34-555: Hornsea Rail Trail is a public footpath, cycleway and bridleway which follows the route of the old Hull and Hornsea Railway in the East Riding of Yorkshire , England . It forms the eastern part of the Trans Pennine Trail . Download coordinates as: This British trail or long-distance path-related article is a stub . You can help Misplaced Pages by expanding it . This East Riding of Yorkshire location article
68-643: A director, later becoming Chairman (1904-5; curtailed by his appointment as Foreign Secretary). In his autobiographical work Twenty-Five Years Grey later wrote that ‘…the year 1905 was one of the happiest of my life; the work of Chairman of the Railway was agreeable and interesting…’. After leaving the Foreign Office Grey resumed his directorship of the NER in 1917, and when the North Eastern Railway became part of
102-605: A near monopoly. That district extended through Yorkshire , County Durham and Northumberland , with outposts in Westmorland and Cumberland . The only company penetrating its territory was the Hull & Barnsley, which it absorbed shortly before the main grouping. The NER's main line formed the middle link on the Anglo-Scottish "East Coast Main Line" between London and Edinburgh , joining
136-453: A non-stop 'express' for business commuters at 8.50 am (to Hull) and 5.18 pm (to Hornsea). Two trains ran on Sundays. At this time a typical goods locomotive on the line was the Class J type 0-6-0, passenger trains were also worked by 0-6-0 tender locomotives as well as ex- GCR Class 9Ns and ex- Great Northern Railway 4-4-2 locomotives during the L.N.E.R period. The service remained at
170-524: A similar level of intensity until the 1950s, excluding reductions in frequency during the First and Second World Wars. In January 1957 Diesel multiple units had been introduced on the line. Closure of the line came as a direct result of the Beeching Report . The last passenger train ran on 19 October 1964. Goods traffic continued to use the line as far as Hornsea Bridge until 3 May 1965. One short section
204-589: A story about the Bells and the NER: As the heirs of the director of the North Eastern Railway, the Hugh Bells were transport royalty. At Middlesbrough the stationmaster doffed his hat to them and ushered them onto the train at Redcar. Many years later, Florence's daughter Lady Richmond was to remember an occasion when she was seeing her father off from King's Cross, and he had remained on the platform so that they could talk until
238-502: Is a stub . You can help Misplaced Pages by expanding it . Hull and Hornsea Railway The Hull and Hornsea Railway was a branch line which connected the city of Kingston upon Hull with the seaside town of Hornsea in the East Riding of Yorkshire , England. A proposal for a railway line to Hornsea together with several other lines was part of the York, Hull and East and West Yorkshire Junction Railway ( c. 1845 ), supported by
272-540: Is largely drawn from Appendix E (pp 778–779) in Tomlinson. 1854 1857 1858 1859 1862 1863 1865 1866 1870 1872 1874 1876 1882 1883 1889 1893 1898 1900 1914 1922 1853 1857 1893 Having inherited the country's first ever great barrel-vault roofed station, Newcastle Central, from its constituent the York Newcastle & Berwick railway,
306-415: Is still extant but in non-transport use since 1991 as a second-hand book warehouse, the others having been demolished during the 1950s/60s state-owned railway era, two (Sunderland and Middlesbrough) following Second World War bomb damage. The NER was the first railway company in the world to appoint a full-time salaried architect to work with its chief engineer in constructing railway facilities. Some of
340-402: The 17th (N.E.R. Pioneer) Battalion and 32nd (N.E.R. Reserve) Battalion, Northumberland Fusiliers . This was the first time that a battalion had been raised from one Company. The company also sent two tug boats, NER No.3 . and Stranton The latter became HM Tug Char and was lost at sea on 16 January 1915 with the loss of all hands. The NER Heraldic Device (seen above the tile map photo)
374-842: The Great Northern Railway near Doncaster and the North British Railway at Berwick-upon-Tweed . Although primarily a Northern English railway, the NER had a short length of line in Scotland, in Roxburghshire , with stations at Carham and Sprouston on the Tweedmouth-Kelso route (making it the only English railway with sole ownership of any line in Scotland), and was a joint owner of the Forth railway bridge and its approach lines. The NER
SECTION 10
#1732891018801408-509: The Hull to Bridlington Line ) to Hornsea via a junction near Arram railway station north of Beverley. This line was to terminate at a site near Hornsea Mere . Construction of the line was passed as part of the York and North Midland Railway, East Riding Branches (No. 2) act, and included a branch from Selby to Market Weighton as well as the Hornsea branch. As a result of the poor financial position
442-831: The London and North Eastern Railway he became a director of that company, remaining in this position until 1933. At the Railway Centenary celebrations in July 1925, Grey accompanied the Duke and Duchess of York and presented them with silver models of the Stockton and Darlington Railway engine Locomotion and the passenger carriage Experiment . (Post renamed Superintendent of the Line): (Post then divided between General Superintendent - Henry Angus Watson - & Chief Passenger Agent) The above list only covers
476-501: The Manchester and Leeds Railway . As a consequence of this act entering into the 'territory' of the York and North Midland Railway alternative proposals were made by the Y&;NMR, and put to parliament at the same time – both proposals included lines from near Beverley to Hornsea amongst their proposed routes. The Y&NMR's line was of 10.5 miles (16.9 km) and would link Beverley (on
510-483: The NER during the next half century built a finer set of grand principal stations than any other British railway company, with examples at Alnwick , Tynemouth , Gateshead East, Sunderland , Stockton , Middlesbrough , Darlington Bank Top , York and Hull Paragon ; the rebuilding and enlargement of the last-named resulting in the last of the type in the country. The four largest, at Newcastle, Darlington, York and Hull survive in transport use, as does Tynemouth. Alnwick
544-542: The NER had a reputation for innovation. It was a pioneer in architectural and design matters and in electrification. By 1906 the NER was further ahead than any other British railway in having a set of rules agreed with the trades unions, including arbitration, for resolving disputes. In its final days it also began the collection that became the Railway Museum at York, now the National Railway Museum . In 1913,
578-576: The Northern and Southern Divisions. The NER was one of the first main line rail companies in Britain to adopt electric traction , the Lancashire and Yorkshire Railway having opened its first electrified line between Liverpool and Southport one week earlier. The Tyneside scheme commenced public operation on 29 March 1904. The scheme was known as Tyneside Electrics and totalled about 30 miles: The last-named
612-527: The Y&NMR was placed in following the downfall of George Hudson the line and several others was postponed and not constructed. Acts were submitted in 1856 and 1861 for approval by parliament of a line from a junction on the Victoria Dock Branch Line in Hull to Hornsea. The 1861 proposal was successful, and an Act of Parliament passed in 1862 allowing its construction. Promoted by Hornsea resident and Hull timber merchant, Joseph Armytage Wade
646-438: The arms of the three places in its title) Constituent companies of the NER are listed in chronological order under the year of amalgamation. Their constituent companies are indented under the parent company with the year of amalgamation in parentheses. If a company changed its name (usually after amalgamation or extension), the earlier names and dates are listed after the later name. The information for this section
680-588: The company achieved a total revenue of £11,315,130 (equivalent to £1,406,360,000 in 2023) with working expenses of £7,220,784 (equivalent to £897,470,000 in 2023). During the First World War, the NER lost a total of 2,236 men who are commemorated on the North Eastern Railway War Memorial in York. An earlier printed Roll of Honour lists 1,908 men. They also raised two 'Pals Battalions' ,
714-483: The east of the Victoria Dock Branch Line. The line then ran generally east and north towards Hornsea. The line was officially opened on 28 March 1864, with the first train departing Wilmington railway station at 12:00 noon. From 1 June 1864 traffic travelled along the newly doubled Victoria Dock Branch Line (together with trains from the Hull and Holderness Railway ) into Paragon station . Although
SECTION 20
#1732891018801748-566: The entire route today can be followed as a public footpath known as the Hornsea Rail Trail (part of the Trans Pennine Trail ); many of the station buildings remain in the rural areas outside Hull. The line can also still be seen on preserved tile maps on LNER stations such as on the North Yorkshire Moors Railway . North Eastern Railway (UK) The North Eastern Railway ( NER ) was an English railway company. It
782-534: The expected traffic materialised the cost overruns of the construction left the company in debt, attempts to raise further funds by share issue had failed; the line merged with the North Eastern Railway on 16 July 1866, sanctioned by the North-eastern, Hull, and Hornsea Railway Amalgamation Act 1866 ( 29 & 30 Vict. c. clxxxvii). In 1914 there were 14 trains a day between Hull and Hornsea, including
816-405: The line was to both provide transportation to and from the agricultural region of Holderness, and to promote Hornsea as a seaside resort. The line was to be 13 miles (21 km) in length for which the act allowed the raising of £70,000 in shares and £23,000 in loans. The first sod was ceremonially cut, by Mr Wade using a silver spade and ornate wheelbarrow, on 8 October 1862. The terminus
850-434: The men appointed were based in, or active in, Darlington . Professional design was carried through to small fixtures and fittings, such as platform seating, for which the NER adopted distinctive 'coiled snake' bench-ends. Cast-iron footbridges were also produced to a distinctive design. The NER's legacy continued to influence the systematic approach to design adopted by the grouped LNER. The initial NER Board of Directors
884-530: The most senior officers of the company and its passenger department. Further lists covering the officers in the Engineering, Locomotive and Docks departments will be summarised here as they appear. The Northern and Southern Divisions were established for operating and engineering purposes on the creation of the NER in 1854. When the merger with the Stockton and Darlington Railway took place in 1863 their lines became
918-826: The train left. The packed train failed to leave on time. Remarking on its lateness, they continued to talk until they were approached by a guard. 'If you would like to finish your conversation, Sir Hugh', he suggested, doffing his hat, 'we will then be ready to depart'. Among the other famous directors of the NER were George Leeman (director 1854–82, Chairman 1874–80); Henry Pease (director 1861–1881); Sir Joseph Whitwell Pease, Bart. (director 1863–1902, Chairman 1895–1902); John Dent Dent (director 1879–94, Chairman 1880–94); Matthew White Ridley, 1st Viscount Ridley (director 1881–1904, Chairman 1902–04); Sir Edward Grey, Bart (see below); George Gibb (solicitor 1882–1891, general manager 1891–1906, director 1906–1910); and Henry Tennant (director 1891–1910). In 1898 Sir Edward Grey became
952-471: The ‘Darlington Section’ until 1873, and then the Central Division. In 1888 the boundaries were altered to remove anomalies; for example, the former Clarence Railway routes became part of the Central Division. The engineering and purchasing autonomy of the three divisions brought about diverging styles of infrastructure. In 1899 it was decided to abolish the Central Division and its area was divided between
986-610: Was a combination of the devices of its three major constituents at formation in 1854: the York and North Midland Railway (top; arms of the City of York); the Leeds Northern Railway (lower left; arms of the City of Leeds along with representations of the expected traffic, wool and corn, and connection to the sea via the West Hartlepool Harbour and Railway ); and the York, Newcastle and Berwick Railway (lower right; parts of
1020-437: Was drawn from the directors of its four constituent companies. A director of the NER from 1864, and deputy chairman from 1895 until his death in 1904, was ironmaster and industrial chemist Sir Lowthian Bell . His son Sir Hugh Bell was also a director; he had a private platform on the line between Middlesbrough and Redcar at the bottom of the garden of his house Red Barns. Gertrude Bell 's biographer, Georgina Howell, recounts
1054-531: Was incorporated in 1854 by the combination of several existing railway companies. Later, it was amalgamated with other railways to form the London and North Eastern Railway at the Grouping in 1923. Its main line survives to the present day as part of the East Coast Main Line between London and Edinburgh . Unlike many other pre-Grouping companies the NER had a relatively compact territory, in which it had
Hornsea Rail Trail - Misplaced Pages Continue
1088-531: Was originally to be at Hornsea Bridge, but the plans were changed and a decision was made to extend right to the seafront — the extension required a costly viaduct over the low ground at Stream Dike. The viaduct was later replaced by an embankment. The land on which the extension ran was boggy, requiring extensive piles to support the line. Consequently, the cost of construction increased from £68,000 to £122,000. The line began in Hull at Wilmington railway station east of Cleveland Street (now Stoneferry Road) just to
1122-499: Was retained in north-east Hull, part of the line east of Wilmington station as far as the level crossing at Chamberlain Road provided a head shunt for trains to Wilmington cement works (see Wilmington, Kingston upon Hull ), accessed via a new chord from the former Hull and Barnsley Line . The section became operational in 1968. The cement works closed 1969, and by the 1980s the section had been removed. Download coordinates as: Almost
1156-479: Was the only English railway to run trains regularly into Scotland, over the Berwick-Edinburgh main line as well as on the Tweedmouth-Kelso branch. The total length of line owned was 4,990 miles (8,030 km) and the company's share capital was £82 million. The headquarters were at York and the works at Darlington, Gateshead, York and elsewhere. Befitting the successor to the Stockton and Darlington Railway,
#800199