69-598: Witham Third District IDB is an English internal drainage board set up under the terms of the Land Drainage Act 1930 . The Board inherited the responsibilities of the Witham General Drainage Commissioners, who were first constituted by an act of Parliament of 1762. They manage the land drainage of an area to the north and east of the River Witham , between Lincoln and Dogdyke , which includes
138-553: A London and York Railway was submitted to the 1845 session of Parliament. There were 224 railway bills in that session, and the Board of Trade was instructed to set up a committee to assess groups of proposed lines; the committee became known as the Five Kings. When the London and York Railway scheme came before the parliamentary committees, Hudson set up such a protracted series of objections that
207-419: A drainage engine was erected in 1846. It consisted of a low pressure condensing beam engine , driving a 28-foot (8.5 m) scoop wheel. Drainage rates were collected from 2,610 acres (10.6 km), but again, water entered the district from the higher ground to the north, and so the engine drained almost twice that area. The beam engine and scoop wheel were replaced by a Robey tandem compound steam engine and
276-427: A failed scheme. At this time George Hudson , a railway financier, was exceptionally skilled in promoting railways and having them built, and most particularly of neutralising or destroying any opposition or competition to his lines. His methods were not always respectable. Some promoters wanted to build a railway from London to York, and after much negotiation with promoters of other lines that might connect or compete,
345-536: A junction with the Great North of England Railway, just south of York Station. Also included in the act was a loop from Werrington Junction, north of Peterborough, via Spalding to Boston, Lincoln to Gainsborough and back on to the main line at Bawtry. Land acquisition proved to be difficult; in particular, the King's Cross site was occupied by a smallpox hospital. The freeholder demanded an impossibly large price to vacate, and
414-404: A number of reasons, not all connected with railways, there was a massive slump in the following year, and investment money, especially for railway projects already authorised, became almost impossible to get. The Great Northern Railway directors had a dauntingly large railway network to build, and they had to prioritise the parts of their authorised network which they would start to construct. In
483-716: A problem. In 1863 the BW&;LR changed its title to the West Yorkshire Railway, and in that year both it and the LB&;HJR agreed to be absorbed by the GNR; this was authorised by an act of Parliament in 1865. The GNR was therefore able to consolidate a substantial network in West Yorkshire, bringing Wakefield, Leeds, Bradford and Halifax into its area of influence. However, trains from Doncaster still had to rely on running powers over
552-626: A scoop wheel which was 31 feet (9.4 m) in diameter. The cost of the project was £949. A second pumping station, with a 50 hp (37 kW) steam engines driving two 21-inch (53 cm) centrifugal pumps was erected in 1893 at a cost of £644. The first engine was made by Jarvis and Horsfield of Leeds, while the second was supplied by Robey and Company. Both lasted until 1935, when they were replaced by two Ruston & Hornsby twin-cylinder engines, connected to 30-inch (76 cm) pumps manufactured by Gwynnes . Although superseded by an Allen-Gwynnes 27-inch (69 cm) pump and electric motor in 1977,
621-513: A separate terminal at London Road, Nottingham. This opened on 3 October 1857. The GNR leased the Ambergate company from 1 August 1861. On 14 October 1852 King's Cross station was at last brought into use, and the Maiden Lane temporary station was closed. King's Cross had two large sheds, familiar to the present day, but only two passenger platforms, the later platforms 1 and 8. The intervening space
690-488: A temporary station at Grantham . It now connected into the GNR at Grantham, opening the connection on 2 August 1852; it was worked by the GNR. The Ambergate company relied on running powers into the Midland Railway station at Nottingham, but there were considerable disputes about the matter for many years, and the GNR had difficulty in getting access. To resolve the situation the Ambergate company built its own line into
759-406: A vertical spindle pump in 1913. The station was further upgraded in 1936, when two Ruston & Hornsby oil engines with Gwynnes pumps were installed. Electric pumps manufactured by Allen-Gwynnes were installed around 1977, but the oil engines were retained as a back-up system. Kirkstead was a smaller district, with an engine which drained some 700 acres (2.8 km). It was unusual, in that there
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#1732863111197828-693: A year, when the engines are operational. The boiler was replaced by a Clayton cross-tube vertical boiler in 1976, and replaced again in 2001. The buildings are Grade II listed and scheduled ancient monuments. Internal drainage board Too Many Requests If you report this error to the Wikimedia System Administrators, please include the details below. Request from 172.68.168.150 via cp1114 cp1114, Varnish XID 456755150 Upstream caches: cp1114 int Error: 429, Too Many Requests at Fri, 29 Nov 2024 06:51:51 GMT Great Northern Railway (Great Britain) The Great Northern Railway (GNR)
897-456: Is susceptible to flooding. In 1762, an Act of Parliament was passed, which created the Witham General Drainage Commissioners, and divided the area into six districts, each with responsibility for land drainage. These were called the Witham First , Second, Third, Fourth, Fifth and Sixth Districts. The Third District covered an area of 4,621 acres (1,870 ha), bounded on the south and west by
966-653: The North Eastern Railway and the North British Railway so as to offer seamless travel facilities. The main line railways of Great Britain were "grouped" following the Railways Act 1921 into one or other of four new larger concerns. The Great Northern Railway was a constituent of the London and North Eastern Railway , which took control at the beginning of 1923. Although many local lines have been closed, much of
1035-710: The 1762 Act were responsible for all interior works within their area, and the maintenance of drains and pumping engines, for which they had powers to change rates. Although the Third District Commissioners were established by the Act, in practice smaller areas within the District, known as Drainage Levels, obtained their own Acts of Parliament to authorise specific works. Thus there were Drainage Levels for Greetwell; Stainfield, Barlings and Fiskerton; Bardney, Southrey and Stixwold; and Tattershall. The Greetwell Drainage District
1104-500: The BW&LR, on 10 October 1857, the LB&HJR opened a direct line from Ardsley on the BW&LR to Laisterdyke, near Bradford. This was an extension of its Gildersome mineral line; although steeply graded this formed an additional through route for GNR trains. Both the LB&HJR and the BW&LR constructed (or obtained approval to construct) some branches within their area of influence. There were branches to Batley, opened by each company separately in 1864. Perhaps more significant
1173-521: The GNR and the Manchester, Sheffield and Lincolnshire Railway. Now at last the GNR had the line it sought. On 1 January 1847 the Manchester, Sheffield & Lincolnshire Railway came into existence by the merger of some smaller lines. The GNR had been granted running powers from Retford to Sheffield and in 1850 it informed the MS&;LR that it was to run passenger trains from Lincoln from 7 August 1849. The GNR
1242-563: The GNR got access to Bradford and Halifax. Another independent railway, the Bradford, Wakefield and Leeds Railway opened its line between Wakefield (the present-day Kirkgate station) and junctions near Leeds, on 3 October 1857. The GNR and the L&;YR had running powers over the new line, and this enabled the Great Northern Company to route its Doncaster to Leeds trains by this route, using
1311-403: The GNR opened a new locomotive works at Doncaster in 1853, replacing earlier facilities at Boston. The authorised network of the GNR had included the line from Doncaster to York. The Lancashire and Yorkshire Railway was building from Knottingley to a junction at Askern, near the present-day Shaftholme Junction north of Doncaster, and mutual running powers had been agreed. The line was opened to
1380-661: The Great Northern had just obtained power to run its trains to Wakefield and to Methley on the way to Leeds. The directors decided to build the Loop Line first, as that was the easiest to complete in order to start earning income. The first portion of the Great Northern Railway was opened on 1 March 1848. It was actually on the leased East Lincolnshire Railway line, from Great Grimsby to Louth . Five trains ran each way every weekday, and on from Grimsby to New Holland on
1449-522: The IDB took over from the Drainage Commissioners, there were three main pumping engines, at Short Ferry, Stixwould and Dogdyke. The pumping station attendants lived isolated lives, ensuring that the coal-fired engines were available for service at any time of the day or night. These were replaced by diesel engines, and a scheme to replace the large stations with a number of smaller electric pumping stations
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#17328631111971518-588: The Kirkstead Drainage Board. A committee of 15 was appointed by a government minister, and the administrative offices were in Mint Street, Lincoln. Two clerks, an engineer and a finance officer were soon appointed, and a finance committee and works committee were formed. A third committee looked at how resources could be shared with the Witham First District IDB, but this was short-lived. When
1587-455: The L&YR from Askern to Wakefield. The junctions near Leeds were with the LB&HJR at Wortley, forming a triangle and enabling through running towards either Leeds or Bradford. This development allowed the GNR to avoid using the hostile Midland Railway track at all, and allowed a direct entry to Leeds Central station, avoiding the awkward reversal on the Thirsk line. A week after the opening of
1656-504: The Lancashire and Yorkshire Railway (between Askern Junction and Methley), and the Midland Railway (between Methley and Leeds). On reaching Leeds the trains ran forward onto the Leeds and Thirsk Railway, and then reversed into the central station at Leeds. The South Yorkshire, Doncaster and Goole Railway opened its line from Doncaster to Barnsley on 1 January 1851. The GNR had running powers over
1725-514: The Lancashire and Yorkshire Railway between Askern Junction and Wakefield. The solution was on the horizon, when the West Riding and Grimsby Railway opened its line between Wakefield and Doncaster. It was to make an eastward branch to Thorne, justifying the Grimsby reference in its title. It opened its line on 1 February 1866 and on the same day the hitherto independent concern became the joint property of
1794-416: The Loop Line via Lincoln at the expense of the so-called Towns Line, the direct line from Peterborough to Doncaster. When this work was pressed forward, a number of difficulties presented themselves, including failure of a contractor. However, the line opened for goods traffic on 15 July 1852, and for passengers on 1 August 1851. The Towns Line ran from Werrington Junction north of Peterborough to Retford, where
1863-539: The MS&LR connected by a spur, known as the Lincoln Curve. There were flat crossings at Newark with the Midland Railway and at Retford with the MS&LR main line. A south to west curve was laid in at Retford, enabling a GNR service to Sheffield. The Ambergate, Nottingham, Boston and Eastern Junction Railway had been formed to connect the manufacturing districts of Manchester with the port of Boston, and had opened in 1850 between Colwick Junction, near Nottingham, and
1932-563: The River Humber , by alliance with the Manchester, Sheffield and Lincolnshire Railway . This was followed by the opening from Louth to Firsby on 3 September 1848. On 2 October 1848, the line was opened from Firsby to a temporary station at Boston. The GNR opened a section of its own line from Stockbridge and Askern , and the Lancashire and Yorkshire Railway opened from Knottingley . There
2001-699: The Royston and Hitchin Railway, the East Lincolnshire Railway (Boston to Great Grimsby; both authorised, but neither yet built) and the Boston, Stamford and Birmingham Railway (never built). It also took about a third-of-a-million-pounds-worth of shares in the South Yorkshire Railway . 1846 was a peak year for railway scheme authorisations, fuelled by the feverish hunt for quick riches in railway shares. For
2070-525: The St Leger race meeting. It was a priority for the GNR to get access to the great manufacturing towns of West Yorkshire, to which it had been denied its own connection in Parliament. Leeds was the first to be reached. A Central station at Leeds was authorised on 22 July 1848. It was joint with three other companies, and GNR trains first reached it on 1 October 1848. GNR trains ran from Doncaster to Leeds over
2139-455: The channel of the river, and constructing the Grand Sluice to the north of Boston , neither measure was sufficient to make the land suitable for agriculture. In order to achieve this, it would be necessary to embank the land, and to provide means of raising the water into the main rivers. Such an action would also require the common rights of the local people to be removed. The bodies created by
Witham Third District IDB - Misplaced Pages Continue
2208-434: The company was already considerable, and a further million of money was authorised by an act of 1853. Another demand on financial resources was willingly undertaken: the installation of the electric telegraph, at first at the southern end of the system. It was soon used for signalling trains through the tunnel sections, and by 1856 it was used throughout as far north as Hitchin. Reflecting the anticipated focus of operations,
2277-516: The diesel engines were retained as a standby system. There was also a 16 hp (12 kW) steam engine located near Barlings Lock, which pumped water into the old course of the Witham near Shorts Ferry, but this was privately financed by landowners. The engine was rated at 16 hp (12 kW) and was installed some time before 1881. It was replaced by a 30 hp (22 kW) steam engine driving an 18-inch (46 cm) Gwynnes pump in 1896. The plant
2346-641: The drains. Responsibility for the North Delph, a catchwater drain running parallel to the river for 9 miles (14 km) from Lincoln to Horsley Deeps, passed from the GNR to the Commissioners. Before the Act, the land had been drained by a wind pump, but the Commissioners built a steam pumping station where the South Delph and the old course of the River Witham met. It was rated at 30 hp (22 kW) and drove
2415-488: The junction and used the MS&LR station at Gainsborough. A junction was made with the MS&LR line at Durham Ox Junction, Lincoln, some time after 3 April 1848, and sanctioned by Parliament retrospectively. The direct line between Peterborough and Doncaster was known as the Towns Line. The first part of it was opened between the MS&LR station at Retford and Doncaster on 4 September 1849. A proper station at Doncaster
2484-436: The line, and started running passenger trains to Barnsley, and mineral trains to and from Horbury. On 1 August 1854, the independent Leeds, Bradford and Halifax Junction Railway (LB&HJR) opened its line between Leeds and Bowling Junction, close to Bradford, where it made a connection with the L&YR. The LB&HJR had running powers over the L&YR to Halifax, and the GNR were granted running powers over this line, so
2553-554: The matter had to go before a jury. This, and the subsequent removal of the hospital to new premises, would incur a huge delay. The GNR board decided to make a temporary London terminal at Maiden Lane . The company undertook some extraordinary commitments at this time. It arranged to purchase the Stamford and Spalding Railway; this would form a loop from north of Peterborough back on to the GNR Loop Line near Crowland ; and leases at 6% of
2622-413: The network is active today. In 1836, a railway to be called the Great Northern Railway was proposed. It was to run from Whitechapel in east London via Cambridge and Lincoln to York. However, this was a stupendously ambitious project for such an early date, and Parliament turned it down. By 1844 there was only one trunk railway from London to the north of England: the London and Birmingham Railway
2691-470: The outset the Great Northern Railway had been anxious to acquire local railways or at least make arrangements with them, in order to expand the company's territory. In 1852 the shareholders expressed their displeasure at the volume of financial commitments implied by these, but the Chairman Edmund Denison continued his policy, without showing his hand. The company had prioritised construction of
2760-475: The owners of the Witham Navigation, and the money was for maintenance of the banks of the river. The Greetwell Level covered an area of around 1,500 acres (610 ha), but the amount of water that had to be managed was disproportionate, as water from the higher ground to the north found its way into the drains, and the banks of the Witham were porous, resulting in significant seepage out of the river and into
2829-496: The project ran out of parliamentary time in that session. The London and York Railway scheme was submitted to the 1846 session of Parliament; some other schemes for railways to the north had by now fallen by the wayside, and their supporters joined the London and York project; reflecting that, the proposed company name was altered to the Great Northern Railway . George Hudson continued to use his dubious methods to frustrate
Witham Third District IDB - Misplaced Pages Continue
2898-526: The public on 6 June 1848, between Knottingley and Askern. This was extended on 7 June 1848 over the GNR to Stockbridge, a place on the Bentley Road between Askern and Doncaster. The GNR stretch amounted to 2 miles 45 chains. Stockbridge was later renamed Arksey. The GNR further extended southwards to a temporary station immediately north of the River Don at Doncaster; it opened on the following 5 August in time for
2967-452: The ratepayers of the district, and the final two are joint appointments. Prior to the eighteenth century, land on both sides of the River Witham below Lincoln was open common land. During the summer months, it was possible to graze animals on it, but even then, it was subject to regular flooding. During the winter months, it was generally under water for long periods, and could not be used at all. Although work had been carried out to straighten
3036-730: The remaining 26 being elected by the five other Drainage Districts created by the original Act. The Land Drainage Act 1930 made provision for the creation of internal drainage boards. The Witham Third District IDB was formally constituted on 1 November 1934, and brought together the Witham Third District Commissioners, the River Bain Drainage Board, the Bardney Drainage Board, the Greetwell District Drainage Commissioners, and
3105-477: The river, and including Stainfield and Tattershall , with the higher ground to the north and east forming the other boundary. There was initially one Commissioner for each of the parishes or places of the district, and these District Commissioners then elected five General Commissioners to represent them on the Witham General Drainage Commission. This body consisted of 31 Commissioners, with
3174-496: The scheme, but on 26 June the Great Northern Railway Act 1846 ( 9 & 10 Vict. c. lxxi) was given royal assent . Numerous branches earlier proposed had been deleted, but the main line was approved. Authorised capital was £5.6 million. The company had spent £590,355 on parliamentary expenses. The authorised line was from London ("Pentonville") via Huntingdon, Peterborough, Grantham, Retford, Doncaster and Selby to
3243-469: The second half of 1847, the directors, owing to the state of the Money Market... decided to abstain from letting the works from Doncaster to York. But at the end of July a further small contract was let to Messrs. Peto & Betts for the works from ... Doncaster, northwards to Askern, with the object of forming an "end-on" junction there with the branch of the Lancashire and Yorkshire Company, over which...
3312-472: The train service started on 1 October 1848. The York and North Midland Railway was urging the GNR to use the Y&;NMR line from Knottingley to York, shortly to be opened, and to abandon the GNR's plans for its own line to York. After considerable deliberation, the GNR agreed to this on 6 June 1850. By arrangement with the MS&LR the GNR started running trains between Lincoln and Sheffield on 7 August 1850;
3381-415: The trains were routed over the MS&LR from Sykes Junction, a few miles north of Lincoln. The London (Maiden Lane) to Peterborough line was ready for a demonstration opening run on 5 August 1850, and it was opened to the public on 7 August 1850; eight passenger trains were run each way daily, with three on Sundays. On 8 August 1850 trains started running through from London to York. The Maiden Lane terminal
3450-468: The use of Victoria, but then made an outright payment of £25,000 to secure permanent half-rights to the station. From 1859 GNR trains also ran to Huddersfield via Sheffield and Penistone. From 1866 the Great Northern Railway had the control it wanted in West Yorkshire. A number of additional branches were built; perhaps the most important was the Dewsbury branch. A Dewsbury terminus opened in 1874, but this
3519-711: The valley of the River Bain to above Hemingby , and the valleys of Barlings Eau and most of its tributaries, to the north east of Lincoln. Most of the parishes were enclosed in the late 1700s, by separate acts of Parliament , and steam-powered drainage was introduced from the 1830s. Steam engines were gradually replaced by oil and diesel engines, and most have since been superseded by electric pumps. The Witham Third District IDB maintains seventeen pumping stations and 140 miles (230 km) of drainage channels. The River Witham passes through low-lying land in Lincolnshire , which
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#17328631111973588-533: Was a British railway company incorporated in 1846 with the object of building a line from London to York . It quickly saw that seizing control of territory was key to development, and it acquired, or took leases of, many local railways, whether actually built or not. In so doing, it overextended itself financially. Nevertheless, it succeeded in reaching into the coalfields of Nottinghamshire , Derbyshire and Yorkshire , as well as establishing dominance in Lincolnshire and north London . Bringing coal south to London
3657-468: Was a flour mill between the engine and the scoop wheel, and the engine was used to power that when drainage was not necessary. The engine was scrapped some time before 1936. In 1948, an 18-inch (46 cm) axial-flow Gwynnes pump was installed, which was driven by a 37.5 hp (28.0 kW) induction motor. It was controlled automatically. The Tattershall District was the earliest to obtain an Act of Parliament, which it did in 1796. After enclosure , it
3726-432: Was a formal opening on 5 June 1848 and a public opening two days later; at that stage the L&YR operated the passenger trains. On 5 August 1848 the GNR section was extended south to a temporary Doncaster station, and a goods service was operated. Part of the Loop Line was soon ready, and 58 miles from Walton Junction (near Peterborough, on the newly opened Midland Railway ) to Lincoln opened on 17 October 1848. The line
3795-428: Was built and ready by the middle of 1851. By this means, the GNR was able to start a service between London and Leeds using running powers and agreements over other lines in a roundabout routing northward from Retford; George Hudson tried to repudiate his earlier undertaking to permit this, but at this time his disgraceful methods had come to light, and he had resigned from the Midland Railway and several other boards;
3864-478: Was demolished between 1943 and 1953, and the district has been drained by an Allen-Gwynnes 20-inch (51 cm) electric pump since 1977. Drainage of the Bardney District, which consisted of the villages of Bardney , Bucknall , Edlington , Horsington , Southrey , Stixwould , Tupholme and Thimbleby , was authorised by an Act obtained in 1843. The district covered an area of 2,720 acres (11.0 km), and
3933-489: Was dominant, but general agricultural business, and short- and long-distance passenger traffic, were important activities too. Its fast passenger express trains captured the public imagination, and its Chief Mechanical Engineer Nigel Gresley became a celebrity. Anglo-Scottish travel on the East Coast Main Line became commercially important; the GNR controlled the line from London to Doncaster and allied itself with
4002-518: Was double except for a mile at Boston, which was made double track by a deviation on 11 May 1850. Captain Wynne viewed the line from Lincoln to Gainsborough on 29 March 1849, but refused permission to open until signals were provided at the swing bridge at Brayford Mere (Lincoln); the line opened on 9 April 1849 when they had been provided. The route made a junction with the Manchester, Sheffield and Lincolnshire Railway at Gainsborough; GNR trains reversed at
4071-442: Was drained by a wind engine, but this was replaced by a steam engine with a 24-foot (7.3 m) scoop wheel in 1855. The engine was a 16 hp (12 kW) beam engine, manufactured by Bradley & Craven Ltd of Wakefield . Steam was generated by a Cornish boiler , which was replaced by a Foster boiler in 1909. The engine house originally had a 100-foot (30 m) chimney, but this was struck by lightning in 1922, after which it
4140-548: Was established by an Act obtained in 1861. Five Commissioners managed the Level, and to be a Commissioner, either he or his wife had to own at least 20 acres (8.1 ha) within the District, or be an occupier of at least 40 acres (16 ha). Because of the increased volumes of water which would be pumped into the Witham, the Commissioners had to pay £5 per year to the Great Northern Railway Company (GNR). The GNR were
4209-462: Was followed by a through line to Batley via a new Dewsbury through station, opened in 1880. From 1867, the GNR launched into an expensive and ultimately unremunerative entry into the hilly terrain west of Bradford and north of Halifax. This started with the Halifax and Ovenden Junction Railway, a short line in the northern heights of Halifax, opened in 1874, jointly with the L&YR. This was followed by
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#17328631111974278-594: Was in an uneasy alliance with the Grand Junction Railway , which in turn connected with the North Union Railway which connected to Preston and Fleetwood . Scottish travellers made use of a steamer service from Fleetwood to Ardrossan . This was the period of the Railway Mania , when myriad schemes, not all of them realistic, were promoted, and anyone could get rich quickly if they were not caught with
4347-429: Was not made welcome at Sheffield, but a change of policy from 1856 brought some changes. In particular from 1 August 1857 the GNR "Manchester fliers" started running. They were worked by GNR locomotives through to Sheffield, and covered the 203 miles (325 km) from King's Cross to Manchester London Road via Sheffield in 5hr 20min, soon to be cut to an even five hours. Until February 1859 the GNR paid £1,500 per annum for
4416-548: Was occupied by carriage sidings. At the end of 1852 it was considered that the company had achieved its objectives as originally conceived, with the line opened from King's Cross over both the Towns Line and the Loop, into Yorkshire. Four passenger trains ran from Kings Cross to York, one of them first class only and one parliamentary train . The directors of the company continued to seek to consolidate occupation of territory, without necessarily building new lines. The capitalisation of
4485-453: Was opened on 21 October 1850; this was extended to Shepreth on 3 August 1851. Captain Mark Huish had been appointed General Manager of the London and North Western Railway on its formation in 1846. Huish was a skilful railway diplomat, and while his methods were generally more proper than Hudson's, they were aggressive in finding means of disadvantaging competitors, such as the GNR. From
4554-500: Was referred to by the company as "King's Cross". A through train to Edinburgh was run from 2 September 1850; the train ran via Peterborough, Boston, Lincoln, Retford, Doncaster, Knottingley, Milford Junction and York, thence by the York, Newcastle and Berwick Railway (not yet open on a direct route). Goods traffic started on the main line from 12 December 1850, and the Hitchin to Royston line
4623-565: Was shortened. It was demolished in 1941, soon after a new pumping station was built, housing a Ruston diesel engine and a 22-inch (56 cm) Gwynnes pump. This has been superseded by an electric pumping station, but is still maintained by the Third District as a backup. The steam and diesel engines are cared for by the Dogdyke Pumping Station Preservation Trust, and the station is opened to the public several times
4692-469: Was started in the 1950s. The large number of directly employed men and the use of contractors for new schemes has been replaced by a small team of multi-skilled workers who maintain the watercourses using a variety of machinery. The controlling Board is made up of 31 members, seven appointed by the City of Lincoln , three by West Lindsey District Council and four by East Lindsey District Council. 15 are elected by
4761-419: Was the decision to connect to the L&YR station at Bradford (later Bradford Exchange). The LB&HJR station was a terminus, called Adolphus Street, and the connection towards Halifax by-passed it. A new curve was built of that connecting line to allow trains to enter the L&YR terminus; this started on 7 January 1867. Train movements at the throat of the L&YR station were frequent, and congestion became
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