of the ten villages that comprise Saddleworth. A service is held there on Remembrance Sunday each year. Since the Oldham Loop closed, Greenfield is the only place in Saddleworth and the whole Metropolitan Borough of Oldham which has a railway station. Grotton & Springhead and Grasscroft stations closed in 1955, whilst Diggle and Saddleworth stations closed in 1968.
Greenfield railway station lies along the Huddersfield Line with services running towards Huddersfield via Marsden and Slaithwaite and towards Manchester Victoria via Mossley and Ashton-under-Lyne. A second line, known as the Micklehurst Line, cut through the village and was used for freight; this closed in 1966 and the viaducts were removed in the mid 1970s, the former route now occupied, in the main, by a bridleway. The main bus services in Greenfield are run by First Greater Manchester; the terminus in Greenfield, at the Clarence Hotel, runs a half-hourly Monday-Saturday daytime service and hourly evening and Sunday service to Manchester Piccadilly via Oldham. There is an hourly weekday service to Huddersfield via Diggle. Greenfield is one of the towns and villages which holds an annual Whit Friday brass band contest and the annual Road End Fair is held every Maundy Thursday in the centre of the village. Hervey Rhodes, Baron Rhodes, Lord Lieutenant of Lancashire and Deputy-Lord Lieutenant of Greater Manchester in 1974, was from Greenfield.
Sir W. Cecil Bottomley, father of Sir James Bottomley. Sid Cheetham council superintendent. Listed buildings in Saddleworth
Delph railway station
Delph railway station served the village of Delph, Oldham, in what is now Greater Manchester, United Kingdom, between 1851 and 1955. The station was opened on 1 September 1851 as the terminus of the London and North Western Railway branch from Greenfield; the station closed on 2 May 1955, when the Delph Donkey passenger train service from Oldham to Delph via Greenfield was withdrawn. The station building still survives as a private residence, now much hemmed in by development. For a period after closure the station yard became home to a small owned, collection of railway rolling stock, including two steam locomotives; the locomotives were Hunslet 0-6-0ST Darfield No. 1, built in Hunslet 0-6-0ST Brookes No. 1, built in 1941. Other stock consisted of an oil tank wagon and a goods brake van. Both locomotives have gone on to enjoy useful lives on preserved lines, but the coach and wagons were cut up on site. One of the biggest features of the station was the adjacent Bailey Mill; this was one of the prime features of the railway and is located just next to the old station, used to transport goods in the 19th and 20th centuries.
The mill has long been derelict since ceasing production in the late 20th century, although the whole structure of the mill is still standing today and is looked after. Evidence of the long gone railway line in front of the mill still exist with wasteland and old tracks piled up in the mill yard. An Illustrated History of Oldham's Railways by John Hooper steam'76, the official Association of Railway Preservation Societies Year Book & Steam Guide 1976 Delph Station on navigable O. S. map