108-625: The Hull–Scarborough line , also known as the Yorkshire Coast Line , is a railway line in Yorkshire, England that is used primarily for passenger traffic. It runs northwards from Hull Paragon via Beverley and Driffield to Bridlington , joining the York–Scarborough line at a junction near Seamer before terminating at Scarborough railway station . The line was built in the 1840s, and formed by lines sanctioned by three separate acts:
216-734: A triangle of track . Cayton station closed in 1952, Gristhorpe station in 1959, and Lockington station in 1960. Services to Scarborough Londesborough Road station ended in 1963. The Driffield to Malton line closed in 1958, and, following the Beeching report of 1963 the Driffield–Market Weighton line and the Beverley–Market Weighton and its continuation to York closed in 1965. Freight work at all minor stations, including Filey, ceased in 1964; freight service to Cottingham and Nafferton ended in 1970 and 1976. The line itself
324-571: A 3-mile (4.8 km) section of double track between. There are 99 level crossings on the Hull–Seamer section. On the Seamer–Scarborough (York–Scarborough line) the loading gauge is W6, and the route availability 8. The line has station stops at the following stations (south to north): Hull Paragon – Cottingham – Beverley – Arram – Hutton Cranswick – Driffield – Nafferton – Bridlington – Bempton – Hunmanby – Filey – Seamer – Scarborough Many of
432-463: A 60 feet (18 m) double span trainshed, supported in the middle by cast iron columns. Bridlington also had a two road engine shed and turntable. Smaller stations were generally built at the crossing of a main road and the railway, with a two-storey station house incorporating both living accommodation and railway facilities; the station houses generally had a columned entrance portico, or a slab fronted stone doorcase at one entrance. Cottingham station
540-532: A branch line from Hull to Bridlington, which had potential to conflict with or complement George Hudson's proposed line south from Scarborough to Bridlington. Hudson had also taken over the intermediate line, the Leeds and Selby Railway (in 1840), and had begun to operate shipping from Selby to Hull in competition. These developments, the concerns of the Hull shareholders, and Hudson's desire to avoid strong competition from
648-463: A cut off avoiding Hull for trains to Bridlington from West Yorkshire . In 1851 a branch was opened from Bridlington station to Bridlington harbour; it was out of use by 1866. The Malton and Driffield Junction Railway opened 1853, connecting at Driffield junction south-west of the station. In 1865 the Beverley to Market Weighton line was opened, connecting at a junction north of Beverley station. In
756-668: A form of technical terminology applied to railways. Although many terms are uniform across different nations and companies, they are by no means universal, with differences often originating from parallel development of rail transport systems in different parts of the world, and in the national origins of the engineers and managers who built the inaugural rail infrastructure . An example is the term railroad , used (but not exclusively) in North America , and railway , generally used in English-speaking countries outside North America and by
864-694: A gradually southward course. The line then ran roughly straight for 18 miles (29 km) passing the villages of Cliffe to the north, the crossing the River Derwent , and passing Wressle just north of St John's Church. Eastrington and Gilberdyke were then passed to the south, and crossed the Market Weighton Canal . After passing through Brough the line then curved slightly left at skirting North Ferriby 's southern edge. It then passed through Hessle Cliffe , across Hessle Haven, then passed south of Hessle , it then ran towards Kingston upon Hull on
972-509: A journey time of 2 hours. By 1851 four trains per day were running to Scarborough, with a journey time of 2 hrs 45 mins. In 1861 additional services had been introduced running from Hull to Beverley, Driffield and Bridlington, followed by the return journey. By 1880 the number of trains from Hull to Scarborough had increased to six, with nine short returns to Beverley. A third class ticket to Bridlington cost 2s.6d. (around 1d per mile), whilst train times were unimproved since 1860. By 1900
1080-486: A line, after and the campaign was taken up by the local press and trade organisations; two local bankers raised the £20,000 required to sponsor a bill through parliament. The original plan for a line from Leeds to Hull was continued with a new survey by Walker and Burgess in 1834. The engineers noted that the path from Selby to Hull was practically flat, and constructed a plan for a double track line from Selby to Hull, with minimal conflicts with existing structures outside
1188-415: A minimum curve of 35 chains (2,300 ft; 700 m); the section had 18 brick bridges some with stone imposts, and two girder bridges with spans of 46.5 and 27 feet (14.2 and 8.2 m). The section from Seamer to Filey was 6.5 miles (10.5 km) in length, and without any significant obstacles – there were no bridges required on the section. The section's buildings were to a similar design to those on
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#17328447131941296-528: A new station in Hull, and 4.75 miles (7.64 km) of lines connecting it to the Hull and Selby Line and the Bridlington branch. The station was opened in May 1848, and the original station retained for goods use. A new junction was made ( Hessle West junction ) allowing running via the Bridlington branch into the new Hull Paragon station . In 1848 a branch line from the Hull and Selby was built from Barlby just to
1404-633: A new three road engine shed and 50 feet (15 m) turntable in 1892. In June 1908 an additional station in Scarborough opened, the Scarborough Excursion station , later known as Scarborough Londesborough Road . The station was intended to ease congestion at Scarborough station and on the track leading to it. The main feature was a single through platform and a large concourse for the marshalling of passengers. The station's siting allowed trains to travel without reversing to or from carriage sidings on
1512-538: A non-stop Hull–Bridlington service had been introduced, taking 40 or 45 minutes (around 40 mph average). In 1914 there were eight or more Hull–Scarborough trains per day, and over thirty daily services from Hull to Beverley. By 1930 the Hull–Scarborough stopping train took 2 hours 15 minutes. Railcars from the Sentinel Waggon Works were introduced in 1930. The 1949 timetable had added eight trains to
1620-467: A rival company led to informal discussion on amalgamation between the two parties. An offer to amalgamate the Hull and Selby, York and North Midland Railway (Y&NMR) , together with the Wakefield, Pontefract and Goole Railway , and the Leeds and West Riding Junction Railway was made and met with favour with some shareholders. Shortly before a shareholder's meeting called to discuss the merger Hudson and
1728-557: A route alongside the bank of the Humber Estuary . The line terminated at a station near Manor House street in central Hull, directly west of and adjacent to the Humber Dock , and south of Kingston Street. The total length was around 30.65 miles (49.33 km). There were intermediate stations at Cliff , Howden , Eastrington , Staddlethorpe , Brough , Ferriby , and Hessle . Wressle railway station came into use during
1836-473: A second set of six were ordered from Shepherd and Todd to a revised design: a broad wheelbase of 11 feet (3.4 m) and lateral spring spacing of 6.5 feet (2.0 m), along with a centrally located driving crank was employed to increase safety by reducing oscillations at speed; the design was simplified to two inner frames supporting the inner bearings creating more space in the inside frame, in order to facilitate ease of maintenance; expansive working of steam
1944-738: A slot that allows the casting to fit over the rail near the wheel of a derailed car. The locomotive then pushes or pulls the car so that the derailed wheel runs up the rerailer and back on to the track. Also see Extended Wagon Top Boiler . Also see Waist sheet . Also see Expansion knee . Also see Valve gear. Also see Grate Also see Train air signal apparatus. Also see Control system. Also Adhesion railway . Also Adhesion railway . Also see Hub. Also Adhesion railway . Also see Whistle stem. Also Coupler Yoke , Bell Yoke , Guide Yoke , Valve Yoke . Hull and Selby Railway The Hull and Selby Railway
2052-541: A station halt Newington Excursion Station was built. Legend states that the halt has it origins in a halt built for the wife of a local timber merchant, which allowed her to detrain only a quarter of a mile from her home; In the late 1890s the North Eastern Railway management were undertaking quadrupling of the Selby–Hull line, and looking for means to reduce the congestion out of Hull – it was suggested to redouble
2160-516: A total of £73,580. The original junction with the Hull and Selby Railway allowed trains to run into Manor House Street station . The buildings on the line were designed by G.T. Andrews . All buildings were built of brick, with some stone detailing. The main stations on the section were Beverley, Driffield, and Bridlington; the stations consisted of a two platform train shed supporting an overall roof, with hipped ends, supported by an iron truss construction;
2268-463: A tunnel. Walker's plan was adopted in 1829, and the Leeds and Selby act was passed in 1830, and the line opened in 1834. In the early 1830s the rise of Goole as a port, as well as plans for railways to Bridlington and Scarborough which posed a potential threat to Hull's port economy gave impetus to the need for a rail link westwards from Hull. John Exley, a Hull customs officer was prominent in promoting
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#17328447131942376-508: Is a railway line between Kingston upon Hull and Selby in the United Kingdom which was authorised by an act of 1836 and opened in 1840. As built the line connected with the Leeds and Selby Railway (opened 1834) at Selby, with a Hull terminus adjacent to the Humber Dock . A connection to Cottingham , Beverley , Driffield and Bridlington was made in 1846 with the opening of the Hull and Selby Railway (Bridlington Branch), now part of
2484-596: The Cottingham branch ) ran between Hessle Road and Cottingham South junctions. It was an original length of the Hull–Bridlington line that became isolated in 1848 after the creation of lines into Paragon station . After 1848 the line was singled and used as a goods line for the Scarborough branch; it also served the Springhead pumping station via a branch at Waterworks junction on Spring Bank West in Hull. In around 1896
2592-612: The East Riding – in the same period the York and North Midland Railway (Y&NMR) were planning a branch to the town from their line to Scarborough. This, and a desire to control the H&;S's main line into Hull led the Y&;NMR to seek and obtain a lease on the H&S. Acts allowing the construction of the H&S's and Y&NMR's branches were passed by Parliament on the same day, 23 June 1845; and
2700-483: The Filey Holiday Camp to Newcastle, Sheffield, London, York, Birmingham, and Leeds. In the second half of the 20th century diesel multiple units were introduced. By 2000 there were half-hourly trains to Bridlington and approximately hourly Scarborough trains. The Hull–Bridlington stopping service took 48 minutes, and the Hull–Scarborough service 1 hour and 23 minutes. The Newington branch , (also known as
2808-539: The First World War . The line was used to allow trains travelling east along the Hull and Selby to continue north along the Bridlington line without passing through Hull such as summer passenger trains running from west of Hull to the seaside resorts on the end of the Bridlington line. From around 1900 the Chalk lane sidings expanded, branching both left and right immediately north of Hessle Road junction. The entire branch
2916-606: The Hull Corporation also raised objections, claiming the right to all development land along the Humber foreshore at Hull. Accommodation was made with both and the bill received royal assent on 21 June 1836 as the Hull and Selby Railway Act 1836 ( 6 & 7 Will. 4 . c. lxxx). A petition to prevent the line operating on Sundays was rejected by the House of Commons. The act of 1836 authorised
3024-720: The International Union of Railways . In English-speaking countries outside the United Kingdom, a mixture of US and UK terms may exist. Various terms, both global and specific to individual countries, are listed here. The abbreviation "UIC" refers to terminology adopted by the International Union of Railways in its official publications and thesaurus. Also Centering spring cylinder . Also Railway air brake . Also Main Reservoir and Reservoir . Also see Reverser handle . A metal casting incorporating
3132-541: The London and North Eastern Railway in 1923, and to British Railways in 1948. As of 2015 the line is in use, and is owned and maintained by Network Rail . It is an important mainline on the UK rail network, and used on rail services out of Hull by Northern , TransPennine Express , London North Eastern Railway , and Hull Trains with destinations including Leeds, Doncaster, Sheffield, Goole and London, as well as freight traffic from
3240-599: The Port of Hull . The Leeds and Hull Railroad Company was formed in 1824 in Leeds, one of a number of railway schemes that would form a set of railways from the Irish Sea (Liverpool) to the North Sea (Hull). The line was surveyed by Joseph Locke and assistant under the direction of George Stephenson; Stephenson's plan for the line was for a double track railway, worked by locomotives, with stationary engines working inclined planes on
3348-588: The Scarborough–Whitby line north of the Falsgrave tunnel which had been built at around the same time. Bridlington station had been extended in 1873, and 1892, and in 1911–12 was extensively remodelled with the addition of new platforms and a station concourse and new offices. An additional building for refreshment rooms was added alongside the concourse in 1922–23. Structural problems with Driffield station's roof led it to being replaced with steel awnings in 1904;
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3456-513: The Yorkshire Coast Line ; a new 4½ mile route into Hull was opened in 1848, along with a new main station, Hull Paragon ; a connection to Market Weighton from Barlby near Selby was made in 1848 (closed 1954, see Selby to Driffield Line ); an urban branch line terminating in east Hull, the Victoria Dock Branch Line was opened in 1853 (closed 1968); a connection at Gilberdyke onto the Hull and Doncaster Railway passing via Goole
3564-496: The "Star" and "Vesta" were fitted with variable expansion valve-gear, and his engines on the railway represent some of the earliest examples of counterweighting of wheel rims on locomotives. Contracts for an initial six locomotives from Fenton, Murray and Jackson were signed in April 1838. They were of a design similar to that already in use on the Leeds and Selby Line. In 1842 locomotive power consisted of twelve six-wheeled engines;
3672-474: The 1840s and 50s. The terrain to be covered was sufficiently level and open for the line to be built with gentle curves and few embankments, the steepest gradient being 1 in 240, and 9.63 miles (15.50 km) was completely level. The need for the crossings of the Ouse and Derwent to be made at a sufficient height necessitated the introduction of the steeper gradients on the line. The main civil engineering works for
3780-537: The 1860s to around the 1890s. In 1885 the Scarborough and Whitby Railway opened, which connected via a short tunnel under Falsgrave Road ( Falsgrave tunnel ) to the line south out of Scarborough at a junction leading southward; trains on the line terminated in Scarborough station after reversing. In around 1904 a junction was made for a short siding to the Mill Dam pumping station north of Cottingham . Bridlington gained
3888-427: The 20th century; Bridlington's coal supplied gasworks closed in 1968, its coal depots c. 1976 , and the remainder of goods services in the early 1980s; goods trains to Beverley and Driffield ended in 1985. Additionally Filey Holiday Camp station and the associated spur closed in 1977. The Filey–Seamer section was singled in 1983. Initially the Hull–Bridlington service was five trains each way per day, with
3996-605: The 30th the directors of the company were able to travel from Hull to the junction at Selby. The second track was half complete and the railway buildings at Hull and Selby and on the line were approaching completion. The railway was formally opened on 1 July 1840. The track gauge was 4 foot 8½ inches, intentionally to match that of the other Liverpool-Hull lines and that of the London-Birmingham and North Midland railways. The track consisted of track constructed of both laterally and longitudinally laid sleepers of which two thirds
4104-513: The 6 mile section from the River Derwent to the junction with the Leeds and Selby Line (Mr. Briggs, civils, bridge foundations; Pim and Co., of Hull, Derwent bridge ironwork ) were let in mid 1838. In July the original contract for the Hull Humber embankment was cancelled due to unsatisfactory progress and relet to Townsend and Harker. By end of 1838 work was underway or nearing completion along
4212-557: The 7 miles of line between Dairycoates and Melton (Townsend and Hacker ) and 9 miles from the bridge on the Market Weighton Canal and the River Derwent (Mr. Charles Faviell ) were made at the end of 1837. Work had begun on the foundations the bridges on the Market Weighton Canal and Ouse by the beginning of 1838. By March 1838 the foundations and associated embankments were partially completed. The company held its second general meeting on 24 February 1838 by which time most of
4320-607: The H&S should not compete in the sale of coal at Lockington and surrounding area; Lord Hotham had interests in the Aike (Coal) Beck a navigable tributary of the River Hull with a wharf at Lockington. The line had coal depots at other larger station sites. The Hull to Bridlington section opened on 6 October 1846. The line left the Hull and Selby line near Dairycoates outside the urban area of Hull, travelling north to Cottingham, then passing through Driffield before Bridlington. As built it
4428-414: The Hull to Selby line before turning north at Dairycoates. A new Hull terminus at Paragon Street ( Paragon station ) opened in 1848; as part of the works chords were constructed connecting the terminus to the Bridlington branch, as well as a westward chord at the original Hull and Selby/Bridlington branch junction. The original Dairycoates to Cottingham section remained in use, being used for freight, and as
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4536-598: The Hull–Bridlington section, with Filey station the only 'large' station design on the route. (See § Bridlington branch .) The Seamer to Filey section opened on 5 October 1846, with a celebration and dinner taking place in Filey. The final link from Bridlington to Filey opened on 20 October 1847, the section west of Hunmanby had required extensive earthwork. The Hull–Bridlington section opened on 6 October 1846. A train of 44 carriages arrived in Hull together with George Hudson and other directors, another 22 coaches were attached and
4644-548: The M&;LR's plans to establish or improve docks at Wakefield and Goole. Other arrangements and schemes the M&LR entered into led the H&S shareholders to consider the amalgamation to no longer be advantageous, and in March 1845 the shareholders revolted against the Board of Directors and voted against amalgamation with the M&LR. At that time the Hull and Selby Company was promoting
4752-572: The May 2024 timetable change, there are now 15 trains each way to/from Scarborough along the Yorkshire Coast Line on Monday to Saturday, almost all of which start/terminate at Sheffield. There are 11 services to Scarborough and 12 services from Scarborough on Sundays, the majority of which run between Scarborough and Sheffield. Hourly Bridlington to York services (both ways) give a combined service of 2 trains per hour (tph) between Bridlington and Hull on Monday to Saturday. In all cases, this provides
4860-419: The Y&NMR. The lease arrangement between the two companies included a guaranteed return equivalating to 10% of the share capital, and allowed the Y&NMR to acquire the entire company after 5 years lease at a rate of £112.10s for every £50 share. Authorisation for the 31 miles (50 km) Hull and Selby Railway (Bridlington branch) was obtained from Parliament, and came into effect on 29 June 1845 on
4968-425: The activist shareholders met unofficially and the terms of a lease of the line to Hudson's Y&NMR were communicated. In May 1845, the shareholders, having already voted against amalgamation with the M&LR, voted at a special meeting to lease the company in perpetuity to the Y&NMR; in conflict with the board who were seeking for the company to remain independent. The offer of a lease was immediately validated by
5076-453: The agreement was ratified by the shareholders of the three companies between December 1845 and 4 May 1846. At the time of the lease arrangement the Hull and Selby Company other branches under development; in February 1845 the shareholders had authorised surveys for a line from the Bridlington branch to York via Market Weighton and Pocklington, and had proposals for a line from Market Weighton to
5184-522: The amount of capital that could be raised. By July 1845 Hull and Selby was leased to the York and North Midland, but was responsible for constructing the Bridlington branch line, as a result a joint committee was formed of directors of both businesses. Three contracts for the line's construction were tendered, separated at Driffield and Beverley; all were given to "Thomas Jackson and Alfred Bean" ( Jackson and Bean ) (cumulative value £93,534). The line's construction
5292-433: The cases of land compensation had been settled, and John Timperley was appointed resident engineer, under the principal engineers Walker and Burgess. In May contracts for the line and embankments on the route out of Hull to Dairycoates along the Humber foreshore were given to Mr. Charles Faviell. The remaining contracts for the 6 mile section from Melton via Brough to the Market Weighton Canal bridge (Pratt and Fenton ), and
5400-493: The chimneys which required remedial alterations. A test was performed comparing the performances of the original, modified, and revised designs under the inspection of engineers from Fenton, Murray and Jackson; Shepherd and Todd; and the Hull and Selby: the modified and revised showed significant increases in fuel efficiency, with the revised design using less than half of both coke and water: 0.271 and 1.62 lbs respectively per ton-mile, vs 0.611 and 3.90 lbs per ton-mile for
5508-455: The civil work of the rest of the line was complete, including the Market Weighton Canal bridge, with the superstructures of the Derwent and Ouse bridges in preparation for installation. Much of the line was in the process of being ballasted, and the kyanising of sleepers for the track had begun. Of the main building works only the contracts for station houses remained to be awarded. The Ouse bridge
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#17328447131945616-483: The company formed a friendly working arrangement with the Manchester and Leeds Railway (M&LR) , with joint working, and a potential future merger of the two companies. Joint working under one management began on 1 January 1844, with an approximately 1:5 split on future capital costs and of receipts, with the Hull company with the minor share. The companies were not able to present a bill in time to Parliament to formalise
5724-507: The directors began to make contracts for the work; Walker was directed to stake out the line, which was completed before the end of the year. Contracts for the bascule bridge over the Ouse (Mr. Briggs, foundations; Butterley Iron works , ironwork ), and for the Market Weighton bridge and embankments (Mr. Pratt, civils; Marshall and Co. of Derby, ironwork ) were let by September 1837; orders for iron rails were also made. The contracts for
5832-496: The east and south sides of Junction Dock and The Old Dock , all connected to the rail network from a branch off the H&S Line west of Manor House Street station. Construction of a dock extension, the Railway Dock extending westwards from Humber Dock was begun in 1845, and opened in 1846; it also was connected to the rail lines of the H&S. In 1847 the Y&NMR obtained an act of Parliament giving permission to construct
5940-479: The east of Selby to Market Weighton , connecting at Cliffe junction . In the enquiries into George Hudson's finances in the late 1840s it was found that he had sold his shares in the Hull and Selby to the Y&NMR at a higher price than he had paid for them; as a result he allowed this transaction was cancelled. By 1850 the Lancashire and Yorkshire Railway (L&YR) (successor to the M&LR) had not taken up
6048-408: The entire line; with the Market Weighton Canal and Selby bridge foundations complete and under preparation for the installation of the ironwork; the Derwent bridge foundations were underway; the cuttings at Hessle and Ferriby were also under progress. Further orders for iron rails were made bringing the amount ordered up to 5,000 tons, a contract with the Leeds and Selby for the supply of stone ballast
6156-460: The first departure was at 12:10 pm arriving in Selby at 2:15 pm. The return journeys were made from 4 pm, with a dinner held in the company's warehouse attended by Henry Broadley MP and chairman of the company, George Hudson , and others. The line was immediately remunerative, giving a 2.5% dividend after 9 months of operation, and continued to return dividends to shareholders until it
6264-552: The installation of automatic level crossings. The Transport Act 1968 allowed subsidies for railways in case of a social need, and the line was found to fit this case. By 1969 the subsidy required had risen to over £600,000 pa – the decision was made to keep the line open, though a number of poorly utilised stations were to be closed. Lowthorpe station , Burton Agnes station , Carnaby station , Flamborough railway station (before 1884 "Marton"), and Speeton railway stations closed to passengers in 1970. The Bridlington–Hunmanby section
6372-412: The last part of the coastal line from Hull, with the branch connecting at Seamer junction. As built the only station on the section was the pre-existing Scarborough station . The Hull–Bridlington line had been surveyed in 1844 by William Bailey Bray , who estimated a cost of £190,000 for a single-track line. Because the region was practically level, the planned line crossed roads on the level, instead of
6480-411: The lease of the H&S to the Y&NMR came into effect on 1 July 1845. A connection between the Hull–Bridlington and Bridlington–Seamer lines was obtained by exploiting the maximum deviations of the submitted plans. The York and North Midland Railway (Y&NMR) opened a 42 + 1 ⁄ 4 -mile (68 km) line from York to Scarborough on 7 July 1845. The section from Seamer to Scarborough forms
6588-453: The lease, and were claiming to be not liable in response to calls from the Y&NMR for them to take up joint responsibility for the line. In 1852 the Y&NMR and L&YR presented a bill to parliament to clarify the leases and joint working arrangements on the Leeds and Selby and other lines. Despite the equal footing in the 1845 act the Y&NMR exclusively leased and worked the line up till its amalgamation with other railways to form
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#17328447131946696-507: The lifting spans installed between 11 October 1839 and 13 February 1840. The closed span was installed and the bridge completed by the end of March 1840. On the west bank of the Ouse at Selby the new connection with the Leeds and Selby Railway required the construction of a new railway station (see Selby railway station ), the old station was retained for goods use. Both the Derwent and Market Weight Canal bridges were constructed with 70 ft (21 m) cast iron spans. In addition to
6804-524: The line allowing additional freight to run from Hull via Cottingham to the Market Weighton and beyond. The construction of an unloading platform was also authorised, allowing livestock to be unloaded for the Yorkshire Agricultural show which was being held in Hull in 1900. In the early 1900s the station was also used to drop passengers travelling to the Hull Fair . Services at the station ended around
6912-528: The line and allowed £400,000 to be raised from share issues and £133,333 from loans. ... no line in England of similar extent is better adapted for the formation of a Railway From Selby , the line connected from the Leeds and Selby Railway, and ran NNE crossing Ousegate, and the River Ouse by a bascule bridge, before turning right on a curve approximately 0.5 miles (800 m) radius to head roughly eastwards in
7020-434: The line is used primarily for passenger traffic. Signalling and safety systems on both sections included track circuit and absolute block signalling. On the Hull–Seamer section loading gauge is W6; route availability varies from RA6 to RA8; typical linespeed is 70 mph for Hull–Bridlington, and 60 mph for Bridlington–Seamer. The line is double track excluding the sections Bridlington–Hunmanby and Filey–Seamer, with
7128-413: The line of each rail and two outer ribs on either side under a handrail. 0.875 in (22.2 mm) cast iron plates covered the ribs; the track ran on timber bearers 12 by 6 in (300 by 150 mm) wide by deep. The opening mechanism was operated by man power using a geared drive with a hand wheel of 9 ft (2.7 m) giving a mechanical advantage of 285. The contractor Mr. Briggs installed
7236-506: The line were cuttings at North Ferriby and Hessle, and the Humber side embankment on the route into Hull. Three bridges were of note: a bascule bridge over the Ouse at Selby, and cast iron bridges over the Derwent, and Market Weighton Canal. There were water stations at Hull, Selby and Staddlethorpe. In addition to the goods and passenger facilities at the Hull terminus the company had a wharf nearby at Limekiln Creek . The company's shares were fully taken up by November 1836, allowing
7344-426: The main bridges there were a number of other bridges, culverts, accommodation bridges , and other works including a bridge over Hessle harbour (haven). The costs of developing the line were approximately: £106,000 for land purchase and compensation; £142,000 to contractors for the construction of the line and buildings; £42,000 on rails, chairs etc. and £35,000 on sleepers etc.; £5,000 on fencing etc.; around £4,700
7452-523: The main line of the Hull and Selby. After the lease came into effect the Y&NMR was approached by Beverley interests to persuade the Y&NMR to complete these lines; on 17 May 1845 the Y&NMR shareholders agreed to proceed with surveys for the line and its branch. In July 1846 the lease and acquisition of the H&S by the Y&NMR and M&LR was approved by the Hull and Selby Railway Company's Purchase Act 1846 ( 9 & 10 Vict. c. ccxli). Under
7560-403: The main station buildings were built parallel and abutting to one wall of the trainshed, single storeyed, and of an approximately symmetrically appearance; the main entrance was central. The general large station design include water tank(s) on the platform raised on brick structures containing men's toilets. Bridlington and Driffield had columned stone entrance porticos . Beverley was built with
7668-508: The merger, but continued to be worked as one company, with negotiations between the two continuing during 1844. Two Hull and Selby shareholders disagreed with the arrangements with the Manchester company, and in 1844 began to agitate for a re-negotiation of the distribution of receipts between the two firms. Additionally shareholders with interests in the Hull Dock company were concerned about
7776-413: The most intensive service ever on the line. Services which start/terminate at Scarborough are also now predominantly worked by refurbished three-coach Class 170 Turbostar trains. Services which start/terminate at Bridlington are predominantly worked by two-coach Class 155 trains. Class 158 units are also semi-regularly seen in operation on the line. Railway line Rail transport terms are
7884-532: The network around the Manor House Street station ; the act allowed the laying of rails and working by human or horse power of track near the Humber Dock . The 1840s developments included replacement in 1846 of the original timber bridge over the Humber Dock entrance lock with a double leaf cast iron swing bridge ( Wellington Street bridge ). By the 1850s the dockside lines extended from the Humber Dock along
7992-457: The northern and southern sections. The contract for the line's buildings was given to Atack, at a cost of £13,167. The route passed over hilly ground of the Yorkshire Wolds , passing Bempton, Hunmanby and close to Filey from Bridlington to Seamer. The 13.25-mile (21.32 km) Filey-Bridlington section was double tracked as built, and included gradients of up to 1 in 92, with one section with
8100-448: The only parts of the line to have block signalling were the junctions at Seamer and Beverley, and at the two termini. In the early 1870s, following serious accidents due to human error in setting points, the NER began to introduce point interlocking on all its lines. The work on the Hull–Scarborough line was completed by 1875. Ticket platforms were provided at Beverley, Driffield and Filey from
8208-556: The original engines; resulting in working costs reduced by a related amount. Other rolling stock consisted of 10 three compartment first class carriages; 20 second class; (ordered from Hustwick and Bean ) and 6 third class carriages; plus there were also fifty goods wagons. Carriages were painted dark green. The entire line was opened on 1 July 1840. A public procession in Hull was cancelled due to heavy rain; four trains left Hull for Selby, hauled by "Exley", "Andrew Marvell", "Kingston", and "Selby" built by Fenton, Murray and Jackson ;
8316-456: The railway depot, workshops and related equipment were being drawn up; the company acquired tanks for kyanising sleepers were acquired, and an order placed with Bereton and Vernon of Hull for a 10 horsepower (7.5 kW) steam engine to power machinery at the Hull workshop, including that for sawing the wood for sleepers. By July the Humber embankment near Hull was complete, and the Hull depot, station and offices were under construction; much of
8424-582: The rising ground east of Leeds. The Leeds and Hull scheme was not adequately subscribed by shareholders, and made no significant progress until 1828, by which time the Knottingley to Goole section of the Aire and Calder Navigation canal has opened (1826). The rise of Goole as a north sea port and a rival to Hull was one factor into prompting the Hull-based shareholders of the scheme to resolve to bring forward half of
8532-507: The river bank, sided and central pier piled foundations between autumn 1837 and June 1839. Stone piers were constructed on solid ground 40 ft (12 m) inland of the abutment piers, and the abutment piers connected by tie rods to them to prevent them moving with any slippage of the river banks. Castings from the Butterley works arrived in September 1838 and the opening span was closed and
8640-586: The roof at Beverley station was replaced with a single span design in 1908. First World War requirements for railway track for use in France led to the singling of the line sections between Flamborough and Bempton, and Speeton and Hunmanby in 1917. The sections were then worked by the Electric Token Tablet Block system. The line was redoubled in 1923. In 1947 a short branch section opened to Filey Holiday Camp , accessible from up and down directions via
8748-408: The same day as the authorisation of the Y&NMR's Scarborough branch to Bridlington. The lease of the Hull and Selby to the Y&NMR came into effect on the 1 July. In late 1845 the York and North Midland Railway (Y&NMR) reached an agreement with the Manchester and Leeds Railway (M&LR) whereby the M&LR would become joint lessors of the Hull to Selby Line – as part of the agreement
8856-402: The scheme – a railway line from Leeds to Selby, with the intention of taking traffic from Selby to Hull by Steam Packets . A general meeting of the Leeds and Hull shareholders formed the Leeds and Selby Railway Company in 1829. The line between Leeds and Selby was resurveyed by James Walker – in addition to minor changes to the route the stationary engines and inclined planes were replaced with
8964-558: The second half of the 19th century rail connected facilities at Beverley and Driffield substantially increased, with additional goods sheds, as well as independent firms operating alongside the railway with connected sidings – agriculture related industries were the norm, with the large East Riding Maltkilns , built 1873–4 at Beverley, and the Driffield and East Riding Pure Linseed Cake Company , founded 1861 in Driffield, amongst others. In 1869
9072-449: The section into Hull which was modified soon after opening with the addition of about 5 miles (8 km) of track leading to the new Paragon station, which opened in 1848. The line has been part of the Y&NMR, NER , LNER and British Railways . As of 2018, trains on the line are operated by Northern Trains . In the 1840s the Hull and Selby Railway (H&S) was promoting a branch line to Bridlington, and planning other branches in
9180-406: The southern part from a junction on the Hull and Selby Railway was a branch of that railway, and ran to Bridlington; the line from Bridlington to Seamer Junction was promoted by the York and North Midland Railway (Y&NMR) ; and the section from Seamer to Scarborough was part of the Y&NMR's York to Scarborough Line. The lines' route has been mostly unaltered since opening with the exception of
9288-440: The station, but with wooden trusses; architectural detailing included round headed arched exits and entrances and matching diocletian windows . The goods shed roofs were extended beyond the main building on cast iron columns, extending the covered area. Curiosities of the terms agreed with landowners included the provision of a station at Lockington for Baronet Hotham , together with a carriage and horse box for his use; and that
9396-404: The stations and other railway structures, are now listed. Cottingham railway station, the adjoining station masters house, and the goods shed are listed buildings; as are Beverley station and signal box; the station house at Hutton Cranswick; the station, goods shed, and signal box at Nafferton; the signal box and station house at Burton Agnes; and Bridlington, Flamborough and Filey stations. As of
9504-422: The terms of the act both companies had equal rights in the lease; the line was to be worked by the Y&NMR, with formation of a joint working committee later if the M&LR exercised that right. The lease was approved by the H&S shareholders on 20 August 1846, and by the M&LR shareholders on 9 September 1846, and by the Y&NMR shareholders on 14 September 1846. The Hull and Bridlington Branch Line
9612-538: The train set, propelled by the engines Hudson , Antelope and Aerial of the Railway Foundry , Leeds. A luncheon for over 900 took place in the Bridlington goods station. The main party then returned to Hull where a grand banquet took place. Initially five trains per day were run between Hull and Bridlington, with the journey taking around 2 hours. The rates of passage were: 3, 2 and 1½ d per mile for first, second and third class passengers. The Seamer–Filey section
9720-438: The two parent companies were to also co-operate on directly traffic through each other's lines; whilst the M&LR was to withdraw its support from the proposed Leeds and York Railway and York, Hull and East and West Yorkshire Junction Railway s that could have become strong competitors to the Y&NMRs existing and proposed lines; the two parties were also to abstain from entering any other hostile alliances. The terms of
9828-449: The two towns. The estimated cost, including rolling stock was £340,000. On 11 August 1834 the Hull and Selby Railway Company was formed, and the process of obtaining an act of parliament authorising its construction was begun in late 1834. The proposed line passed through the land of Robert Raikes (of Welton ) who opposed the plan in both the House of Commons , and the House of Lords ;
9936-462: The usual bridge required; this aspect required examination by committee during the process of obtaining parliamentary permission. An act of Parliament was obtained on 23 June 1845 giving permission to build the "Hull and Selby Railway (Bridlington Branch)", enabling a line from Hull to Bridlington of 31 miles (50 km). The 1845 Act allowed the raising of £216,000 by shares, and a further £72,000 by loans. The 1846 Hull and Selby purchase act increased
10044-449: Was also made. Spoil from the cutting at Hessle, up to 230,000 cubic yards (180,000 m ) was used both on the Humber embankment and to ballast the line, ballast was also found on the land of Captain Shaw near Brough. At Brough removal of a mound revealed Roman remains including coins, pottery and a large amount of bones of cattle, as well as seven human skeletons. By early 1839 plans for
10152-413: Was closed in 1965. The Hull to Scarborough line is a branch line railway running from Hull north through Cottingham , Beverley and Driffield , before turning north-east towards Bridlington . At Bridlington the line turns roughly north-west towards Scarborough via Filey , making a junction with the York–Scarborough line at Seamer approximately 2 miles (3.2 km) outside Scarborough. As of 2009
10260-497: Was double track and also incorporated the then new telegraph system. The branch from Seamer to Bridlington was surveyed by John Cass Birkinshaw , who estimated a cost of £87,000. The York and North Midland Railway (Bridlington Branch) Act was passed on 23 June 1845, enabling a branch of 19.75 miles (32 km) from Seamer to Bridlington. Construction of the line was let in two contracts, divided at Filey; both were let to Richard and Joseph Crawshaw , who bid £31,227 and £90,669 for
10368-417: Was employed for fuel efficiency; the remainder of the design was influence by contemporary best practice – 6 feet (1.8 m) driving wheels, pistons of 2 by 1 foot (0.61 by 0.30 m) stroke by diameter, and a firebox 2 by 3.5 feet (0.61 by 1.07 m) with 94 fire tubes each 9.5 ft (2.9 m) long and 2 in (51 mm) diameter. The original six engines had issues with sparks and cinders from
10476-429: Was intermediate in design, with an office range as at the larger stations, with attached station master's house, but without a trainshed. The station complexes also included goods sheds at the larger stations and at Cottingham and Hutton Cranswick. Andrew's standard design included a through track on one side, with an interior wooden platform and "cart docks" (raised exits) on the far side. The roofs were also hipped as at
10584-532: Was leased by the York and North Midland Railway . Cost of travel (1842) was 1.76d, 1.56d, and 0.978d per mile for first, second and third class passengers respectively. By 1840 the company had introduced incentive fares for visitors to the Hull market, allowing the purchasers of specific single tickets to return free of charge by a later train; the success of this scheme led to the return train being occupied by around 400 persons. The company began issuing cardboard tickets to simplify bookings in 1841. In late 1843
10692-525: Was longitudinal track. The sleepers were kyanised . The rails consisted of flat bottomed ('web footed') rail secured by 7" oak keys. The longitudinal track consisted of Baltic half timber bearers connected by cross sleepers. Rails 2¾" deep of 55 lb per yd rail were used on the longitudinal track embedded in saddles 12" long which were secured to the sleepers. The cross-sleepered track used rails 3¾" deep weighing 63 lb per yd, fixed in 12" by 5" chairs. The longitudinal track (see also Ladder track )
10800-440: Was made in 1863; and in 1871 North Eastern Railway 's York and Doncaster branch opened in 1871, with its northern half branching from the line towards York just east of Selby. From 1845 the Hull and Selby Railway Company was jointly leased by the York and North Midland Railway , and Manchester and Leeds Railway ; the lease passed to the North Eastern Railway in 1854 who then acquired the company in 1872. Ownership then passed to
10908-484: Was not listed for closure in the Beeching report but several stations had too little passenger activity to be viable, whilst the larger stations had large amounts of freight and passenger traffic. By 1966 passenger figures had fallen after the connecting lines had closed, and the line was examined for closure; the line was losing £150,000 per year on revenues of £200,000. Partial singling and de-manning were suggested, including
11016-442: Was noted to produce smooth running and low wheel wear. However the contact between rail and sleeper produced hydraulic pumping in wet conditions, which led to rolling stock becoming dirtied very quickly. The longitudinal track was also found cause issue with wheel slip in frosty weather. No longitudinally laid track remained on the line after 1860. John Gray was the locomotive superintendent from 1840 to 1845. His designs such as
11124-478: Was opened in October 1846. The line ran from a junction at Dairycoates west of Hull, directly northward to Cottingham , then to Beverley , Driffield and Bridlington . A junction with a branch of the York to Scarborough Railway was made at Bridlington, connecting to the main line at Seamer , allowing a continuous travel from Hull to Scarborough. The 1845 Bridlington branch act had also sought powers to improve
11232-480: Was opened on 5 October 1846, with a procession followed by a dinner at Filey, attended by George Hudson, J. H. Lowther , the Lord Mayor of York , F. Trench and others at the house of Mr. Bentley ( Ravine Villa ). The Bridlington–Filey section opened 20 October 1847. Originally the Hull terminus was at Manor House Street station (Railway Street) next to Humber Dock ; from Hull trains travelled first west along
11340-486: Was required by the 1836 act to have an opening arch of 44 feet (13 m), whilst the Ouse at Selby was nearly 200 ft in width, with an underlying geology consisting of silt, quicksand and then hard clay. The bridge consisted of two main spans, one opening; plus sections on either side from land to the first pier and to the second pier, and a section across the central piers. Each span consisted of six 1.5 in (38 mm) cast iron longitudinal ribs, with one rib under
11448-457: Was simple on predominately flat land, with road crossings on the level, and with the only significant river crossing being on the River Hull (or West Beck , Driffield Trout stream , or Eastburn Beck ) well upstream, at Driffield ; the river bridge was crossed by a 4 arched bridge of low height. Construction of stations and other buildings was contracted (for three sections) to Simminson & Hutchinson , Brown and Hall , and Samuel Atack , at
11556-460: Was singled in 1973. Conversion of level crossings to unstaffed 'Automatic Open' type was under way in the 1980s, but was halted by the Lockington rail crash . Subsequently, following a report into level crossing safety in 1987 the policy changed to replacement with 'Automatic Half Barrier' type. At the main stations goods traffic had been in decline since the 1930s, with closures in the second half of
11664-434: Was spent on rolling stock including engines; over £31,000 was expended on legal, engineering, surveying and management fees, plus general expenses relating to the promotion of the line through parliament, office costs, and employees salaries. Another £3,800 of expense was incurred on interest on loans, giving a total of just under £370,000 (as of 29 February 1840). By May 1840 an entire length of track had been finished and on
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