While the extension was being constructed, the L&BR negotiated with the Manchester and Leeds Railway, with a view to leasing its line to the M&LR.

The former L&BR network was used by the Midland Railway for its own extension to Carlisle, and with allied companies, into Scotland, and as the original core line became busier and more congested, widening schemes were implemented.

The first Leeds terminal station has long been superseded, and the line between Skipton and Colne was closed in 1970, but most of the original network continues in use at the present day.

In the early nineteenth century Bradford was the seat of the British woollen industry, and the greatest wool centre in the world.

[3] In the early part of the 1830s, the North Midland Railway was being planned; it was to run from Derby to Leeds; the merchants of Bradford asked the NMR company to extend to their town.

George Stephenson was the engineer of the NMR and advised the Bradford people that forming their own company for a line would be a practical way forward, but this advice was not acted upon.

[5] This was achieved in the face of opposition from rival groups, one of which intended to use atmospheric traction to overcome the difficulty of the steep gradients their line would involve.

[3][6][7] The authorising act also provided for a new Wellington Station in Leeds together with a connection to the North Midland Railway at Hunslet.

The terrain was distinctly unfavourable to railway alignment, and Stephenson routed the line north out of Bradford to Shipley, turning east there.

[8][9] On 30 May 1846 the contractor had substantially completed the construction of the line, and arranged a day excursion from Hunslet Junction, Leeds to Bradford for the directors and their friends.

Suddenly in July 1846 the Leeds and Bradford company withdrew from negotiations, accusing the M&LR of bad faith in drafting the agreements.

The M&LR had offered to lease the Leeds and Bradford line guaranteeing 10% on its share capital, and it was hardly tenable for the Midland to propose less than that.

There was uproar, but a director, John Ellis appealed for calm reflection on the interests of the Midland, and the motion was passed.

[14] Another independent company was being projected at this time, the North Western Railway, which was planned to form a junction with the Leeds and Bradford extension line at Skipton, and continue west to Morecambe Bay, making a junction en route with the Lancaster and Carlisle Railway.

[1] During the parliamentary hearings for the Leeds and Bradford Railway Bill, the company had given an undertaking to extend the line as far as Keighley.

The 6-mile line from Shipley to Keighley was ready for the Board of Trade inspection by Captain Simmons, which took place on 13 March 1847.

In April 1849 the connecting Lancashire lines were ready, and express passenger trains started running between Leeds and Liverpool via Colne.

The North Western Railway was incorporated on 26 July 1846 to build such a line to Low Gill in what was then Westmorland, now Cumbria.

The GNR ran alongside the Midland line at Shipley, but although a connection was made (on 1 November 1875), through running was discouraged for many years.

[27][40][39] On 1 June 1874 the first regular passenger service to include Pullman cars went into operation between Bradford and London, the southbound train departing at 8.30am and reaching St Pancras at 2.05pm.

[42] Local passenger services on the Skipton to Colne section were handled by diesel multiple units from 4 January 1960, and most trains on the route were dieselised from 6 March 1961.

The final ordinary passenger service on the Skipton to Colne route was on 1 February 1970, but an enthusiasts' special ran the following day.

As a terminus from the Burnley direction, it was provided with a minimal one-platform facility, having no descent from the Leeds and Bradford Railway.