97-492: The East Norfolk Railway was a pre-grouping railway company operating a standard gauge 25 mile, mostly single track, railway running between Norwich Thorpe railway station and Cromer in the English county of Norfolk . It opened in 1874, reaching Cromer three years later, and remains mostly operational. The company also operated a branch between Wroxham and County School , which closed to passengers in 1952, and had proposed
194-518: A GNR Manchester train. The time from King's Cross to Cromer via Peterborough was typically 4 + 1 ⁄ 2 hours, but the GER did London Liverpool Street to Cromer via Norwich in 3 + 1 ⁄ 2 hours. At this time the decision was taken not to go ahead with the Blakeney Harbour branch from Kelling. On 20 June 1888 a new branch line from North Walsham to Mundesley , a small seaside resort
291-464: A Sutton Bridge Dock, connected to the railway network, could be advantageous, saving part of the difficult navigation up the River Nene . The GNR subscribed £20,000, calculating that this could be an export point for coal. The dock opened on 14 May 1881, and a short branch railway had been constructed to serve it. The day after the opening it was observed that the lock gates were not watertight, and in fact
388-559: A Sutton to Wisbech line, but had been prevented; and that the line had in fact been pre-empted by the PB&;SBR; this was accepted and the M&;SR was released from the prohibition on declaring a dividend. The Midland and Eastern Railway now effectively controlled the whole of the western section of the future M&GNJR, except for the Peterborough to Sutton Bridge line, which was still controlled by
485-507: A branch to Blakeney in 1878, which was never constructed. The plans for the East Norfolk Railway's Aylsham, Cromer and North Walsham lines were first deposited in 1859. The line opened as far as North Walsham in 1874, but was in an incomplete state – with neither crossing keeper's cottages or goods sheds being finished. This contributed to a lack of early cash flow, and liquidity, delayed the extension to Cromer. A temporary railhead
582-578: A connecting line at Wisbech to the GER line, and to the harbour. The connection to the GER was in fact not made. On 1 August 1866 its main line opened for traffic. At Peterborough it started from the Midland Railway lines, on the west side of the GNR main line, and crossed both the Midland and GNR track by a bridge. The line was 27 miles (43 km) in length, to a junction at Sutton Bridge. The Midland Railway worked
679-405: A further meeting on 2 May 1890 the debenture holders accused Read of being to blame for getting the line into this situation, and demanded his removal, as well as a declaration that their debenture payments should rank equally with the railway operating costs, contrary to normal practice when a line was in receivership. Appeals were eventually dismissed and despite the legal and financial difficulties
776-466: A general failure of the wall of the dock took place. Ships that had entered the dock were got away, but repairs to the dock were said to be impracticable, and the dock was not used again; the GNR had by then expended £55,000 on an unusable dock system. Further east, it was not until 1876 that the first railway section of the future M&GNJR was approved: the Great Yarmouth and Stalham Light Railway
873-479: A goods line until the 1980s. The first station after Wroxham was at Coltishall , followed by Buxton railway station (Norfolk) and Aylsham . This section is still in use as the Bure Valley Railway . Although the passenger service ended in 1952, freight traffic continued until 1981 and the line through Aylsham was formally closed on 6 January 1982. A weed-killing train ran in 1983 and track-lifting trains ran
970-590: A government-controlled railway system during and after the Great War of 1914–1918. The provisions of the act took effect from the start of 1923. The British railway system had been built up by more than a hundred railway companies, large and small, and often, particularly locally, in competition with each other. The parallel railways of the East Midlands, and the rivalry between the South Eastern Railway and
1067-453: A private residence, although the formation and platforms have been buried. Cawston was the planned location of the junction for the proposed, but never built, branch line to the coast at Blakeney, with a triangle on the Aylsham side of the village being shown on plans. The next station, Reepham also remains, along with its large goods shed and former yard, although a road improvement scheme in
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#17328526918701164-529: A short section near Sheringham is in commercial use today, but the North Norfolk Railway is active as a heritage line. The area eventually served by the Midland and Great Northern Joint Railway, taken as south Lincolnshire and north Norfolk, was late to be supplied with railway connections due to being sparsely-populated fenland . The Great Northern Railway (GNR), running north through Huntingdon , Peterborough and on to Grantham , so forming
1261-452: A stroke this would have cut the GNR out of much of the traffic, even though it had constantly been friendly and supportive of the E&;MR when the Midland had treated it shabbily. This was "extraordinary conduct" by the E&MR. R. A. Read was a director, friendly to the Midland but prone to "rash and elaborate schemes", and Wrottesley attributes these schemes to him. Nevertheless, the new line
1358-474: A sudden rapprochement took place. A bill was to be submitted to the 1888 session of Parliament to build a connecting line from the Midland Railway near Ashwell (in the vicinity of Oakham ) and Bourne. The E&MR was to build this with Midland financial help, and the following year the Midland would take over the entire western section. Traffic from the eastern section would be directed via the Midland. At
1455-453: A tribunal. Part 2 dealt with powers and regulation of the railway companies by the Railway and Canal Commission , part 3 dealt with railway rates, charges and conditions of carriage with powers given to a Railway Rates Tribunal , and part 4 with employee wages and conditions. Parts 5 and 6 dealt with light railways and general clauses respectively, with the general clauses of part 6 including
1552-603: Is presently marketed as the Bittern Line , and formed part of Network Rail Network Rail Route 7 , as SRS 07.11 - East Suffolk line and Norfolk branches . Since 2010 it is a part of Strategic Route D: East Anglia . The first 9 miles (14 kilometres) of the branch line, between Wroxham railway station and Aylsham railway station , operates as the Bure Valley Railway 15 in ( 381 mm ) minimum gauge heritage railway . Railways Act 1921 The Railways Act 1921 ( 11 & 12 Geo. 5 . c. 55), also known as
1649-637: The Great Northern Railway 's opposition. Nevertheless, the GER repeatedly presented bills for such lines, and the GNR calculated that it was only a matter of time until it was successful. This policy came to fruition in April 1878 during parliamentary hearings on a GER bill, and negotiations were set in place to establish what became the Great Northern and Great Eastern Joint Line , forming a through route from Doncaster to March via Lincoln . The GNR and
1746-506: The Grouping Act , was an act of Parliament enacted by the British government, and was intended to stem the losses being made by many of the country's 120 railway companies, by "grouping" them into four large companies, dubbed the " Big Four ". The intention was to reduce inefficient internal competition between railway companies, and retain some of the benefits which the country had derived from
1843-564: The London, Brighton and South Coast Railway at Hastings, were two examples of such local competition. During the First World War the railways were under state control, which continued until 1921. Complete nationalisation had been considered, and the Railways Act 1921 is sometimes seen as a precursor to that, but the concept was rejected, and nationalisation was subsequently carried out after
1940-507: The Lynn and Fakenham Railway was authorised by Parliament, in the face of bitter opposition by GER interests. With capital of £150,000 it was to run from GER-influenced connections near King's Lynn to near Fakenham . Surprisingly, the GER made no attempt to take control of this line, in fact making obstructions to the construction process. It was opened to Massingham on 16 August 1879, extending to Fakenham on 16 August 1880. On 12 August 1880
2037-592: The Second World War , under the Transport Act 1947 . The form of the act was developed by the Minister of Transport , Eric Geddes , who was a former North Eastern Railway executive. Geddes favoured using amalgamations to create privately owned regional monopolies, and suggested increased worker participation from pre-war levels. Geddes viewed the pre-war competition as wasteful, but was opposed to nationalisation, on
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#17328526918702134-803: The Somerset and Dorset Joint Railway (S&DJR), a joint LMS/ SR line in south-western England. The London suburban railway companies, such as the Underground Electric Railways Company of London and the Metropolitan Railway , were also excluded. Later, the London Passenger Transport Act 1933 amalgamated them, along with London area bus and tram operations, into the London Passenger Transport Board (see List of transport undertakings transferred to
2231-568: The South Yorkshire Coalfield by the GNR, and the GER sought to take a share of the traffic. Fearing that this might happen, suddenly giving the GER a monopoly of the coal traffic to East Anglia , the GNR started to sponsor friendly railways in the area itself. The Lynn and Sutton Bridge Railway and the Spalding and Bourn Railway amalgamated to form the Midland and Eastern Railway in 1866;
2328-503: The Spalding and Bourn Railway was authorised, also with capital of £100,000. This line was to make an end-on junction at Bourne with an offshoot of the GNR, the Bourne and Essendine Railway . The line was opened on 1 August 1866. It ran through practically unpopulated terrain. The GNR worked the line. The Peterborough, Wisbech and Sutton Bridge Railway now in 1864 got authorisation to make
2425-498: The Yare valley, trains arrive at Salhouse station , 6 miles from Norwich, which retains two operational platforms, although the goods yard closed on 18 April 1966. The original ENR timber building on the down platform has been demolished, although the later GER building on the up platform survives. The next station was reached after passing over the longest viaduct on the route, a 55-foot structure originally built using timber but rebuilt in
2522-617: The 1890s, over the River Bure . Wroxham was 8½ miles from Norwich. This was formerly the junction for the ENR branch line to Aylsham and County School , and also marks the limit of the double track section. The branch line formerly diverged from the Cromer line a short distance north of the station, but closed to all traffic in 1982 and was subsequently dismantled, replaced by the Bure Valley Railway . The station had coal and grain handling facilities in
2619-516: The Bourne connecting line to the Midland would be varied, to meet the Midland at Saxby ; the connection to the GNR main line at Little Bytham would be retained; and the connecting line west of that point would be Midland property, not E&MR. Ordinary shareholders in the E&MR would get £47 for every £100 worth. A joint committee met at King's Cross on 5 March 1889; it was a Midland and Great Northern Joint Committee, but at this stage no such designation
2716-465: The Bourne to Saxby line was opened to passengers, with additional platforms at Saxby. The formation was made for a southward connecting curve there, but track was never laid on it. The boundary with the Joint Line was at Little Bytham as planned, and the formation of the connection to the GNR was also made, and here too track was never laid on it. The Spalding avoiding line was opened to passenger traffic on
2813-526: The Cromer line just north of Wroxham station on a 10 chain radius curve. The "Western Extension" opened as far as Aylsham on 1 January 1880, with service reaching Cawston on 1 September. The line to Reepham was opened in 1881, at the same time as the East Norfolk Railway was amalgamated with the Great Eastern Railway. County School was opened as the junction with the former Norfolk Railway line from Norwich to Fakenham in 1882. Passenger services over
2910-517: The E&MR could only run trains on those section with the consent of those larger railways. The whole line from Bourne to Great Yarmouth was now under the control of the Eastern and Midlands Railway. The train service at this stage was "lavish", with six trains daily on the South Lynn to Melton Constable section and seven from Melton to Norwich City , with numerous short workings. On Sundays it
3007-521: The ECR declined over the years and in 1862 it was absorbed into the new Great Eastern Railway (GER). The ultimate formation of the M&GNJR resulted from the fusion of numerous local schemes, though they did not at first aspire to form a connected railway. On 4 August 1853 the Norwich and Spalding Railway obtained its Act for a line from Spalding to Sutton Bridge , and from there to Wisbech . Notwithstanding
East Norfolk Railway - Misplaced Pages Continue
3104-485: The East Norfolk Railway in 1881, before this line was completed. The branch joined the Great Eastern Railway's line from Dereham to Fakenham at Broom Green, where there was a 20 chain curve. The complete line opened in 1882. Although nominally independent, the East Norfolk Railway was operated by the Great Eastern Railway from the start of services, and soon passed into ownership of the latter company. Fares on
3201-651: The Future Organisation of Transport Undertakings in Great Britain and their Relation to the State ( Cmd. 787). That suggested the formation of six or seven regional companies, and suggested worker participation on the board of directors of the company. The white paper was opposed by the Railway Companies' Association (RCA) and by MPs representing railway companies' interests. The move to greater worker participation
3298-493: The Great Northern into the London and North Eastern Railway ). The M&GNJR maintained a distinct identity which only formally ended with nationalisation in 1948. After 1945 the profitability of the network declined steeply, worsened by the seasonality of the business. It was duplicated by other lines and the decision was taken to close it. Most of the network closed in 1959, although some limited sections continued in use. Only
3395-630: The London Passenger Transport Board ). Other exempted railways were light railways authorised under the Light Railways Act 1896 , and similar lines, although some of those lines still chose to join the groups. The lines which remained independent were principally those under the influence of Colonel Stephens , who had been instrumental in securing the necessary exemption. Midland and Great Northern Joint Railway The Midland and Great Northern Joint Railway (M&GNJR)
3492-545: The Lynn and Fakenham got approval to extend to Norwich , creating a much sought-after independent line to the city. The line was to pass through Melton Constable , and from that place there was to be a branch to Blakeney Harbour. On 11 August 1881 the Lynn and Fakenham and the Yarmouth and North Norfolk companies together managed at last to get powers to build from Melton Constable to North Walsham, which would connect their systems. In
3589-458: The M&GNJR ran many long-distance express trains to and from the territory of the parent companies, as well as summer local trains for holidaymakers. It had the longest mileage of any joint railway in the United Kingdom. In the grouping of 1923 , the two joint owners of the M&GNJR were absorbed into two separate companies (the Midland into the London, Midland and Scottish Railway and
3686-497: The M&GNJR. With only minor interference from the GER, the new arrangement passed in Parliament on 9 June 1893: the Midland and Great Northern Joint Railway would become an incorporated entity (rather than just a committee delegated by the two principals). A total of 113 miles (182 km) of railway was involved, so that the M&GNJR network was the longest joint railway in the United Kingdom, by mileage. On 1 May 1894
3783-466: The Midland Railway had hitherto dominated the southward flow of Nottinghamshire and South Yorkshire coal, and saw that the dominance was vulnerable. This led the GNR and the Midland to look favourably at further development of the Bourne and Lynn Joint Railway (Midland and Eastern Railway). In 1875 parliamentary sanction was obtained by an independent shipping company to develop Sutton Dock . Wisbech had traditionally been used as an inland port, but
3880-485: The Midland Railway. The Midland and Eastern was jointly owned by the GNR and the Midland Railway, but it operated more or less independently. The Joint Committee did not meet between 1867 and 1880; trains of the two owning companies ran their own trains on the lines. In this period the network was referred to as the Bourne and Lynn Joint Railway . For several years the Great Eastern Railway had been trying to get access to northern districts, and had been frustrated by
3977-762: The Scottish businesses. After consideration of the Railways Bill, it was decided that the Scottish companies, originally destined to be a separate group, would be included with the Midland/North Western and Eastern groups respectively, in order that the three main Anglo-Scottish trunk routes should each be owned by one company for their full length: the West Coast Main Line and the Midland Main Line by
East Norfolk Railway - Misplaced Pages Continue
4074-468: The company got powers to extend to North Walsham , and to change its name to the Yarmouth and North Norfolk Light Railway , with additional capital of £60,000. Its status as a light railway was designed to prevent the Great Eastern Railway from acquiring running powers over the line. Successive openings took place: to Catfield on 17 January 1880 and on to Stalham on 3 July 1880. On 13 July 1876
4171-499: The company to construct a new rail and road bridge at Sutton Bridge, but this was modified by an Act in 1863 which permitted the railway to purchase the existing road swing bridge , built in 1850, and adapt it for railway use as well. The line was opened for goods traffic throughout in November 1864 from a junction some distance south of King's Lynn station . Passenger trains provided by the GNR began on 1 March 1866. On 29 July 1862
4268-468: The company was unable to attract enough investment. It only managed to build from Spalding to Holbeach , 7 + 1 ⁄ 2 miles (12 km), opening to Holbeach for goods on 9 August 1858 and for passengers on 15 November 1858. The Wisbech stipulation appears to have been overlooked for the time being. The line connected with the Great Northern Railway at Spalding and the GNR agreed to work
4365-505: The company's title, reaching Norwich was an (unfulfilled) aspiration for later rather than an immediate intention. The Act stipulated that the other parts of the proposed Norwich and Spalding system could not be opened unless genuine progress was being made with the Wisbech connection. In fact at this time the money market was particularly difficult, partly because of the Crimean War , and
4462-458: The final mile to County School. The East Norfolk Railway proposed a line from Cawston to Cley and Blakeney in 1879, with an intermediate station planned for Holt . It was estimated that this line would cost £300,000, but generate only £7 per mile per week - but the main intention of the line was block access by rival companies. The proposed line had very little local support, especially in Holt - where
4559-589: The first time in 1890. The 1889 arrangement whereby the Midland and GNR jointly took over E&MR lines applied only to the western section. Now in 1891 the two larger companies indicated that they wished to acquire the eastern section too. This was agreed in October 1892, and a Bill was submitted to the 1893 session of Parliament. The consideration was £1,200,000 of Midland and GNR 3% rent stock, although there were complicated provisions for preference and debenture shareholders. Both eastern and western sections transferred to
4656-570: The following year.. In 1990, the station buildings at Aylsham, then one of the most complete remaining Great Eastern stations in Norfolk, were obliterated to make way for the Bure Valley Railway whose headquarters now occupy the site. Beyond Aylsham the route survives as part of the Marriott's Way long-distance footpath and cycleway . The next station was at Cawston , where the building survives as
4753-486: The former group, and the East Coast Main Line by the latter. The opening paragraph of the Railways Act 1921 states: Part 1 of the act dealt with the terms and procedure of the amalgamations of railway companies. The constituents and subsidiaries of the four groups were set out in the first schedule of the act. Companies that had not formed an amalgamation scheme by 1923 would be amalgamated under terms decided by
4850-447: The grounds that it led to poor management, as well as a mutually corrupting influence between railway and political interests. In his 9 March 1920 Cabinet paper, "Future Transport Policy", he proposed five English groups (Southern, Western, North Western, Eastern and North Eastern), a London passenger group, and separate single groupings for Scotland and Ireland. Geddes' proposals became the 1920 white paper , Outline of Proposals as to
4947-551: The intention of creating an independent through route and on 2 November 1885 the Lynn Loop was opened for goods traffic; passenger service followed on 1 January 1886. The line ran south of Lynn, connecting from South Lynn goods station to Bawsey . The former connection from Gaywood Road Junction, north of King's Lynn, to Bawsey was closed. The railways had referred to the main station in King's Lynn simply as "Lynn" but from this time "Lynn Town"
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#17328526918705044-412: The intention was to push westward to Saxby and join the Midland Railway there. This plan was opposed by the Great Northern Railway and the compromise was that the scheme was dropped, but that the Midland Railway was given running powers from over two GNR-sponsored lines: from Bourne to Essendine , and (by reversing there) from Essendine to Stamford ; this was not a direct or fast route. The arrangement
5141-551: The line ended on 15 September 1952, with the line between Reepham and Foulsham also being closed to goods. This section was then partially relaid in 1960, with the Themelthorpe Curve goods link with the former Norwich line of the M&GN being opened 12 September. The remaining section of line between Foulsham and County School was closed on 31 October 1964. Buxton Lamas and Coltishall closed to goods on 18 April 1966. The line between Themelthorpe and Wroxham remained in use as
5238-451: The line for three years. There were four trains daily except Sundays, with one extra on Tuesdays. The company obtained a further authorising Act to extend from Holbeach to Sutton Bridge, as the earlier powers had expired. Wisbech was omitted this time, but the Act stipulated that no dividend might be declared unless the company proceeded with the promotion of the Wisbech line in Parliament. This
5335-468: The line's receipts. The 1864 Act included plans for a line to Aylsham, diverging south of Wroxham station. In 1876 this plan was revived, and modified, to leave the main line north of Wroxham station. The branch line diverged on a tight 10 chain curve at Wroxham Junction. A large granary was provided at Aylsham, stables were provided at Coltishall for the malt trade and a local man paid for a large shed at Buxton. The Great Eastern Railway had taken control of
5432-495: The line, along with goods rates, were harmonized with, and set by, the Great Eastern Railway. Leaving Norwich Thorpe station, the line followed the Norfolk and Yarmouth Railway until it reached a small halt at Whitlingham railway station . This station has been closed, and the platforms removed. The East Norfolk line leaves the Norfolk and Yarmouth; climbing a 1 in 80 bank for about a mile northwards from Whitlingham Junction. Leaving
5529-525: The line. Using running powers between its line at Peterborough and March over the ECR, it intended to connect to King's Lynn via the Wisbech line of the East Anglian Railway. However the powers acquired from Parliament did not include a short section between the two companies' stations at Wisbech, and the scheme foundered. The GNR sold the line on to the ECR in 1852. The financial performance of
5626-544: The original station buildings and signal box have been demolished. Leaving North Walsham, trains soon pass over the former Midland and Great Northern line to Melton Constable , now in use as part of the Weavers' Way long-distance footpath. Part of the Norfolk and Suffolk line to Mundesley has been used, along with part of the Midland and Great Northern line to Yarmouth , as the North Walsham bypass, which can be seen paralleling
5723-406: The ownership of the railway. The line climbs steeply away from Gunton station, with the original route into Cromer being abandoned by the modern railway approximately half a mile from the original terminus - at the site of the former Cromer Junction with the Norfolk and Suffolk Joint Railway. The terminus of the line was Cromer High railway station , the first station opened in Cromer, situated to
5820-474: The point where the Marriott's Way leaves the formation. West of Themelthorpe the ENR originally passed under the Midland and Great Northern, and the abutments of the bridge can still be seen. The line then continues to Foulsham . The section between Themelthorpe and Foulsham is the longest-closed section of the route, having been totally abolished in 1952. Although closed to passengers at this time, goods traffic on
5917-486: The promotion of independent railways in its area but this could not continue indefinitely, and some local lines began to obtain authorisation. The East Anglian Railway company was an amalgamation of three earlier companies, the Lynn and Dereham Railway , the Lynn and Ely Railway and the Ely and Huntingdon Railway . The company became bankrupt early in 1851 and the GNR, operating the East Coast Main Line at Peterborough, leased
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#17328526918706014-481: The public on 1 May 1844. In 1845 railway mania was underway, and a myriad of railway schemes was put before Parliament. Many of these foundered there, or were authorised but failed to generate investors' commitment. By 1850 the ECR had recovered from its financial difficulties of 1836 and had connected practically every town of importance in East Anglia into its system. For some years the ECR had successfully resisted
6111-442: The railway kept running. It was not until 16 August 1892 that a scheme of financial arrangement was finalised. While this was continuing, some capital improvements took place, largely funded by the Midland Railway. Signalling was modernised, some additional crossing places were established as well as some short lengths of double track, and the Bourne to Saxby line continued to be built. On 25 July 1890 an avoiding line at Spalding
6208-608: The requirement of the railway companies to provide the Minister of Transport with statistic and financial reports. The third reading of the act in the House of Commons took place on 9 August 1921, and was passed with a majority of 237 to 62. The House of Lords made various amendments, which were accepted by the Commons on 19 August, and royal assent was given. The state control of the railways which began under war conditions during World War I
6305-415: The route through the town. The next station, 19 miles from Norwich, is at Gunton railway station . There is no village of this name, and the station is actually situated in the parish of Thorpe Market . Gunton Station was built primarily for the convenience of Lord Suffield (a major investor in the original East Norfolk Railway Company). Gunton's original station buildings are preserved but are no longer in
6402-409: The same Act the Lynn and Fakenham got powers to build from Kelling to Cromer (not actually built), and the Yarmouth and North Norfolk was converted from a light railway to a full system, avoiding the speed and weight restrictions imposed by light railway status. The L&FR opened from Fakenham to Guestwick on 19 January 1882, and from there to Lenwade on 1 July 1882. The final section to Norwich
6499-488: The section between Foulsham and County School until 31 October 1964. The final section of embankment before Broom Green has been ploughed in, and few traces remain of the southern cord of the ENR triangle connecting with the MNR. The cutting forming the northern cord of the triangle, which was never laid with track, survives. From Broom Green shares the formation of former Wymondham , Dereham , Fakenham and Wells-next-the-Sea for
6596-442: The south on the outskirts of the town on a steep escarpment. The station (along with the East Norfolk line) was incorporated into the Great Eastern Railway , who had operated the services from the beginning. It served as the terminus of Great Eastern Railway services from London and Norwich . Initially named "Cromer" on opening, it was renamed "Cromer High" in 1948. The station opened on 26 March 1877. Because of steep gradients near
6693-432: The station was in fact going to be located in Letheringsett rather than the named town. The main line remains in regular operation between Norwich and Cromer, with the exception of Cromer High railway station . Trains approaching Cromer use part of the formation of the Norfolk and Suffolk Joint Railway , before joining the former Midland & Great Northern Joint Railway (M&GN) at Cromer Beach railway station . It
6790-416: The successor companies. They included the Midland and Great Northern Joint Railway (M&GN), a London, Midland and Scottish Railway / London and North Eastern Railway joint line in eastern England, the largest of the joint railways in terms of route mileage; the Cheshire Lines Committee (CLC), LMS/LNER joint line in Lancashire and Cheshire , largest in terms of both passenger and freight traffic; and
6887-441: The time there was a system established since 1867 intended to keep a railway in operation for the convenience of the public in this situation: in effect to trade out of bankruptcy. The "rash" R. A. Read was appointed receiver, and at a shareholders' meeting in November 1889 it was stated that the company had liabilities of over £108,000 on working costs as well as £71,645 on unpaid debenture interest and guaranteed share dividends. At
6984-463: The town has partially blocked a section of the line. Although the tracks have been removed, the Whitwell and Reepham railway intend to restore railway services to this station. Just west of Reepham is the Themelthorpe Curve , connecting the ENR to the Midland and Great Northern line to Norwich City railway station - one of the last sections of railway line to have been built in Norfolk. This also marks
7081-419: The town, the station was built in open fields some distance from the town itself. On 20 September 1954 passenger services ceased at Cromer High, with all traffic diverted to Cromer Beach (now renamed "Cromer"). The station remained open as a freight terminus until 7 March 1960, but was then closed completely and the station demolished. The ENR branch line to Aylsham and County School diverged westwards from
7178-597: The trains, working to and from the GER station at Peterborough and calling at the GNR station en route. The Great Eastern Railway (GER) was formed on 7 August 1862, from the Eastern Counties Railway and other concerns. The GER made it clear, not least by bitter parliamentary struggles, to get authorisation for its own line or for running powers to get to Doncaster . Considerable quantities of coal were being brought south from
7275-448: The two systems.) The capital was £20,000. The YUR itself was slow to start work, but with the assistance of the Yarmouth and North Norfolk the work was pushed forward and completed on 15 May 1882. Now the many railway companies that were independent of the Great Eastern Railway saw that amalgamation with one another was desirable. On 18 August 1882 the Eastern and Midlands Railway Act
7372-408: The western edge of the area, was not authorised until 1846 and not opened until 1848 between Peterborough and Lincoln . The Eastern Counties Railway (ECR), authorised in 1836, aspired to reach Norwich and Yarmouth , but ran out of money and stopped short. In frustration local people obtained Parliamentary authority for the Yarmouth and Norwich Railway in 1842. Running via Reedham it opened to
7469-413: The yard north east of the station and, although this yard is no longer in use, the isolated tracks remain. Worstead railway station , 13 miles from Norwich, is the next halt. Although originally equipped with two platforms, only one remains in use. The goods yard was closed on 13 July 1964, but the abolished signal box remains in situ as a shed and garage. The next station, located 16 miles from Norwich,
7566-449: Was a legal argument about a level crossing at Hemsby, and the next section to Martham opened from a temporary station north of the level crossing, on 15 July 1878. A temporary station south of the crossing was used from October. The legal position was resolved in Parliament in July 1879 and the permanent Hemsby station opened, and the two temporary stations closed. Meanwhile, on 27 May 1878
7663-565: Was a railway network in England, in the area connecting southern Lincolnshire , the Isle of Ely and north Norfolk . It developed from several local independent concerns and was incorporated in 1893. It was jointly owned by the Midland Railway and the Great Northern Railway , and those companies had long sponsored and operated the predecessor companies. The area directly served was agricultural and sparsely populated, but seaside holidays had developed and
7760-517: Was agreed, and ratified by the Midland and Eastern Railway Act of 23 July 1866. The Midland and Eastern Railway was operated by the GNR and the Midland jointly, authorised by an Act of 1867. The Midland and Eastern Railway leased the Norwich and Spalding line, but the N&;SR remained nominally independent until 1 July 1877. It needed to go to Parliament to plead that it had, in good faith, tried to make
7857-433: Was applied to the railway itself. At the moment when the future seemed satisfactory, the E&MR was plunged into crisis. For some years it had been paying only modest dividends, and profitability had not always been adequate to support outgoings. W. Jones had been hiring carriages to the company and for some time had not been paid. On 27 June 1889 he obtained judgment in his favour, but the company had no money to comply. At
7954-471: Was attempted in 1860 but rejected in Parliament, and again in 1862 and 1863. The GNR agreed to extend the working arrangement to ten years from 1 November 1861 for 50% of receipts and to carry out some permanent way improvements on the original section. The Sutton Bridge station was on the site of the later goods station, west of the River Nene . The extension to Holbeach was completed and opened on 1 July 1862. The line connecting Wisbech to Sutton Bridge
8051-440: Was authorised by Parliament. For some years there had been continuing friction between the E&MR (and its predecessors) and the Midland Railway over the routing for goods traffic. The E&MR contended that the Midland was obliged to route its traffic to Norwich over the E&MR and not the GER, notwithstanding the inferior travel times. The Midland repeatedly protested at tribunals that no such obligation existed. Now at last
8148-399: Was authorised on 27 June 1876; capital was £98,000. The line would run northwest for 16 miles (26 km); the Great Yarmouth terminal, later to be known as Yarmouth Beach , was well situated for holidaymakers, but at this stage there was no connection to other railways. The first section, to Ormesby , was opened on 7 August 1877. From Ormesby to Hemsby opened on 16 May 1878, but there
8245-615: Was authorised, enabling through running past the south of the town. It opened for goods traffic on 5 June 1893, and on the same day the Saxby to Bourne section opened, also for goods only. On 28 June 1892 the Sutton Bridge was authorised to be renewed. It opened on 18 July 1897; it was a swing bridge , and carried road and rail traffic. There were tolls on the road part of the bridge, but these were given up in 1902. The words Midland and Great Northern Joint Railway appeared in public timetables for
8342-469: Was considered important because Sutton Bridge was an important inland port further downstream on the River Nene than Wisbech port . Wisbech would have been reached by a southward branch of the Norwich and Spalding Railway, but now an alternative means of making the connection was brought forward. On 28 July 1863 the authorising Act for the Peterborough, Wisbech and Sutton Bridge Railway was passed. Capital
8439-401: Was formerly known as North Walsham Main railway station to distinguish it from North Walsham Town railway station on the rival Midland and Great Northern Joint Railway , but is now simply referred to as North Walsham. The station was also formerly used to serve trains working on the Norfolk and Suffolk Joint Railway route to Mundesley . The station is equipped with a passing loop, although
8536-584: Was made possible to spend the day in Great Yarmouth, by running several trains throughout or connecting in to those trains. The section from Melton Constable to Holt was opened on 1 October 1884. King's Lynn was an important regional centre and port on the Ouse , and the E&MR access to it was inconvenient, involving (from the east) reversal at the GER station for through trains, and reliance on that company's grudging acquiescence. Thoughts had long harboured
8633-404: Was opened at Gunton on 29 July 1876. Gunton station, and the crossing keeper's cottages to the south, were built by Lord Suffield to blend into the estate. The single track railway between Norwich and Cromer being finally opened for the summer of 1877 – although the lightly constructed sand embankments were noted as a concern by the line's inspector. At this time, North Walsham contributed 68.5% of
8730-500: Was opened on 2 December 1882. The Norwich station was named Norwich City from the outset. Melton to North Walsham was opened on 5 April 1883. This short line, 1 mile 2 chains (1.65 km) long, was authorised on 26 August 1880, to extend from the Yarmouth and North Norfolk station at Yarmouth Beach to the quay, where it became effectively a tramway , joining the GE tramway there (but not facilitating any through running between
8827-586: Was passed, which arranged that on the first day of 1883 the Eastern and Midlands Railway was created by amalgamating the Lynn and Fakenham Railway, the Yarmouth and North Norfolk, and the Yarmouth Union Railway. Shares generally were transferred to E&MR stock, but some preference shareholders retained their rights. By the same Act a second stage arranged that the E&MR took over the Midland and Eastern Railway on 1 July 1883. The MR and GNR working arrangements were to continue on those affected routes, and
8924-417: Was sanctioned on 28 June 1888, although a junction to the GNR at Little Bytham was inserted to mollify the GNR. In the months following the passage of the Act, wiser counsels prevailed, and the E&MR, Midland and GNR boards negotiated a more congenial arrangement. The Midland and GNR would become joint owners of the western section; the eastern section would be unaffected for the time being. The route of
9021-550: Was strongly opposed by the RCA, but supported by the Labour Party . Worker-directors were not included in the final act, being replaced by agreed negotiating mechanisms. In 1921, the white paper, Memorandum on Railways Bill (Cmd. 1292), suggested four English regional groups and two Scottish groups. Scottish railway companies wanted to be incorporated into British groupings, and the RCA proposed five British regional monopolies including
9118-437: Was the Midland Railway , not the GNR, that secured the contract for operating the new railway for 50% of receipts. The next section of the future M&GNJR to be built was the Lynn and Sutton Bridge Railway , which was authorised on 6 August 1861 with capital of £100,000. It was to connect with the Eastern Counties Railway (soon to be GER) at South Lynn , near the major port of King's Lynn . The authorisation obliged
9215-461: Was to be £180,000. In 1871 Richard Young a local shipowner (and later director of the Great Eastern Railway ) was chairman of the company. The Eastern Counties Railway had just been transformed into the Great Eastern Railway, and powers were to be sought by the PW&;SBR to connect to the GER line at Wisbech. The Norwich and Spalding Railway was given running powers between Sutton Bridge and Wisbech. It
9312-605: Was to continue for a further two years under the Ministry of Transport Act 1919 . The act took effect on 1 January 1923. On that date most of the mergers took place, although some had taken place during the previous year. The February 1923 issue of The Railway Magazine dubbed the new companies as " The Big Four of the New Railway Era". A number of joint railways remained outside the Big Four, continuing to be operated jointly by
9409-505: Was used instead. After a suspension of work, the Holt to Cromer section of line was completed by direct labour, and opened on 16 June 1887. A through London King's Cross to Cromer express started running in August 1887, and although the construction had been expensive, the boost to revenue from the new line was considerable. A second train was put on the following year, in the down direction consisting of coaches slipped at Peterborough from
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