The LNER Handbook E-Book

David Wragg

• Herausgeber: The History Press
• Kategorie: Lebensstil
• Sprache: Englisch

Veröffentlichungsjahr: 2017

Beschreibung

Renowned for its express locomotive Mallard setting a world speed record (126mph) for steam locomotives that endures to this day, the London & North Eastern Railway was the second largest of the 'Big Four' railway companies to emerge from the 1923 grouping and also the most diverse, with its prestigious high-speed trains from King's Cross balanced by an intensive suburban and commuter service from Liverpool Street and a high dependence on freight. Noted for its cautious board and thrifty management, the LNER gained a reputation for being poor but honest. Forming part of a series, along with The GWR Handbook, The LMS Handbook and The Southern Railway Handbook, this new edition provides an authoritative and highly detailed reference of information about the LNER.

Leseprobe

THE

LNER

HANDBOOK

THE LONDON & NORTH EASTERN RAILWAY 1923–47

DAVID WRAGG

Cover illustrations: All images are courtesy of HMRS.

First published by Haynes Publishing, 2011 This paperback edition first published 2017

The History Press The Mill, Brimscombe Port Stroud, Gloucestershire, GL5 2QGwww.thehistorypress.co.uk

This ebook edition first published in 2017

All rights reserved © David Wragg, 2017

The right of David Wragg to be identified as the Author of this work has been asserted in accordance with the Copyright, Designs and Patents Act 1988.

This ebook is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.

EPUB ISBN 978 0 7509 8482 9

Original typesetting by The History Press

eBook converted by Geethik Technologies

Contents

Acknowledgements

Preface

Introduction to the 2017 Edition

Introduction

Chapter 1 The Ancestors and the Neighbours

Chapter 2 The London Termini

Chapter 3 LNER Destinations

Chapter 4 Building a New Railway Company

Chapter 5 The Managers

Chapter 6 Steam Locomotives at the Grouping

Chapter 7 Atlantic to Pacific

Chapter 8 The Streamliners

Chapter 9 Electrics and Diesels

Chapter 10 The Named Expresses

Chapter 11 Carrying the Goods

Chapter 12 The Passenger Business

Chapter 13 Publicity

Chapter 14 The Record Setters

Chapter 15 Shipping

Chapter 16 Road Transport

Chapter 17 Accidents

Chapter 18 The Infrastructure

Chapter 19 Railways at War

Chapter 20 Under Attack

Chapter 21 Peace and Nationalisation

Chapter 22 What Might Have Been

Appendices

1 LNER Locomotive Numbering

2 LNER Locomotives as at 31 December 1947

3 Named LNER Locomotives

4 Named Locomotives Inherited by the LNER

5 Locomotives Absorbed at Grouping and Later Acquisitions

Bibliography

The Coat of Arms of the London & North Eastern Railway, with the former Great Central Railway motto, ‘Forward’.

Acknowledgements

I should like to thank both John Hancock of the Historical Model Railway Society (HMRS) and Paul Chancellor of Colour-Rail for their help in providing copies from their vast stock of excellent images, and the staff of the Search Engine at the National Railway Museum in York for their help, and in particular, making available so many LNER publications. Thanks are also due to The Railway Correspondence & Travel Society for the provision of the LNER system map.

David Wragg Edinburgh

The Arms of the constituent companies, with the Great Northern at the bottom centre and the Great Central at top centre.

Preface

Of all the great railway companies, the London & North Eastern Railway was that the one evaded me in my youth. I was in any case born too late to have known the actual company, but my experiences of the Eastern, North Eastern and Scottish Regions of what had become British Railways, were held back until I was a young adult. Strange to think that today, I am more likely to be travelling on the East Coast Main Line than any other. As it was, my experiences were at first limited to joining the family on holiday in Norfolk, travelling from Liverpool Street, and later visiting Edinburgh and Aberdeen, initially, while writing for The Scotsman and, later, while working for P&O, although my Aberdeen trips were mainly by air except when a strike at British Airways forced me to use the overnight sleeper. I enjoy travelling by train, but to this day I hate sleepers, even first class.

Nevertheless, every young boy of my generation ‘knew of the LNER’, the company that owned Mallard, the steam locomotive that remains today unchallenged as holding the world speed record for steam.

Then, for those of us who remained interested in railways, there was Gerald Fiennes’ excellent book I Tried to Run a Railway, in which he aptly described the LNER as ‘poor, but honest’. This was a memorable comment, and one cannot challenge the reflection of a man who knew the company so well. Others, outside the company, strongly supported young men embarking on a career with the LNER, recommending it as a ‘company run by gentlemen’.

Many of the LNER’s predecessor companies were anything but poor, although ambition, and especially the ambition to reach London, brought poverty on the Great Central. Ruin came with the way in which the state ran the railways during the Great War, with costs spiralling out of control so that once peacetime normality returned the managements of the various companies found themselves in an impossible situation. If this was not bad enough, the succession of strikes by miners, culminating in the Miners’ Strike and General Strike of 1926, brought misery and poverty on the country, with many markets for British coal lost for good, and then came the Great Depression, so much the worse for the industrial trauma that had gone before.

There is no doubt that the LNER missed the potential that electrification of the London suburban lines would have brought, but with a large and straggling railway, although not quite as large or as straggling as the LMS on the other side of the Pennines, choosing such a way forward was more difficult than we might think today. Of all the ‘Big Four’ grouped railway companies, the LNER was the most dependent upon freight traffic, and this could not be ignored. Perhaps the preoccupation with freight meant that the chance of realising the full potential of the suburban and outer suburban passenger business was overlooked. Certainly, the LNER had the least comfortable and most cramped suburban rolling stock, although Gresley tried to improve the ride of the inherited six-wheel carriages by forming them into four-carriage articulated units, the famous, or infamous, quad-arts.

The company was also slow to realise the potential of the diesel, although there were experiments with diesel shunters and railcars or rail-buses, but the LNER seems to have put more effort into Sentinel steam railmotors, which did not seem to be very reliable or durable.

Nevertheless, this was the first British railway to really believe in high speed railway travel and to find that the travelling public appreciated speed. Its six-hour schedule between Edinburgh and London was Britain’s best, and passenger comfort was not neglected, at least in first class. The LNER did much to make long-distance railway travel fashionable, and it was to take the advent of the High Speed Train in the 1970s to repeat the process. In retrospect it seems a shame that the company did not emulate the Southern in running through sleeper trains into Europe. The Southern only linked London and Paris with its ‘Night Ferry’, but while the LNER could have linked London and Amsterdam, it could also have gone further, although the long run from Amsterdam to Berlin would probably have still required a change of train.

Note: ‘Up’ and ‘Down’

Anyone with an interest in Britain’s railways will know that ‘up’ has traditionally meant the line leading to London or the train heading for the Capital, while ‘down’ means exactly the opposite. In considering the railways that cross the border into Scotland, however, the situation is more complicated. North of the border, ‘up’ means Edinburgh-bound and ‘down’ means the train heading from Edinburgh or the line leading away from the Capital.

In short, a train from London to Aberdeen via Edinburgh heads down to the Scottish border, then up to Edinburgh and then down to Aberdeen. There were one or two exceptions to these rules. The Midland Railway, as the only company not to abandon its provincial roots when it finally reached London, always had trains running ‘up’ to Derby and ‘down’ from the Capital, while the Taff Vale Railway ran ‘down’ to the coast.

Introduction to the 2017 Edition

Some seventy years after the railways were nationalised, the London & North Eastern Railway (LNER) offered a glimpse of the future, for, in a desperate bid to stave off the inevitable, the LNER’s directors proposed that while the railway could be nationalised, the company could manage it. The offer was rejected, but was probably ahead of its time as in many ways it was a preview of the way in which many railways in Europe, as well as in the UK, are run today.

As one of the two largest of the so-called ‘Big Four’ railway companies created by the grouping of 1923, the LNER brought together several railway companies that were large enough in their own right, and which had strong views on operation and engineering. Three of them – the Great Northern, the North Eastern and the Caledonian – were already collaborating as the East Coast Group of Companies on the Anglo-Scottish express services, but there was also the Lancashire & Yorkshire Railway and the Great Eastern Railway – the main operator in East Anglia and with a heavy London suburban traffic.

To cope with this wide diversity of opinion and a large geographical area, the LNER decided to devolve management, apart from engineering, which was centralised. In this way, the LNER was completely the opposite of its rival, the LMS (the largest of the Big Four).

There were other problems for the new company, one of which was that it was over-capitalised, probably because in the negotiations between the constituent companies, as they struggled to make the grouping work, some were overvalued.

Nevertheless, the new company was taken in hand and started to plan a competitive future. A priority was to reduce the travelling time between London and Scotland, which was at an unrealistic 8 hours after the railway races of the late nineteenth century had risked serious accidents. The timetable was so unrealistic in 1923 that a train making four stops on this key route took as long as one that was running non-stop. Journey times started to fall, with the first big improvement being the ‘Silver Jubilee’ express in 1937, and then with running times between London and Edinburgh reduced to 6 hours. Heavier and more powerful steam locomotives were designed to ease the journey over the difficult line between Edinburgh and Aberdeen. Two steam locomotives on the lines into East Anglia were also streamlined, not to improve performance but to boost the LNER’s image in the region.

Faster steam locomotives played an important role in these improvements, culminating with the A4 Pacific Mallard setting a world steam speed record of 126mph, which still stands. Yet, attention was also paid to passenger comfort, with smooth-riding articulated carriages and onboard facilities that included hairdressing and secretarial services. The company attempted to move with the times by offering buffet cars as a cheaper alternative to dining cars.

The long-distance mainline expresses were not the only ones to enjoy the benefit of articulated rolling stock, for this was also available on many suburban services. Nevertheless, there were other reasons for this, as the LNER inherited many four-wheel suburban carriages that were old-fashioned and rough riding and, lacking the money to replace these, converted many into articulated fixed sets. The riding may have improved but passenger comfort was poor, with cramped compartments offering 5ft between the bulkheads as opposed to more than 6ft on the LMS – an attempt to cram as many people as possible into busy suburban services.

Passengers living in the north of England fared better, as the Lancashire & Yorkshire Railway offered ‘club trains’ with special carriages for passengers fortunate enough to be able to afford a superior standard of accommodation, and to be eligible to be voted membership by the existing members of the club.

In many ways the LNER was a story of two railways: fast, comfortable expresses setting records alongside slower suburban and branch-line trains. In an attempt to improve branch services while also cutting costs, steam railcars were introduced.

Having very heavy freight traffic, and being dependent on this for the bulk of its revenue, the company bore the burden of the ‘common carrier’ obligation that meant it had to accept any freight offered that it could actually carry, with state interference in freight rates. Worse, this left the LNER vulnerable to the General Strike of 1926 and to the miners’ strike that accompanied it, with a critical loss of revenue during the strike itself, due to the collieries being closed, and then afterwards as many export markets for British coal were lost for good.

The LNER co-operated with the LMS on electrification schemes in the north-west of England, but despite the enthusiasm for electrification of the former North Eastern management, mainline electrification did not take place. Plans were laid for electrification of the line from London’s Liverpool Street terminus to Southend, but in the difficult financial situation of the late 1930s, and then the demands of the Second World War, this had to await nationalisation before going ahead. Plans to convert steam locomotives to burn oil rather than coal to cut costs were being implemented, but the government stopped the conversions because a shortage of foreign currency meant that the country could no longer afford the cost of importing oil.

This was a railway that struggled to achieve much in difficult times. As a comparison of the timetable extracts in this book will show, it suffered many problems as well as enjoying successes.

Introduction

Renowned for its crack express locomotive Mallard, which set a world speed record that endures to this day of 126mph for steam locomotives, the London & North Eastern Railway was the second largest of the ‘Big Four’ railway companies created during the Grouping of more than a hundred smaller companies. The LNER was a mixture, with the crack expresses from King’s Cross, balanced by an intensive suburban and commuter service from Liverpool Street. Its passenger operations were in effect much less significant than its goods.

The London & North Eastern Railway’s constituent and subsidiary companies are listed early in Chapter One. The difference between a constituent and a subsidiary was that the former appointed at least one director to the board of the LNER and were closely involved in the frantic year of preparation for the merger, 1922. Many of the smaller companies survived as separate entities almost by accident as they were often leased and operated by the larger companies.

Roughly two-thirds of the LNER’s revenues came from goods traffic and a third from passenger traffic, making it the most heavily dependent on freight traffic of any of the railway companies. From the outset, the LNER’s markets in the industrial areas of the North and Scotland were in decline. Much has been written about the Miners’ Strike of 1926 and the accompanying General Strike, and indeed, this had a massive impact on coal traffic as export markets for British coal were lost for good, but from shortly after the end of the First World War, industrial unrest was a recurring feature of the British economy. Added to this, the chairman, William Whitelaw, was from the North British Railway (NBR), a railway that was notorious for its economy. The net result was that the LNER board and management were cautious, and the company gained a reputation for being ‘poor but honest’. Many non-preference shareholders saw little for their investment in the company, and it paid its management less than did the other companies, even though productivity did improve with employee numbers falling from 207,500 in 1924 to 175,800 in 1937.

The LNER board overruled Wedgwood’s proposed departmental organisation in favour of strong decentralisation with three areas, London, York and Edinburgh, each of which had its own divisional general manager and area board. There remained a small cadre of ‘all-line’ officers, including the chief mechanical engineer, Nigel Gresley, formerly of the Great Northern Railway (GNR).

Despite some electrification in the north of England, the LNER was primarily a steam railway. A series of attractive high-speed locomotives were built for the main services, including the non-stop London–Edinburgh ‘Flying Scotsman’ as well as others such as the ‘Silver Jubilee’, ‘Coronation’ and ‘West Riding Limited’. The LNER was famous for the use of articulation, with adjoining carriages sharing a bogie, on both its expresses and on the suburban services, cutting weight and improving the ride. The company served the suburbs of north and east London, which became renowned for trains that were overcrowded and slow, as well as dirty, but nevertheless, the LNER achieved much in operating such a high-intensity service worked entirely by steam, especially with the congested approaches to Liverpool Street.

Chapter 1

The Ancestors and the Neighbours

The London & North Eastern Railway was the second largest of the ‘Big Four’ (after the London Midland & Scottish Railway (LMS)), these being the railway companies that emerged as a result of the Railways Act 1921. This combined more than a hundred railway companies into just four companies: the LNER, LMS, GWR and Southern Railway. This was no foregone conclusion, however, as the original proposals for Grouping the railways envisaged seven companies rather than four, and a clue that the LNER might not have been a single railway lies in the fact that after Nationalisation it was split into three regions of the new British Railways (Eastern, North Eastern and Scottish). The original Railways Bill envisaged Scotland having a separate railway company while the other six companies would cover England and Wales. It was only after strong objections from Scotland that a Scottish railway company would have to raise fares and goods charges more than Anglo-Scottish companies, that the decision was taken to form what would eventually be the LNER and its West Coast counterpart, the LMS. The government’s original plans would have seen a ‘North-Eastern’ company rather than a London & North Eastern and Scottish business. In many ways, the original plan for the railways was what was foisted on them on Nationalisation when once again, a separate Scottish Region was introduced.

The story becomes even more complicated when one takes into account that at one time, a merger between the Great Northern and Great Central was mooted, but did not go ahead leaving the latter company to overstretch its resources building its own route to London, and also creating Marylebone, the last of the London termini to be built. Early in the 20th century, in 1909, Parliament refused to approve a merger in the east of England, involving the Great Northern, Great Eastern and Great Central companies, but after the First World War, it pressed ahead and insisted on an even more extensive merger to create what became the LNER. The 1909 merger of the three companies was actually intended to be a measure to eliminate wasteful competition and amalgamate receipts, leaving the individual companies to manage their own railways. This is perhaps why Parliament rejected the idea, as the railway companies were seen as strong regional monopolies with competition only at the fringes.

It is also worth speculating on whether the first stage would have led to a merged management of the three companies along the lines of the South Eastern & Chatham Management Committee. The point is, of course, that Parliament rejected a limited step towards a merger in 1909, but in 1921 forced through an even bigger merger of the railway companies.

To some extent, Grouping was a policy adopted in lieu of nationalisation, which had become a matter of debate before the First World War. It was also meant to rationalise the railways and curb competition while also exerting greater control over them, but it allowed the London Tilbury & Southend Railway to pass to the LMS, perpetuating competition on the busy lines between London and Southend. This was one of the drawbacks of the Railways Act 1921: it did not allow for reallocation of routes or territory, and in failing to do so, made the job of efficient management more difficult. There were former North British lines in the Western Highlands of Scotland that could have been better as LMS territory, or Great Central lines around Wrexham that could have gone to the Great Western or, if as some believe, the former Cambrian Railway should have been passed to the LMS, then so too should these routes, even though it would have made an overlarge and unwieldy railway even more so.

The London & North Eastern Railway’s constituent companies were:

Great Central Railway

Great Eastern Railway

Great North of Scotland Railway

Great Northern Railway

Hull & Barnsley Railway

North British Railway

North Eastern Railway

The subsidiaries included:

Brackenhill Light Railway

Colne Valley & Halstead Railway (not taken over until 1 July 1923)

East & West Yorkshire Union Railway (not taken over until 1 July 1923)

East Lincolnshire Railway

Edinburgh & Bathgate Railway

Forcett Railway

Forth & Clyde Junction Railway

Gifford & Garvald Railway

Great North of England Railway

Clarence & Hartlepool Junction Railway

Horncastle Railway

Humber Commercial Railway & Dock

Kilsyth & Bonnybridge Railway

Lauder Light Railway

London & Blackwall Railway

Mansfield Railway

Mid-Suffolk Light Railway

Newburgh & North Fife Railway

North Lindsey Light Railway

Nottingham & Grantham Railway

Nottingham Joint Station Committee

Nottingham Suburban Railway

Seaforth & Sefton Junction Railway

Stamford & Essendine Railway

West Riding Railway Committee

Under Grouping, the plan was simply to create a ‘North Eastern, Eastern and East Scotland’ railway company and it took all of 1922 for appointments and structures to be agreed. As with the other grouped companies, the companies absorbed were defined either as constituent companies, which meant that they had a director on the board of the new company, or as subsidiary companies.

The Constituent Companies

Great Central Railway

The last mainline railway to reach London, the Great Central Railway, was the new name coined for the Manchester Sheffield & Lincolnshire Railway to celebrate its transition from a trans-Pennine railway, when it opened its new line to London in 1899 with a new terminus at Marylebone. The company had its origins in the Sheffield Ashton-under-Lyne & Manchester Railway, opened in 1845, and which had required construction of the Woodhead Tunnel, 3 miles long through the Pennines and at the time, the longest in the UK. The SAMR acquired three railway companies and the Grimsby Docks Company in 1847, to form the Manchester Sheffield & Lincolnshire Railway (MSLR). The company continued to prosper, and in 1863 it entered the South Yorkshire coalfield through the acquisition of the South Yorkshire Railway. Expansion westward lay in the creation of the Cheshire Lines Committee with the Great Northern Railway and the Midland Railway. This gave the MSLR access to North Wales and to the port of Liverpool. Earlier alliances involved the London & North Western, Lancashire & Yorkshire and East Lancashire, as well as the Midland, in what was known as the Euston Square Confederacy, but this was dissolved in 1857 and replaced with a 50-year agreement with the Great Northern Railway, hitherto viewed as a rival.

Former Great Central inspection saloon No. 1234 at Dukinfield yard in 1924, before it was painted in LNER livery. (HMRS ABZ 112)

In 1864, a new chairman, Sir Edward Watkin, was appointed. This was just one of his railway chairmanships and he was an early advocate of a Channel tunnel. His other ambitions included taking the MSLR to London, and the company embarked on a period of expansion at the cost of its profitability, with no ordinary dividends paid after 1889. The London Extension was widely regarded as wasteful, with centres such as Nottingham, Leicester and Rugby already having good links to London, and was achieved by building a new line from Annesley in Nottinghamshire to Quainton in Buckinghamshire, and then running over a joint line with another Watkin company, the Metropolitan Railway, and from that a short line to the new terminus at Marylebone, to which the headquarters was moved from Manchester in 1905. Perhaps not surprisingly, the nickname for the MSL became ‘Money Sunk and Lost’, but the Great Central was little better, for all of its ambitions, as it was known as ‘Gone Completely’.

During this period, expansion was also helped by the acquisition of the Lancashire Derbyshire & East Coast Railway in 1907.

A new chairman in 1899, Alexander Henderson (later Lord Faringdon), appointed Sir Sam Fay as general manager in 1902, and he was joined that year by John G. Robinson, who had trained at Swindon. Robinson started to equip the GCR with powerful new locomotives, built at the company’s Gorton Works, Manchester, as well as comfortable new carriages. It was amongst the first railways to use bogie goods vehicles, and in 1907, one of the first hump marshalling yards at Wath in the South Yorkshire coalfield proved capable of sorting 5,000 goods wagons in 24 hours. A new port was built at Immingham, which allowed expansion of the company’s Humber shipping services, and when opened by King George V in 1912, Fay was publicly knighted. The port included an innovation when the Grimsby District Light Railway, which was opened in 1912 by the GCR to serve the new port, was electrified, but this was effectively a 4½-mile tramway with 16 single-deck tramcars drawing 500V dc power from overhead wires, and not connected to the rest of the GCR.

Elsewhere, power signalling was also introduced. Under Fay, the company expanded its through passenger services. There were also trials of steam and petrol-electric railcars, while a second route to London via High Wycombe was built jointly with the GWR. Nevertheless, despite the work on passenger services, 67 per cent of its turnover came from goods traffic and just 22 per cent from passengers.

The First World War ended expansion, and while three ships were seized in Continental ports by the Germans, the rest were requisitioned for the Royal Navy. Robinson saw his 2-8-0 heavy goods locomotive adopted as the standard for War Office use overseas, while Fay became director of movements at the War Office from 1916 until the end of the war.

Great Eastern Railway

The Great Eastern Railway was formed in 1862 on the long overdue amalgamation with three railways which were being worked by the Eastern Counties Railway, the East Anglian, Eastern Union; East Suffolk & Norfolk railways. The new GER gave East Anglia a single unified railway network east of Cambridge, but even so, relations between the companies were such that it took four years before the finances could be rationalised, and by that time, 1866, during the banking and railway finance crisis, the new company was forced briefly into liquidation. Nevertheless, the company had already purchased land in the City of London for a new terminus to replace the inconveniently sited Bishopsgate.

An unusual feature of the ex-GER Y5 class 0-4-0ST was that the coal was carried on top of the saddle tank. This view at Stratford carriage works in 1947 shows No. 8081. (HMRS ABT 114)

Lord Cranbourne, who later became Marquess of Salisbury, became chairman in 1868, and the GER began to move forward. The new Liverpool Street station opened during 1874–75, the last terminus to open in the City, and only permitted because it was approached in tunnel. By this time the GER also had a dense network of suburban lines in north-eastern London.

The GER inherited a broad spread of business, with extensive commuter traffic, albeit working class and less prosperous than that of the lines to the south; goods and passenger traffic to five ports (Felixstowe, Harwich, King’s Lynn, Lowestoft and Yarmouth), with the last two providing heavy fish traffic for London and the Midlands; holiday traffic, especially to Clacton, Lowestoft, Southend and Yarmouth; race traffic to and from Newmarket, and agricultural traffic, although this declined during the 1870s and 1880s with a crisis in Britain’s arable farming. Later, it developed coal traffic from Yorkshire to East Anglia when a line was opened in 1882 jointly with the Great Northern from south of Doncaster through Lincoln and Spalding to March. Although mishandled at first, from 1883 onwards, the GER also operated steam packet services, mainly to the Netherlands.

Despite the race and Continental traffic, the company suffered from a mass of low-fare business, and because of this, in 1872 it followed the Midland Railway by providing third-class accommodation on all passenger trains. In 1891, it was the first to provide restaurant car accommodation for third-class passengers. The company gained a reputation for punctuality and efficiency, although it struggled to cope with its peak period commuter traffic. The pressure on peak traffic declined sharply from 1901 after electric trams appeared in the East End of London, and the cost of electrification meant that it was rejected, even though the GER obtained Parliamentary powers as early as 1903.

For goods traffic, in 1899, its goods yard at Spitalfields, London, was the first in the UK to have electro-pneumatic power operation. Main line services were recast in 1914 by a new general manager, the American Henry Thornton, and after the First World War he did the same for the suburban services. The company was amongst the first to use distinctive stripes on its carriages to identify classes, with first having yellow lines and second blue, which earned them the title of the ‘Jazz Trains’.

In the meantime, a number of independent branch lines had been built in GER territory, while west of King’s Lynn several lines had been built with the support of the Great Northern and the Midland, which then continued across Norfolk to Cromer, Norwich and Yarmouth before being merged to form the Midland & Great Northern Joint Railway in 1893. Competition ensued for the goods traffic, especially fish, from the Norfolk ports to the Midlands, and for holiday traffic from the Midlands. Nevertheless, the Continental traffic grew unabated and in 1883 a massive extension to Harwich was opened at Parkeston Quay, named after the then chairman. A complementary development at the Hook of Holland that opened in 1903 encouraged further growth in traffic across the North Sea. During the First World War, Harwich became an important naval base.

The GER’s locomotives from 1878 onwards were mainly built at its works in Stratford, East London. While a number of its locomotive engineers were with the company for a short time, others lasted far longer, notably James Holden, who was amongst the first to experiment with oil-fired steam locomotives, which the GER introduced in 1897 with considerable success. The ‘oil’ was tar that was a by-product of gas oil production and which was largely regarded as waste, so it was very cheap initially, but became very expensive once its value for industrial use began to be appreciated and so the GER reverted to coal.

The company’s early problems meant that the dividend was low before 1882, but by the turn of the century, it was an attractive 6 per cent, before the marked decline in its London suburban traffic depressed revenue so that by 1913, an otherwise good year for many of Britain’s railways, it was just 2 per cent.

Great North of Scotland Railway

Sometimes described as ‘neither Great nor North of Scotland’, this opened in stages between Aberdeen and Keith between 1853 and 1856, along the alignment of the Aberdeenshire Canal as far as Inverurie. The GNSR was built to link with the Inverness & Aberdeen Junction Railway, completed two years later, as well as extend services that reached Aberdeen over the Aberdeen Railway, forerunner of the Caledonian Railway. There were disagreements with the IAJR, including payment for a bridge over the River Spey, and these continued even after the IAJR changed its name to the Highland Railway in 1865, when it tried to block running powers to Inverness, while the GNSR was refused approval for a rival line to Inverness. Relationships between the two companies improved considerably during the last two decades of the 19th century, with the pooling of receipts and through running, while in 1905, an amalgamation was proposed. An alternative, amalgamation with the Caledonian was rejected.

Despite the logic of through connections with the Caledonian at Aberdeen, the GNSR maintained its own station and did little to ensure connections for passengers arriving from the south. It even delayed becoming a member of the Railway Clearing House. Nevertheless, a new joint station opened in Aberdeen in 1867, considerably easing connections, notably for those on lengthy journeys. The main line was doubled between 1861 and 1900 and lines to Elgin via Dufftown and a new coast route opened, all incorporating lines started as local projects. Significant branches were opened to Peterhead in 1862, Fraserburgh in 1865, Ballater, for Balmoral in 1866, Macduff in 1872, Boddam in 1897, and St Combs in 1903, as well as a number of minor branches.

A suburban line was developed between Aberdeen and Dyce in 1887, and extended to Culter in 1894. Much of the goods traffic was provided by the fishing ports which thrived following the arrival of the railway, as did the distilleries on Speyside, while another major traffic was cattle. Resorts on the Moray Firth were promoted as the Scottish Riviera. A hotel was built at Cruden Bay, with an electric tramway to the local railway station.

Most of the company’s locomotives were built by independent builders and only two were built at the main locomotive depot at Kittybrewster, Aberdeen, but there was some further locomotive building after the works moved to Inverurie in 1903. Despite its small size, the GNSR experimented with single-line tablet exchange, equipment for dropping and collecting mail bags while the train was moving, and also was amongst the first to provide electric lighting at its stations.

With Britain’s railways comprising more than a hundred companies prior to 1923, this did not prevent long-distance through services from operating. Three of the LNER’s constituent companies, the Great Northern, North Eastern and North British, collaborated as the Eastern Group of Railways. (Bradshaw)

Great Northern Railway

Originating as the London & York Railway, authorised in 1846 in the face of heavy opposition, the GNR title was adopted by the following year. The first services used a leased section of line between Louth and Grimsby from 1848, but the main line opened between a temporary station at Maiden Lane, London, and Peterborough, and between Doncaster and York, in 1850, by which time it was also able to serve all the important centres in the West Riding. It was in 1852 that the through line between London and Doncaster was completed along with King’s Cross station, along with the main works at Doncaster in 1853. Other smaller companies were acquired or running powers obtained so that the GNR served Bradford, Cambridge, Halifax, Leeds and Nottingham, and with an agreement with the Manchester Sheffield & Lincolnshire Railway (see Great Central), express services from London to Manchester started in 1857. The following year, the Midland Railway ran over the GNR line south of Hitchin to London, helping to undermine the ‘Euston Square Confederacy’ sponsored by the London & North Western Railway.

The revenue from the Yorkshire coal traffic attracted the jealous attention of the Great Eastern and the Lancashire & Yorkshire, who twice attempted unsuccessfully to promote a bill through Parliament for a trunk line from Doncaster through Lincolnshire. In the meantime, the GNR improved its position by joining the MSLR in buying the West Riding & Grimsby Railway, linking Doncaster with Wakefield. In 1865, with the MSLR, both companies promoted a Manchester–Liverpool line, and expanded into Lancashire and Cheshire with the Midland through the Cheshire Lines Committee. In 1879, it joined the GER in the Great Northern & Great Eastern Joint lines between Huntingdon and Doncaster, a route that required some new construction.

GNR main line services were reliable and punctual, especially after Henry Oakley became general manager in 1870. It was soon running more expresses than either the LNWR or MR, including some of the world’s fastest, hauled by Patrick Stirling’s famous single driving-wheel locomotives. The intensity of service required block signalling and interlocking, while stations and goods sidings had to be enlarged and working improved. By 1873, it had reached a peak of profitability, but for the rest of the decade, investment grew more quickly than revenue and especially in the extension of the Cheshire Lines network, the company risked over-extending itself. In the East Midlands, it constructed new lines jointly with the LNWR, to some extent spurred by an earlier rates war with the Midland, but, in 1889, with the MR, it acquired the Eastern & Midlands Railway, creating the Midland & Great Northern Joint Railway.

Earlier, the creation of through services on the East Coast Main Line was helped in 1860 when the East Coast Joint Stock, a common pool of passenger vehicles, was created by the GNR, North Eastern and North British. In 1862, the first through services from King’s Cross to Edinburgh Waverley started, with the 10 am departure in each direction being named the ‘Flying Scotsman’ from the 1870s, by which time the company was also able to reach Glasgow over the North British Railway. The first regular restaurant cars appeared in 1879 and continuous vacuum braking was introduced from 1881. The company later introduced the first fully-fitted goods trains. As traffic and the weight of trains increased, the entire route had to be relaid with heavier rails from the mid-1890s, with widening at the southern end of the route, while heavier trains were worked by H.A. Ivatt’s new locomotives, and from 1905, Nigel Gresley designed new carriages, including some using articulation to improve the ride and reduce weight.

The company also expanded its London suburban traffic, not just from King’s Cross but also using Broad Street as a convenient City terminus in conjunction with the North London Railway.

Hull & Barnsley Railway

The smallest of the constituent companies, with just 106½ route miles, the full title of this railway was the Hull Barnsley & West Riding Junction Railway & Dock Company. It was authorised in 1880 as a deliberate attempt to break the monopoly held by the North Eastern Railway and the Hull Dock Company, and enjoyed the backing of Hull Corporation. The 53-mile long line opened in 1885 at the same time as the associated Alexandra Dock, having overcome both engineering and financial difficulties, running from Hull’s Cannon Street station to join the Midland Railway at Cudworth, 2 miles from Barnsley. In an attempt to avoid level crossings, it ran on embankment near Hull and used 34 bridges, while further west, there were severe gradients as it crossed the Yorkshire Wold, with 1 in 100 westbound and 1 in 150 eastbound, compared with the easier gradients of the NER along the Humber.

The excellent facilities of the Alexandra Dock enabled the line to make a significant impact, and after initial competition on freight rates, the situation eased so that during the 1890s, the relationship with the NER became close and the two companies jointly built the King George V Dock, which opened in 1914. The two companies merged in 1922, and the NER then passed into the London & North Eastern Railway the following year.

North British Railway

The North British Railway was authorised in 1844 after the York & North Midland Railway was persuaded by George Hudson to provide £50,000 to complete an East Coast line between Edinburgh and London. Hudson’s intervention was necessary after Scottish investors had failed to provide sufficient capital. The line opened over the 57 miles to Berwick-on-Tweed in 1846, but had been poorly constructed and within three months, floods swept away many weak bridges and undermined embankments. Despite this, the NBR built branches to Duns, North Berwick and Hawick, with the last providing a link via Carlisle, the ‘Waverley’ route, with the West Coast line when it opened in 1862. In return for allowing the North Eastern Railway to run over its line between Berwick and Edinburgh, the NBR was allowed running powers between Newcastle and Hexham.

After an extremely shaky start, with poor punctuality and scant dividends, Richard Hodgson became chairman in 1855 and began to rebuild the company’s operations. It acquired the Edinburgh Perth & Dundee Railway in 1862, and in 1864, the Edinburgh & Glasgow Railway in the face of fierce competition from its stronger rival, the Caledonian. Hodgson’s reign ended in 1866 when it was discovered that he was falsifying the accounts in order to pay an improved dividend, and his departure nearly led to a merger with the Caledonian, but for a shareholders’ revolt. It was not until the completion of the Settle & Carlisle line by the Midland Railway in 1876, allowing through trains from St Pancras to reach Edinburgh over the Waverley route, that the company’s circumstances improved. Dugald Drummond, the NBR’s locomotive superintendent, designed a new 4-4-0 express locomotive to handle the Anglo-Scottish expresses, before being poached by the Caledonian in 1882.

Competition with the Caledonian continued and proved ruinous. Both companies wanted the lucrative Fife coal market and both wanted to be the best route to Aberdeen, while the NBR wanted its share of the growing Glasgow commuter traffic. The two companies built large and prestigious hotels, with the NBR’s flagship being that at Waverley station, now known as the New Balmoral. Still more ambitious was the effort made to create a port and a resort at Silloth in Cumberland, which also included building much of the town, as well as a hotel and golf course. The port attracted ferry services to Ireland and the Isle of Man, but the resort failed. Rather more success was enjoyed in developing the resort of North Berwick. The company later bought the port of Methil in Fife to handle shipments of coal from the local coalfields. The NBR even attempted to compete with the CR on the Clyde, initially putting two ferries into service in 1866, but soon had to withdraw them, and a second attempt, based on Dunoon, saw heavy losses. A later attempt in conjunction with the Glasgow & South Western saw steamer services from Greenock, while steamers were also operated on Loch Lomond after the NBR purchased a local company.

Grouping meant that many locomotives strayed far from their home territory, including this ex-North British Railway D32 class 4-4-0 No. 9887, seen at Darlington in 1939. (HMRS ACW 502)

The heavily indented coastline of Eastern Scotland meant that the North British had substantial ferry operations of its own across both the Forth and the Tay, until bridges could be built across these two wide estuaries. The first attempt at building the Tay Bridge resulted in disaster, with the structure collapsing in a storm while a train was crossing, on 28 December 1879, with the loss of all 72 people aboard. A new bridge was built and this was followed by the imposing Forth Bridge, completed in 1890. These two bridges meant that the NBR was the fastest and most direct route to Dundee and Aberdeen. Nevertheless, the company failed to get the NER to allow it to handle expresses from London on the stretch of line between Berwick-on-Tweed and Edinburgh.

Traffic boomed, however, with heavy congestion at Waverley that required the station to be rebuilt and the tracks to Haymarket, with the intervening tunnels, quadrupled. The result was that when the rebuilt station opened with its suburban platforms in 1898, it was claimed to be second only to Waterloo in London in size. Freight traffic also grew, and shipments of coal through the port of Methil rose from 400,000 tons in 1888 to 2.8 million tons twenty years later.

While most of the railway network had been completed by 1880, the NBR had two of the last major railway projects in the country prior to the Channel Tunnel Rail Link. The first of these was the West Highland Line, which ran from Craigendoran, west of Glasgow, to Fort William, and opened in 1894, and then the extension to Mallaig, completed in 1901. This had taken Robert McAlpine four years for just 40 miles and almost uniquely in Great Britain, had needed a subsidy of £260,000 (about £17.5 million today) of taxpayers’ money. These were followed by a line from Dunfermline to Kincardine and a small number of light railways, essentially infilling gaps in the system.

With the major naval base of Rosyth, opened in 1916 although its railway station opened the previous year, on the coast of Fife, plus the anchorages in the Cromarty Firth and at Scapa Flow in Orkney, the NBR was heavily involved in the First World War. This included handling the famous ‘Jellicoe Specials’, of which there were two kinds, one carrying coal from Pontypool Road on the GWR to Grangemouth, and the other carrying naval personnel, which ran from London to Thurso, and put a heavy strain on a largely single-track route north of the Forth. Rosyth alone received 1.25 million tons of coal from Wales in 1918. As with the other railways, the shortage of skilled men and the demands placed on the system combined to ensure that there were serious arrears of maintenance as the war ended. Nevertheless, the NBR was one of the more successful in obtaining compensation from the government, receiving just under £10 million.

The NBR was the largest Scottish railway company, contributing 1,300 track miles, 1,100 locomotives, 3,500 carriages and 57,000 wagons to the new London & North Eastern Railway on 1 January 1923.

This powerful A8 class 4-6-2T, No. 2153, was rebuilt from a Raven H1 class 4-4-4T during the early 1930s. It is seen at Darlington in 1936. (HMRS AAB 112)

North Eastern Railway

The North Eastern Railway was the largest and most profitable of the companies brought together to form the LNER, with 1,757 route miles. The NER was formed in 1854 when four railway companies merged their operations, the York Newcastle & Berwick, the York & North Midland, the Leeds Northern, and the tiny Malton & Driffield Junction, although the three larger companies did not amalgamate their shareholdings until 1870. The NER came into being with 700 route miles, but was not a complete rationalisation of railway operations in the North East as four other companies in the area remained independent for the best part of ten years.

One of the independent companies, the Stockton & Darlington, which had supported the construction of the South Durham & Lancashire Union line, allied with the London & North Western Railway, but after the SDR and SDLUR merged, they were taken over by the NER in 1863. Similar action was taken by the West Hartlepool Railway, which served a port that was a strong competitor to Hull and Middlesbrough, and sought an alliance with the LNWR, planning to compete with the NER, and it was not until 1865 that it agreed to be taken over, and that year the Newcastle & Carlisle was also absorbed. This left just the Blyth & Tyne as an independent company within the NER area, and this was not absorbed until 1874. The acquisition of these companies was often difficult, and once in NER ownership, integration proved to be slow and problematic.

The NER was a vital link in the line from London to Edinburgh, linking the Great Northern in the south with the North British Railway at Berwick-on-Tweed, which formed what is now the East Coast Main Line. Between 1868 and 1871, it built cut-offs amounting to 26 miles, with the two main ones being between Durham and Gateshead, and between Doncaster and York. Nevertheless, the NER was slow to introduce the block system of signalling and interlocking of points and signals, and these as well as management failings contributed to the four accidents suffered in late 1870.

William O’Brien, the general manager was sacked and Henry Tennant succeeded him, making the necessary reforms both to the structure of the company and to its operating practices, despite which the newly integrated company managed to pay a dividend of more than 8 per cent during the 1870s. It also mounted the ‘Jubilee of the Railway System’ at Darlington on the SDR’s 50th anniversary in 1875. The stubborn and independent streak shown by the railway meant that it was the last of the trunk railways to abandon iron rails in favour of steel, although it could be argued that this was possibly to appease the powerful iron masters. Nevertheless, it also refused to send a delegate to the Railway Clearing House to discuss standardising railway telegraph codes as it would not consider any revision of its own codes!

The NER’s monopoly in the North East soon came under threat. Hull Corporation was angered by the NER entering into a traffic-pooling agreement for freight receipts for all of the ports between the Tyne and the Humber. The Corporation backed plans for a new dock to ease congestion on the Humber, and a new independent railway to bring coal from South and West Yorkshire. Originating as the Hull Barnsley & West Riding Junction Railway & Dock Company, but later becoming the Hull & Barnsley Railway, the new 66-mile line was authorised in 1880. The railway and the new docks were both completed in 1885. A rate war ensued, which forced the Hull & Barnsley into receivership during 1887–89, but an agreement was reached, and while the NER was never able to acquire the HBR, the two companies shared construction of the large new deep water dock, the King George V, which opened in 1914.

Only a small number of Q7 class 0-8-0 three-cylinder locomotives were built by the NER as limitations on the length of goods trains meant that they could rarely be used to their full advantage. This is No. 628 in LNER black livery. (HMRS AAB118)

The Tyneside electrification, which was expanded under the LNER having originated with the NER.

The 1870s were not a period of easy growth for the railways, and the financial performance of the NER is all the more creditable for this. Faced with a recession in mineral traffic, the company began to encourage third-class travel.

The NER gained momentum and prominence when Tennant was superseded by G.S. Gibb in 1891. Gibb believed in building a management team with diverse experience rather than continuing the NER’s own introspective policies, and recruited R.L. Wedgwood, Frank Pick and E.C. Geddes, all of whom rose to prominence in the industry. Gibb changed the NER’s working statistics, using ton-mileage rather than train-mileage to assess performance. At first other companies were dubious about the changes when introduced in 1899, but in due course these became the industry standard.

Forward thinking was also evident when the NER became the first railway to negotiate with trade unions on hours and wages. Gibb himself moved on in 1906, becoming managing director of London’s Underground Group of Companies. Wedgwood became the first chief general manager of the LNER. Geddes moved into politics, became first Minister of Transport and was largely responsible for forcing through the Grouping of the railways, before moving into manufacturing industry.

Meanwhile, a succession of chief mechanical engineers, starting with Wilson, and then Thomas Worsdell and Vincent Raven, took the company into electrification. It started with the Quayside freight line at Newcastle in 1902, and then the suburban system north of the city in 1904, and by 1915 the company had also electrified the longer-distance line from Shildon to Middlesbrough. The company even planned for electrification of the ECML between York and Newcastle, but in the end, this was shelved through Grouping and Nationalisation and did not take place until 1991.

Nevertheless, the NER passed on to the LNER 58 route miles of electrified line, albeit in three separate schemes, and a total of 126 multiple unit motor coaches and trailers, and 13 electric engines in three separate classes. Had Raven’s ideas been supported by the LNER, electrification could have come earlier, but it would have required a chief general manager with a determination to electrify along the lines of the Southern Railway’s Sir Hebert Walker for this to have happened.

The HBR was finally absorbed by the NER in 1922.

Subsidiary Companies

Brackenhill Light Railway

Although authorised as early as 1901, the standard gauge line did not open until 1914, linking Brackenhill Junction on the line between York and Sheffield to Hemsworth Colliery, while a short spur was built to Ackworth Moor. It was a freight line, although there were occasional holiday special excursions over its tracks. From the outset, it was worked by the North Eastern Railway and followed the NER into the LNER on Grouping.

Colne Valley & Halstead Railway

Opened between 1860 and 1863, the Colne Valley & Halstead Railway linked Chappel & Wakes Colne to Halstead and Haverhill, becoming part of the London & North Eastern Railway on 1 July 1923. It had just four steam locomotives, one of which was unserviceable. A short section at Castle Hedingham is now preserved as the Colne Valley Railway.

Clarence & Hartlepool Junction Railway

Named after the Duke of Clarence, later King William IV, as a compliment, the Clarence Railway was the first new railway promoted specifically to compete with an existing railway, the Stockton & Darlington, which was being extended to Middlesbrough. Authorised in 1828, it was intended to serve a new port on the north bank and branched out of the S&D at Simpasture. The line opened in 1833–34, three years after the S&D’s extension, and from the start undercut the earlier railway’s freight charges, which enabled it to attract its share of the rapidly growing coal traffic, but also meant that it struggled to pay its way, and was nearly closed in 1842. It managed to survive until 1844, when it was leased and in 1853 the lessees merged with the Hartlepool West Harbour & Dock Company, purchasing the railway outright and changing its name. It was acquired by the North Eastern Railway in 1865.

East & West Yorkshire Union Railway

Opened between Stourton Junction, Leeds, and the Lofthouse and Newmarket Colleries in 1891, it operated a nine-mile long line serving collieries and remained independent until absorbed by the London & North Eastern Railway in 1923.

East Lincolnshire Railway

Connecting Grimsby to Louth and Boston, the East Lincolnshire was incorporated in 1846, but even before it opened throughout in 1848, it was leased by the Great Northern, and on Grouping passed to the London & North Eastern Railway.

Edinburgh & Bathgate Railway

Opened in 1849 and sponsored by the Edinburgh & Glasgow Railway as the start of a second route between Scotland’s two largest cities, the through line was finally opened in 1871. The route suffered many sharp curves and steep gradients so it was never a rival for through running on the main line, but along the line lay rich mineral fields that provided valuable goods traffic. The line passed into North British ownership, but the company retained its separate legal entity until Grouping.

Forcett Railway

Authorised in 1865 and opened in 1866, the line was never completely independent and from opening it was worked by the North Eastern Railway.

Forth & Clyde Junction Railway

The concept of the Forth & Clyde Junction Railway was first raised in Stirling in 1845 and was intended to run through the countryside north of the Campsie Fells to connect with the Caledonian & Dunbartonshire Railway. The project was dropped in the aftermath of the Railway Mania, but revived in 1851, largely with goods traffic in mind. The 30-mile long line opened in May 1856. The line never met the expectations of its promoters and was operated initially by the Scottish Central Railway, but the line arranged its own rolling stock after 1860, although the company still struggled to pay its way and in 1870 it was leased to the North British, which took full control of all operations and provided rolling stock, although the company itself survived until Grouping.

Gifford & Garvald Light Railway

Sponsored by the North British as a spur from its line at Ormiston, it opened as far as Gifford in 1901, but never reached Garvald and survived only to 1933 when it was closed.

Great North of England Railway

An ambitious plan to provide a link from York and Leeds to Newcastle and create a trunk route from London, the line as completed only ran for the 43 miles between York and Darlington, with the former terminus shared with the York & North Midland Railway. It was almost level throughout with just one short and gentle incline. The original engineer, Thomas Storey, was replaced by Robert Stephenson after difficulty with a number of smaller structures, while the two main viaducts were designed by other engineers.

The GNER was leased by George Hudson in 1845 and some of its statutory authority was transferred to the Newcastle & Darlington Junction Railway, authorised in 1842. The plan was to use these railways and the YNMR for a line from London to Edinburgh via Rugby and Derby and spoil plans for a direct line from London to York. In 1846, the NDJR acquired the GNER, and the combined company became the York & Newcastle, before changing again in 1847 to the York Newcastle & Berwick, while the lease passed to the North Eastern Railway in 1854.

Horncastle Railway

Opened in 1855 between Horncastle and Kirkstead Junction, the line was worked by the Great Northern Railway and under Grouping was incorporated into the London & North Eastern Railway.

Humber Commercial Railway & Dock

Opened between Ulceby and Immingham Docks in 1910 and leased by the Great Central Railway, it was opened throughout in 1912, when it also acquired the Barton & Immingham Light Railway, also leased to the GCR. The entire operation passed to the London & North Eastern Railway in 1923.

Kilsyth & Bonnybridge Railway

An extension of the Kelvin Valley Railway, which opened in 1879, the Kilsyth & Bonnybridge opened in 1888. While the KVR was operated by the North British Railway, the KBR was operated jointly by both the North British and the Caledonian Railway, and although it passed to the London & North Eastern Railway in 1923, as with other pre-Grouping joint railways, joint working of the Kilsyth & Bonnybridge Railway with the London Midland & Scottish Railway continued until Nationalisation in 1948.

Lauder Light Railway

Known to the locals as ‘Auld La’der Licht’, it was authorised by a Light Railway Order in 1898, the Lauder Light Railway opening between Fountainhall and Lauder in 1901. It was worked by the North British Railway, with through trains from Edinburgh Waverley, and became part of the London & North Eastern Railway in 1923. It closed to passengers in 1932.

London & Blackwall Railway

Originally authorised in 1836 as the Commercial Railway, the 5ft gauge line linked the Minories, to the east of the City of London with Blackwall, with the first 2½ miles of the 3½-mile route being on a viaduct 18ft above street level. An extension to Fenchurch Street was authorised in 1839, the company adopting the London & Blackwall title, and the line opened the following year. The line was worked by cable powered by stationary steam engines to reduce the risk of fire to shipping and cargo in the docks. Each carriage had a brakeman and carriages were slipped and picked up at intermediate stations. It was the first to adopt an even headway service with a train every 15 minutes. In 1849, the line was converted to standard gauge and steam traction adopted, while the company connected with the Blackwall Extension Railway, which ran from Stepney Junction to Bow, then the Eastern Counties Railway, and in 1856, the line was linked with the London Tilbury & Southend Railway at Gas Factory Junction.

The Great Eastern Railway leased the London & Blackwall in 1866 for 999 years.

Mansfield Railway

Opened in stages between 1913 and 1917, the Mansfield Railway linked the Great Central at Kirkby, via Mansfield, with the same company’s Chesterfield–Lincoln line (originally built as the Lancashire, Derbyshire & East Coast Railway) at Clipstone. The line was worked by the GCR and passed to the London & North Eastern Railway on Grouping.

Mid-Suffolk Light Railway

Authorised by a light railway order in 1901, the Mid-Suffolk opened to goods in stages between 1904 and 1906, and to passengers in 1908. Running between Haughley, Laxfield and Cratfield, some sections were closed in 1912 and in 1915. It was in receivership before being acquired by the London & North Eastern Railway in 1924, when it had just three locomotives, but one was immediately scrapped. The line was closed completely in 1952, four years after Nationalisation.

Newburgh & North Fife Railway

This was a short branch line serving the small port of Newburgh in Fife, which was largely by-passed when the railway bridge over the River Tay was opened.

North Lindsey Light Railway