The Furness Railway

The Furness Railway

The Great Eastern Railway

The    Great    Eastern    Railway    was    formed    by    the    amalgamation    of    the    Eastern    Counties Railways,   the   East   Suffolk   Railway,   the   Eastern   Union   Railway,   the   East   Anglian   Railway   and the   Norfolk   Railway   Companies   under   the   powers   of   the   1862   Great   Eastern   Railway   Act. The   new   company's   system   extended   from   London   Liverpool   Street   Station   through   the North-eastern   suburbs   of   London   to   East   Anglia,   comprising   over   1,000   route   miles   with many   interests   in   London's   Docklands.   It   did   not   directly   own   any   lines   north   of   the   Wash, but   did   reach   Doncaster   via   Spalding,   Lincoln   and   Gainsborough   by   a   line   jointly   owned   with the   Great   Northern   Railway.   This   and   other   lines   gave   the   G.E.R.   a   further   140   miles   of   jointly owned   track,   while   the   company   would   eventually   take   over   several   other   small   railway   lines and   end   up   with   1,217   route   miles   and   150   miles   of   joint   railways   by   the   time   of   the grouping   on   the   1st   January   1923.   The   G.E.R.   served   Cambridge,   Chelmsford,   Colchester, Great    Yarmouth,    Ipswich,    King's    Lynn,    Lowestoft,    Norwich,    Southend-on-Sea,    and    East Anglian    seaside    resorts    such    as    Hunstanton    and    Cromer.    It    also    served    a    fairly    large suburban   area,   including   Enfield,   Chingford,   Loughton   and   Ilford,   this   suburban   network being   the   busiest   steam   hauled   commuter   system   in   the   world   in   the   early   part   of   the   20th century. On   its   inception   Robert   Sinclair   was   appointed   the   Chief   Mechanical   Engineer   of   the   G.E.R.   in 1862,   followed   by   Samuel   Johnson   (1866-73),   William   Adams   (1873-78),   Massey   Bromley (1878-81),   William   Worsdell   (1881-85),   James   Holden   (1885-1907),   Stephen   Holden,   (1908- 12),   and   Alfred   John   Hill   (1912-22),   with   Johnson,   Adams   and   Worsdell   going   on   to   have successful   careers   with   the   Midland   Railway,   London   and   South   Western   Railway,   and   the North   Eastern   Railway   respectively.   After   Massey   Bromleys   short   tenure   as   Chief   Mechanical Engineer,   the   majority   of   the   company’s   locomotives   and   rolling   stock   were   built   at   the company’s   Stratford   Works   in   North   London.   The   G.E.R.   had   a   near   monopoly   in   East   Anglia, although   the   opening   of   the   Midland   and   Great   Northern   Joint   Railway   in   1893   encroached on   their   territory   which   provided   access   from   the   Midlands   to   North   Norfolk   and   Great Yarmouth. On the grouping in 1923 the G.E.R. became a major part of the L.N.E.R.

The Lancashire & Yorkshire Railway

The   Lancashire   and   Yorkshire   Railway   came   into   existence   by   the   amalgamation of   several   existing   railways   in   1947.   The   L   &   Y   system   consisted   of   many   branch lines   and   alternative   routes,   and   for   working   purposes   the   railway   was   split   into three   working   areas.   The   Western   Division   served   the   lines   between   Manchester to    Blackpool    and    Fleetwood,    Manchester    to    Bolton,    Wigan,    Southport    and Liverpool.   The   Central   Division   was   responsible   for   the   traffic   from   Manchester   to Oldham,    Bury,    Rochdale,    Todmorden,    Accrington,    Burnley,    Colne,    and    the connection   to   the   L.N.W.R.   at   Stockport   for   through   traffic   to   London,   while   the Eastern   Division   which   was   responsible   for   the   lines   from   Todmorden   to   Halifax,

Bradford,   Huddersfield,   Wakefield,   Normanton,   Goole,   Leeds   and   Doncaster.The L   &   Y   was   by   far   the   most   heavily   trafficked   system   in   the   British   Isles   which   was reflected   in   the   1,650   locomotives   the   company   owned,   while   no   two   adjacent stations   were   more   than   5½   miles   apart,   and   at   its   height   there   were   over   1,900 weekday   passenger   services,   a   number   only   exceeded   by   the   London   and   North Western,   the   Great   Western   and   Midland   Railway   companies.   They   were   also   the first   mainline   railway   to   introduce   electrification   of   some   of   its   lines   and   became the   biggest   shipowner   than   any   other   British   railway   company   with   steamboat services    across    the    Irish    Sea    and    North    Sea.    It    had    a    very    close    working relationship   with   the   London   and   North   Western   Railway   and   amalgamated   with them   on   the   1st   January   1922,   while   one   year   later   the   merged   company   became the largest constituent of the London, Midland and Scottish Railway.

Cambrian Railways

The   Cambrian   Railways   Company   was   created   on   the   25th   July   1864   when   the   Cambrian Railways   Act   received   Royal   Assent   for   the   amalgamation   of   most   of   the   existing   railway companies   in   Mid   Wales.   These   were   the   Oswestry   and   Newtown   Railway,   the   Llanidloes   and Newtown   Railway,   the   Newtown   and   Machynlleth   Railway   and   the   Oswestry,   Ellesmere   and Whitchurch   Railway,   which   between   them   operated   just   under   100   miles   of   mainline   track. The   Aberystwith   and   Welsh   Coast   Railway   was   not   included   in   the   amalgamation   as   it   was still   under   construction,   but   soon   added   a   further   53   miles   of   main   line   to   the   company when   they   opened.   The   Cambrian   negotiated   agreements   to   share   traffic   with   the   Mid- Wales   Railway,   the   Manchester   and   Milford   Railway   and   the   Great   Western   Railway,   allowing it   to   control   the   transportation   of   goods   and   passengers   across   mid   Wales.   Little   by   little   the Cambrian   began   to   expand.   In   April   1888   they   took   over   the   working   of   the   independent Mid   Wales   Railway   from   Llanidloes   to   Talyllyn   Junction,   which   was   finally   amalgamated   in   July 1904,    while    the    final    additions    to    the    system    were    the    Nantmawr    branch    (1881),    the Wrexham   &   Ellesmere   Railway   (1895),   the   Van   Railway   (1896),   and   the   Tanat   Valley   Light Railway   (1921).   The   Mawddwy   Railway   was   also   reopened   by   the   Cambrian   in   1910,   having originally   opened   in   October   1867   but   had   closed   soon   after.   The   final   companies   to   be amalgamated   were   the   narrow   gauge   Vale   of   Rheidol   (1903)   and   the   Welshpool   &   Llanfair railways (1913), giving the company a mainline route system of nearly 300 miles. The   headquarters   for   the   company   was   at   Oswestry,   where   works   were   constructed   in   1864 for   the   building   and   maintenance   of   rolling   stock.   The   locomotives   for   the   Cambrian   were purchased   from   outside   suppliers,   such   as   Sharp   Stewart   and   Company   in   Manchester,   the maintenance,   modifications   and   repairs   being   carried   out   at   Oswestry,   although   two   4-4-0 tender   engines   of   a   Sharp   Stewart   design   were   built   in   their   workshops   in   the   early   1900s. Cambrian   Railways   had   94   standard   gauge   and   five   narrow   gauge   engines   when   it   became part   of   the   Great   Western   Railway   on   the   grouping   in   1923.   Oswestry   works   was   retained   by the   G.W.R.   as   a   regional   carriage   and   wagon   works,   and   locomotive   repair   shop,   although heavy overhaul was then carried out at Swindon.

The Furness Railway

In   1843   a   scheme   was   announced   for   a   railway   link   between   Ulverston,   the   main   town   of   the Furness   district,   and   the   iron   ore   mines   at   Dalton-in-Furness   and   the   slate   mines   at   Kirkby- in-Furness   with   the   coast   at   Barrow.   The   line   was   principally   financed   by   the   major   mine   and land   owners   of   the   area,   and   intended   for   the   transportation   of   slate   and   iron   ore   to   the developing   harbour   at   Barrow,   from   where   it   could   be   shipped   further   afield   or   used   in   the local   iron   works.   The   Act   of   Parliament   for   the   line   was   passed   on   the   23rd   May   1844   when the    Furness    Railway    came    into    existence,    while    a    further    Act    in    1846    authorised    an extension   of   the   line   from   Kirkby   to   Broughton-in-Furness,   and   from   Dalton   to   Ulverston. The   line   opened   in   August   1846   for   mineral   traffic,   and   to   passengers   in   December   between Dalton   and   Piel   pier,   where   it   connected   with   a   steamer   to   Fleetwood   on   the   other   side   of Morecombe   Bay.   Meanwhile   the   Whitehaven   and   Furness   Junction   Railway   was   completed   in late   1851,   allowing   the   Furness   Railway   to   reach   Whitehaven,   and   from   the   following   year   the West   Coast   Main   Line   at   Carlisle.   In   1865   the   W.   &   F.J.R.   was   leased   to   the   Furness   Railway, and amalgamated the following year. In   August   1857   the   Ulverston   and   Lancaster   Railway   was   opened   which   linked   Ulverston   and Carnforth   where   it   connected   with   the   Lancaster   and   Carlisle   Railway   on   the   West   Coast Main   Line.   The   line   was   run   by   the   Furness   Railway   who   purchased   it   outright   in   1862.   Other lines   that   made   up   the   system   were   the   Coniston   Railway   which   joined   the   Furness   Railway at    Broughton.    This    was    opened    in    1859    to    transport    copper    ore    to    Barrow    and    was amalgamated   with   in   1862.   In   1867   the   Hincaster   Branch   from   Arnside   to   the   Lancaster   and Carlisle   line   at   Hincaster   was   opened.   Another   branch   from   Ulverston   to   Lake   Side   was opened   in   1869,   this   was   partly   owned   by   the   Furness   Railway   who   took   full   control   in   1873. In   the   1870s   The   Whitehaven,   Cleator   and   Egremont   Railway,   along   with   the   new   Cleator   and Workington   Junction   Railway,   both   mainly   mineral   lines,   were   worked   jointly   by   the   F.R.   and the   L.N.W.R.,   while   the   Furness   and   Midland   Joint   Railway   connected   to   the   Midland   Railway network   at   Wennington.   The   Furness   Railway   was   one   of   the   first   to   promote   tourism,   and remained independent until December 1922 when it became part of the L.M.S.

The London & South Western Railway

The   London   &   South   Western   Railway   began   life   as   the   London   &   Southampton Railway   when   it   was   incorporated   by   an   Act   of   Parliament   in   July   1834.   The   line opened    in    stages    between    September    1838    and    May    1840,    and    on    its inauguration   the   company   name   was   changed   to   the   London   &   South   Western Railway,   often   shortened   to   the   South   Western   Railway.   They   were   the   main   rivals of   the   Great   Western   Railway   for   traffic   in   the   South   West,   with   their   network ultimately     extending     from     London     to     Plymouth     via     Yeovil,     Exeter     and Okehampton,     with     branches     to     Barnstaple,     Ilfracombe,     Torrington,     Bude, Padstow   and   Wadebridge.   Bournemouth   and   Weymouth   were   also   reached   via

Basingstoke,    Winchester    and    Southampton,    while    branch    lines    were    built    to connect   with   such   places   as   Portsmouth   and   Reading.   In   1875   agreement   was reached   with   the   Midland   Railway   for   the   joint   operation   of   the   Somerset   and Dorset   Joint   Railway   when   the   original   company   went   into   receivership,   while   the L.S.W.R.   obtained   running   powers   in   several   other   areas.   Among   the   significant achievements   of   the   company   was   the   electrification   of   the   London   suburban lines,   the   introduction   of   power   signalling,   the   development   of   Southampton Docks,    and    the    rebuilding    of    Waterloo    Station    in    the    early    1900s.    Another achievement   was   the   handling   of   massive   amounts   of   traffic   and   material      during the   First   World   War.   After   the   1921   Railways   Act   was   passed,   the   London   &   South Western   Railway   was   largest   constituent   company   of   the   newly   formed   Southern Railway which came into existence on the 1st January 1923.

The London, Tilbury & Southend Railway

The   London,   Tilbury   &   Southend   Railway   was   a   joint   proposal   by   the   Eastern Counties   Railway   and   the   London   &   Blackwall   Railway,   for   a   line   from   the   E.C.R. Colchester    route    north    of    Forest    Gate    station    to    Southend.    The    railway    was authorised   in   1852,   with   the   first   section   being   opened   in   1854   with   trains   being operated   from   both   the   E.C.R.   Bishopsgate   terminus   for   a   short   time   and   the L.&.B.R.   Fenchurch   Street.   The   working   of   the   line   was   given   to   Peto,   Brassey   and Betts   (the   builders   of   the   line)   on   a   21   year   lease,   trains   and   rolling   stock   being supplied   by   the   E.C.R.   While   they   ran   the   railway   there   was   very   little   investment in   the   line,   and   at   a   special   meeting   for   shareholders   in   December   1861   it   was agreed   that   the   company   should   become   fully   independent.   This   was   approved by   parliament   the   following   year   and   came   into   effect   in   July   1875.   The   G.E.R. supplied   the   locomotives   and   rolling   stock   until   1880,   when   the   first   L.T.&.S.R. locomotives    were    delivered    from    Sharp,    Stewart    &    Co.    Besides    the    line    to Fenchurch   Street   station   there   was   also   a   connection   via   the   Romford   branch   to

the   Great   Eastern's   main   terminus   at   Liverpool   Street,   while   a   third   connected   to the   Midland   Railway   St.   Pancras   station.   The   company   was   efficient   and   financially successful,   but   by   1911   it   was   clear   that   it   could   no   longer   remain   independent. There   were   only   two   companies   in   a   position   to   take   over   the   line,   but   it   was   the Midland   Railway   who   put   forward   the   best   offer   to   the   shareholders   from   under the   noses   of   the   Great   Eastern   Railway.   As   part   of   the   Midland   Railway   the   line was   operated   by   the   L.M.S.   after   the   1923   grouping.   The   railway   suffered   badly during   the   Second   World   War,   and   like   the   rest   of   the   railways   had   become rundown   due   to   lack   of   maintenance   during   the   war.   As   a   result   the   four   main railway   companies   were   nationalised   in   1948   to   form   British   Railways.   By   the   late 1950's   it   became   increasingly   apparent   that   electrification   was   a   necessary   step, and   in   November   1961   the   first   electric   train   entered   service,   with   the   last   steam train   being   withdrawn   in   June   1962.      Throughout   its   career   the   L.T.   &   S.R.   lines have   remained   virtually   intact,   and   today   operate   intensive   commuter   and   freight services.   The   most   recent   changes   have   been   the   privatisation   of   the   railways   in 1997,   with   the   Essex   Thameside   railway   franchise   going   to   LTS   (now   C2C)   and   the introduction of brand new trains.

The Furness Railway

Midland & Great Northern Joint Railway

The   first   lines   of   what   would   become   the   Midland   and   Great   Northern   Railway was   the   Norwich   &   Spalding   Railway   which   was   opened   to   Sutton   Bridge   in   1862, and   in   reality   a   Great   Northern   Railway   branch   line.   The   Peterborough,   Wisbech and   Sutton   Bridge   Railway   was   opened   soon   after,   this   time   a   very   Midland Railway   affair,   followed   by   the   Lynn   &   Sutton   Bridge   Railway   in   1864,   and   the Spalding   &   Bourne   Railway   in   1866.   In   the   east   the   the   Lynn   and   Fakenham   and the   Great   Yarmouth   and   Stalham   were   promoted   and   given   assent   to   proceed, with   work   started   at   Yarmouth   in   1876   and   King’s   Lynn   in   1878,   and   after   G.E.R. obstructive   tactics,   the      Yarmouth   &   North   Norfolk   Railway   (the   G.Y.   &   S.   had   been renamed   the   previous   year),   reached   North   Walsham   in   1881.   The   L.   &   F.   R.     reached   Norwich   in   1882,   and   on   the   1st   January   1883   the   Eastern   &   Midlands Railway   was   formed   which   comprised   all   the   lines   east   and   west   of   King’s   Lynn.

After   an   avoiding   line   was   built   around   Lynn   in   1886   an   independent   line   from the   Midlands   to   the   East   Coast   was   achieved.   A   branch   to   Cromer   was   completed in   1887   which   soon   became   a   fashionably   holiday   resort.   In   1893   the   Midland and   G.N.R.   jointly   took   over   the   E.   &   M.R.   which   became   the   Midland   and   Great Northern   Joint   Railway,   the   largest   joint   railway   in   the   U.K.   In   1898   the   Mundesley branch   was   opened   from   North   Walsham   to   Cromer   in   an   attempt   to   develop   the Norfolk   coast   further,   while   the   headquarters   of   the   line   was   at   Melton   Constable which   became   a   mini   Swindon.   The   M.   &   G.N.J.R.   remained   independent   after   the grouping   in   1923,   being   jointly   run   by   the   L.M.S.   and   the   L.N.E.R.   In   1936   the L.N.E.R.   took   over   full   responsibility   for   the   line   and   soon   closed   the   works   at Melton    Constable,    with    all    maintenance    and    repairs    being    transferred    to Stratford.   Patronage   of   the   line   declined   in   the   1950’s,   and   in   1959   closure   of many   parts   of   the   line   began,   while   the   Beeching   Report   sounded   the   end   for what   remained.   One   section   of   the   M.   &   G.N.R.   survives   between   Sheringham and Holt, and is now run as a heritage line.