North Eastern Railway (United Kingdom)

The information for this section is largely drawn from Appendix E (pp 778–779) in Tomlinson. 1854 • York, Newcastle and Berwick Railway was York and Newcastle Railway (1846–1847) and Newcastle and Darlington Junction Railway (1842–1846) • Durham Junction Railway (1844) • Brandling Junction Railway (1845) • Durham and Sunderland Railway (1846) • Pontop and South Shields Railway (1846) • Stanhope and Tyne Railway (1842) • Newcastle and Berwick Railway (1847) • Newcastle and North Shields Railway (1845) • Great North of England Railway (1850) • York and North Midland Railway • Leeds and Selby Railway (1844) • Whitby and Pickering Railway (1845) • East and West Yorkshire Junction Railway (1852) • Leeds Northern Railway was Leeds and Thirsk Railway (1845–1849) • Malton and Driffield Railway 1857 • Deerness Valley Railway • Hartlepool Dock and Railway 1858 • North Yorkshire and Cleveland Railway 1859 • Bedale and Leyburn Railway 1862 • Hull and Holderness Railway • Newcastle and Carlisle Railway • Blaydon, Gateshead and Hebburn Railway (1839) 1863 • Stockton and Darlington Railway • Darlington and Barnard Castle Railway (1858) • Middlesbrough and Guisborough Railway (1858) • Middlesbrough and Redcar Railway (1858) • Wear Valley Railway (1858) • Bishop Auckland and Weardale Railway (1847) • Eden Valley Railway (1862) • Frosterley and Stanhope Railway (1862) • South Durham and Lancashire Union Railway (1862) 1865 • Cleveland Railway • West Hartlepool Harbour and Railway • Clarence Railway (1853) • Stockton and Hartlepool Railway (1853) 1866 • Hull and Hornsea Railway 1870 • West Durham Railway 1872 • Hull and Selby Railway 1874 • Blyth and Tyne Railway 1876 • Hexham and Allendale Railway • Leeds, Castleford and Pontefract Junction Railway 1882 • Tees Valley Railway 1883 • Hylton, Southwick and Monkwearmouth Railway • Scotswood, Newburn and Wylam Railway 1889 • Whitby, Redcar and Middlesbrough Union Railway 1893 • Wear Valley Extension Railway 1898 • Scarborough & Whitby Railway 1900 • Cawood, Wistow and Selby Light Railway 1914 • Scarborough, Bridlington and West Riding Junction Railway 1922 • Hull and Barnsley Railway Dock companies 1853 • Hartlepool West Harbour and Dock 1857 • Hartlepool Dock and Railway 1893 • Hull Dock Company == Principal stations ==

Having inherited the country's first great barrel-vault-roofed station, Newcastle Central, from its constituent, the York Newcastle & Berwick railway, over the next half century the NER built a grander set of principal station buildings than any other British railway company, with examples at Alnwick, Tynemouth, Gateshead East, Sunderland, Stockton, Middlesbrough, Darlington Bank Top, York and Hull Paragon. The rebuilding and enlargement of the last-named created the last of the type in the country. The four largest stations, at Newcastle, Darlington, York and Hull, survive in transport use, as does Tynemouth. Alnwick is still extant as a second-hand book warehouse, having lost its transport use in 1991. The others were demolished during the state-owned-railway era of the 1950s and 60s, two of them, Sunderland and Middlesbrough, following bomb damage during the Second World War. • York station (York) was the hub of the system and the location of the headquarters of the line. The basis for the present station was opened on 25 June 1877. From June 1909 to May 1951, when it was replaced by an electric system, the 295-lever locomotive yard signal cabin contained the largest mechanical lever frame in Britain. • Newcastle station (Newcastle), opened on 29 August 1850, became the largest on the NER. • Leeds New Station (later Leeds City, now Leeds) was a joint undertaking with the London and North Western Railway. It opened in 1869. ==Architects==

The NER was the first railway company in the world to appoint a full-time salaried architect to work with its chief engineer in constructing railway facilities. Some of the men appointed were based in, or active in, Darlington. • George Townsend Andrews was the first architect associated with the North Eastern Railway. He designed the first permanent station at York, along with others on the NER route. He also designed the Assembly Rooms in York. • Thomas Prosser held the position from 1854 to 1874. He worked in Newcastle. • Benjamin Burleigh, served for two years, dying in office. • William Peachey, was based in Darlington, and served for two years. Peachey had been architect to the Stockton and Darlington Railway, and when this merged into the NER in 1863, he was made Darlington section architect. Most of his work was to extend and improve railway buildings. Elsewhere he built the Zetland Hotel at Saltburn (1861–63), and the Royal Station Hotel at York (1877–82). He also practised privately, designing a few nonconformist chapels, including Grange Road Baptist Chapel in Darlington, 1870–1. , Westminster (2007) • William Bell worked for the NER for 50 years; he was chief architect for 37 years, between 1877 and 1914. His major contributions were as NER architect. Bank Top (1884–87) is one of the best examples of his station designs, for which he developed a standard system of roof building. He added various elements to the North Road Engineering works between 1884 and 1910. He also designed the offices of the Mechanical Engineer's Department in Brinkburn Road in 1912, showing that he could adapt his style to the new influences of the Queen Anne revival. • Horace Field, with William Bell, designed the Headquarters Offices in York completed in 1906, now The Grand Hotel and Spa. Field also designed the company's London office at 4 Cowley Street, Westminster, completed the same year as the York offices, which was later used by the Liberal Democratic Party as its headquarters and is now a private house. • Arthur Pollard and Stephen Wilkinson each briefly filled the position of chief architect. The department remained in York after the merger of the company into the LNER. Professional design was carried through to small fixtures and fittings, such as platform seating, for which the NER adopted distinctive 'coiled snake' bench-ends. Cast-iron footbridges were also produced to a distinctive design. The NER's legacy continued to influence the systematic approach to design adopted by the grouped LNER. ==Chairmen and directors==

Chairmen • James Pulleine (1854–55) • Harry Stephen Thompson (1855–74) • George Leeman (1874–80) • John Dent Dent (1880–94) • Sir Joseph Whitwell Pease, Bart (1895–1902) • Viscount Ridley (1902–04) • Sir Edward Grey, Bart (1904–05) • John Lloyd Wharton (1906–12) • Baron Knaresborough (1912–22) Directors The initial NER board of directors was drawn from the directors of its four constituent companies. A director of the NER from 1864, and deputy chairman from 1895 until his death in 1904, was ironmaster and industrial chemist Sir Lowthian Bell. His son Sir Hugh Bell was also a director; he had a private platform on the line between Middlesbrough and Redcar at the bottom of the garden of his house Red Barns. Gertrude Bell's biographer, Georgina Howell, recounts a story about the Bells and the NER: Among the other famous directors of the NER were George Leeman (director 1854–82, Chairman 1874–80); Henry Pease (director 1861–1881); Sir Joseph Whitwell Pease, Bart. (director 1863–1902, Chairman 1895–1902); John Dent Dent (director 1879–94, Chairman 1880–94); Matthew White Ridley, 1st Viscount Ridley (director 1881–1904, Chairman 1902–04); Sir Edward Grey, Bart (see below); George Gibb (solicitor 1882–1891, general manager 1891–1906, director 1906–1910); and Henry Tennant (director 1891–1910). In 1898 Sir Edward Grey became a director, later becoming Chairman (1904-5; curtailed by his appointment as Foreign Secretary). In his autobiographical work Twenty-Five Years Grey later wrote that ‘…the year 1905 was one of the happiest of my life; the work of Chairman of the Railway was agreeable and interesting…’. After leaving the Foreign Office Grey resumed his directorship of the NER in 1917, and when the North Eastern Railway became part of the London and North Eastern Railway he became a director of that company, remaining in this position until 1933. At the Railway Centenary celebrations in July 1925, Grey accompanied the Duke and Duchess of York and presented them with silver models of the Stockton and Darlington Railway engine Locomotion and the passenger carriage Experiment. ==Senior officers==

General Managers • Thomas Elliot Harrison 1854 • Capt. William O’Brien 1854 – 1871 • Henry Tennant 1871 – 1891 • George Gibb 1891 – 1905 (Resigned) • Alexander Kaye Butterworth 1906 – 1921 (Retired) • Ralph Lewis Wedgwood 1922 whole year (then appointed Chief General Manager LNER) Deputy General Managers • Philip Burtt 1905 – 1911 • Eric Campbell Geddes 1912 – 1915 (To Director General of Munitions Supply) • Ralph Lewis Wedgwood – to 31/12/1921 Secretaries • Capt. William O’Brien 1854 – 1856 (Also General Manager, see above) • John Cleghorn 1856 – 1870 (Retired) • Christopher Newman Wilkinson 1871 – 1903 • Ralph Lewis Wedgwood 1904 – 1905 • Robert Francis Dunnell 1905 – 1922 General Passenger Superintendents / Superintendents of the Line • Alexander William Crow Christison 1856 – 1890 • William Blackadder Johnson 1890 – 1891 (died in office) • John Welburn 1891 – 1892 (Post renamed Superintendent of the Line): • John Welburn 1892 – 1897 • Philip Burtt 1897 – 1900 • Henry Angus Watson 1900 – 1902 (Post then divided between General Superintendent - Henry Angus Watson - & Chief Passenger Agent) The above list only covers the most senior officers of the company and its passenger department. Further lists covering the officers in the Engineering, Locomotive and Docks departments will be summarised here as they appear. == Operating divisions ==

The Northern and Southern Divisions were established for operating and engineering purposes on the creation of the NER in 1854. When the merger with the Stockton and Darlington Railway took place in 1863 their lines became the ‘Darlington Section’ until 1873, and then the Central Division. In 1888 the boundaries were altered to remove anomalies; for example, the former Clarence Railway routes became part of the Central Division. The engineering and purchasing autonomy of the three divisions brought about diverging styles of infrastructure. In 1899 it was decided to abolish the Central Division and its area was divided between the Northern and Southern Divisions. ==Electrified lines==

introduced to the Quayside electrification, now at Locomotion museum, Shildon , a prototype electric express passenger locomotive, built for the proposed York-Newcastle electrification which never happened. The NER was one of the first main line rail companies in Britain to adopt electric traction, the Lancashire and Yorkshire Railway having opened its first electrified line between Liverpool and Southport one week earlier. Tyneside The Tyneside scheme commenced public operation on 29 March 1904. The scheme was known as Tyneside Electrics and totalled about 30 miles: • Newcastle Central via Wallsend, Whitley Bay, Gosforth and New Bridge Street (the Newcastle terminus of the former Blyth & Tyne Railway) • Heaton to Benton or Backworth via the East Coast Main Line • Riverside Branch from Byker to Percy Main • Newcastle Quayside Branch The last-named was electrically operated from June 1905 and was a 3/4 mile freight-only line from Trafalgar Yard, Manors to Newcastle Quayside Yard. Further extensions taking the electrification to South Shields were carried out in March 1938 by the London and North Eastern Railway The lines were originally electrified at 600 V DC using the 3rd rail system, although after 1934 the operating voltage was raised to 630 V DC. On the Newcastle Quayside Branch overhead line of tramway type was used for upper and lower yards (to avoid the danger of shunters and other staff coming into contact with live rails) with 3rd rail in the interconnecting tunnels between the yards. Newport-Shildon electric freight locomotive The Newport-Shildon line was electrified on the 1,500 V DC overhead system between 1914 and 1916 and the locomotives which later became British Rail Class EF1 were used on this section. Proposed main line electrification After the success of the earlier schemes, in 1919 the North Eastern Railway made plans to electrify of the East Coast Main Line between York and Newcastle with a mixture of third rails and overhead lines at 1,500 DC. The scheme advanced as far as a prototype passenger locomotive, however the scheme was dropped on financial grounds by the time of the 1923 grouping, due in large part to the difficult economic climate of the time. ==Traffic==

The NER carried a larger tonnage of mineral and coal traffic than any other principal railway. The NER was a partner (with the North British and the Great Northern Railway) in the East Coast Joint Stock operation from 1860. == Signalling ==

The signalling of the NER and its constituent companies in the 1850s and 1860s was, at best, average for the period (with the notable exception of the Stockton and Darlington Railway). Passenger traffic density and train speeds were generally low and, despite the absence of continuous brakes, train crews were usually able to pull up short of an obstruction. The time interval system was in widespread use, and the interlocking of points and signals was very rare. It was only after a spate of accidents (notably at Brockley Whins in 1870, see below), and mounting public pressure, that the NER began to adopt the block system and interlocking. Once this decision had been taken, the company made reasonably speedy progress, aided by the scrutiny of the Railway Inspectorate (Board of Trade) whose officers were supported by increasingly comprehensive legislation. The inception of block signalling in particular brought with it a large increase in manpower to operate and maintain the new equipment, along with the need for staff literacy. This was essential to enable compliance with a large number of new rules and regulations covering block working and the operation of the electric telegraph. In the last years of the Nineteenth Century a combination of changes began to drive modernisation of the signalling systems in the north-east of England. The track layouts installed in the 1870s were no longer adequate to handle the increased traffic and the signalling equipment was worn out or becoming obsolete. Longer and heavier trains were running, often at higher speeds; electricity was playing an increasing role, and finally the managers of Britain’s railways were becoming aware of the radical changes by which the railways in the United States were improving revenues, productivity and safety. The NER made several bold moves towards automatic and power signalling, but these did not always bring the benefits hoped for. By the end of its independent existence the North Eastern Railway had one of the most advanced signal systems of the LNER constituent companies – the Great Central was also well-equipped – and the progressive attitude of the signal engineers continued to make itself felt in the North Eastern Area of the new company. Despite this, features dating back to the mid- Nineteenth Century remained in use, such as slotted-post semaphore signals and rotating board signals. By 1910 about 1,150 block signal cabins controlled the NER network, along with numerous other signalling installations at level crossings and isolated sidings. ==Accidents and incidents==

• On 6 December 1870, a collision between two trains at Brockley Whins, County Durham killed five people. The accident was caused by a lack of interlocking between points and signals, and is generally viewed as having persuaded the NER board to adopt the block system and interlocking. • In 1870, a freight train overran signals and collided with a London and North Western Railway passenger train at St. Nicholas Crossing, Carlisle, Cumberland. Five people were killed. The driver of the freight was intoxicated. : • On 2 November 1892, an express passenger train was in a rear-end collision with a freight train at , Yorkshire due to errors by the driver of the freight train and a signalman. The latter had fallen asleep on the night shift after spending his rest day searching for medical help for his infant daughter. Ten people were killed and 43 were injured. • On 4 November 1894, a sleeping car train overran signals and collided with a freight train that was being shunted at Castle Hills, Yorkshire. One person was killed. • On 27 June 1905, a freight train was derailed at Wallsend, Northumberland. • On 8 October 1908, an overloaded freight train ran away and crashed into goods wagons at , Yorkshire. • On 29 May 1909, a freight train was derailed at Skinningrove, Yorkshire due to subsidence of the trackbed. • On 15 September 1917, a set of carriages ran away from and was derailed. Three people were killed. • On 11 August 1918, the carriage sheds at Heaton, Newcastle were destroyed by fire, as were 34 carriages forming a number of NER electric units. • On 14 February 1920, two freight trains were involved in a head-on collision at Skelton, Yorkshire. • On 31 March 1920, a passenger train was derailed at station. • On 22 October 1921, Petrol Inspection Saloon No. 3768 was destroyed by fire at York station. ==Docks==

The company owned the following docks: • The Hull Docks Company (Queens dock, Humber Dock, Railway Dock, Victoria dock, Albert dock, William Wright Dock, St Andrews dock): acquired 1893. Dealt with a large variety of cargoes, including coal exports, grain, seed, and imports of timber and fruit • King George Dock (opened 1914) – jointly operated with the Hull and Barnsley Railway.The Dock was used by the 17th (NER Pioneer) Battalion, Northumberland Fusiliers as a base during its formation in 1915. One tug, Stranton, used at West Hartlepool Dock was requisitioned by the Admiralty during the First World War but was lost at sea in January 1915. ==Locomotives==

locomotive locomotive locomotive A comprehensive list of NER locomotives: Locomotives of the North Eastern Railway. ==Coaching stock==

The NER originally operated with short four and six wheeled coaches with a fixed wheelbase. From these were developed the standard six-wheeled, low elliptical roofed coaches which were built in their thousands around the 1880s. One variety alone, the diagram 15, five compartment, full 3rd class, numbered around a thousand. The NER started building bogie stock for general service use in 1894, clerestories for general use with a variation built for use on the tightly curved line from Malton to Whitby. There were also a series of low ark roofed bogie coaches (with birdcage brakes) for use on the coast line north of Scarborough. Coach manufacture moved to high arched roof vehicles but with substantially the same body design in the early 1900s. The NER had limited need for vestibuled coaches but from 1900 built a series of vestibuled, corridor coaches with British Standard gangways, for their longer distance services. The company introduced clerestory corridor dining trains on services between London and Edinburgh. The initial trial was run between York and Newcastle in 1 hour 30 minutes on 30 July 1900. The new train consisted of eight coaches and was long (excluding the engine), and had seating for 50 first-class and 211 third-class passengers. At the same time they built (in conjunction with their partners) similar coaches for the East Coast Joint Stock (GNR/NER/NBR) and the Great Northern and North Eastern Joint Stock. All NER coach building was concentrated at their York Carriage Works, which went on to be the main LNER carriage works after grouping. With the introduction of the standard 6-wheeled coaches NER carriage livery was standardised as 'deep crimson' (a deeper colour with more blue in it than that used by the Midland Railway), lined with cream edged on both sides with a thin vermillion line. For a time the cream was replaced with gold leaf. Lettering ('N.E.R.' or when there was sufficient space 'North Eastern Railway' in full, together with 'First', 'Third' and 'Luggage Compt.' on the appropriate door) and numbering; was in strongly serifed characters, blocked and shaded to give a 3D effect. The NER's bogie coach building programme was such that, almost unique amongst pre-grouping railways, they had sufficient bogie coaches to cover normal service trains; six wheel coaches were reserved for strengthening and excursion trains. ==See also==