Malton and Driffield Junction Railway

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Template:Short description Template:Use British English Template:Use dmy dates Script error: No such module "Infobox".Template:Template otherScript error: No such module "Check for unknown parameters".Script error: No such module "Check for clobbered parameters". Template:Malton and Driffield Railway RDT The Malton and Driffield Junction Railway, later known as the Malton and Driffield branch was a railway line in Yorkshire that ran between the towns of Malton, North Yorkshire and Driffield in the East Riding of Yorkshire.Template:Sfn

The line was formally opened on 19 May 1853 with full public services starting on 1 June 1853. It became part of the North Eastern Railway (1854), then London and North Eastern Railway (1923), becoming part of British Railways in 1948. Passenger services on the line gained the nickname the Malton Dodger.Template:Sfn

Between the 1920s and 1950s the line saw use transporting chalk from the Burdale and Wharram quarries. Passenger services ended on 5 June 1950; the Burdale quarry closed in 1955, and the line closed on 20 October 1958.

A short section of the original line reopened on 24 May 2015 as a heritage attraction operating as the Yorkshire Wolds Railway. There are plans to further extend the heritage railway.[1]

History

The Malton and Driffield Junction Railway (1846–1870)

Promotion of a line between Malton and Driffield dates to at least the mid-1840s when George Hudson subscribed £40,000 towards a Malton and Driffield Junction Company, which was intended to link to a proposed branch of the Great North of England Railway from Thirsk to Malton.Template:Sfn[note 1] The Malton and Driffield Junction Railway was promoted as part of a line of communication from Hull to Newcastle-upon-Tyne and beyond to Scotland as well as opening up the agricultural districts of the East Riding of Yorkshire, and providing a short route to the new seaside resorts on the East Yorkshire coast. A connection via the proposed Thirsk and Malton Railway was required for the connections northward.[map 1] Both the Newcastle and Darlington Junction Railway (N&DJR) and York and North Midland Railways (Y&NMR) supported the scheme.[2]

Template:Short descriptionScript error: No such module "Infobox".Template:Template otherScript error: No such module "Check for unknown parameters". A previous scheme from Thirsk to Driffield, the Hull, Malton and Northern Union Railway was resurrected and promoted in opposition,[note 2] but was unsuccessful.Template:Sfn The <templatestyles src="Template:Visible anchor/styles.css" />Malton and Driffield Junction Railway Act 1846 (9 & 10 Vict. c. lxxvii), empowering the construction of a Script error: No such module "convert". line was enacted in June 1846, allowing £240,000 to be raised for its development through shares, and a further £80,0000 through loans.[3][note 3]

Part of the rationale for the line was a connection to the Thirsk and Malton Railway, which the Newcastle and Darlington Junction had obtained the Newcastle and Darlington Junction Railway (Thirsk and Malton Branches) Act 1846 (9 & 10 Vict. c. lviii) for, but not built. A case was brought against that company's successor the York, Newcastle and Berwick Railway (YN&BR) to complete the line.[note 4] As a result, a second act was obtained with the work completed 1853.[4] The Malton and Driffield company subscribed £35,000 towards the scheme with the YN&BR contributing the other part.[note 5] In the same time period (1850s) the York and North Midland Railway held £40,000 worth of shares in the M&DJR.[3][note 6]

Construction

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The engineer was John Cass Birkinshaw, the assistant engineer Alfred Lamert Dickens. In addition to the main line from New Malton (on the York and Scarborough Railway[map 2]) to Great Driffield (on the Hull and Selby Bridlington branch[map 3]) the plans included a Template:Miles-chains branch from Frodingham Bridge on the River Hull. On the original plan the minimum curve was Script error: No such module "convert". with maximum gradients of 1 in 60, and 1 in 158. The line also included a tunnel of Script error: No such module "convert"..[6]

The first Script error: No such module "convert". of the line from Malton included severe gradients, ascending, including Script error: No such module "convert". at 1 in 70, and required heavy civil engineering works. The highest point of the line was within the tunnel, where the southbound gradient changed from 1 in 70 up to 1 in 85 down.Template:Sfn As built the line included a number of timber bridges, and a timber viaduct at Wharram. Land had been acquired for a double track line but only a single track was laid, using Script error: No such module "convert". weight rails, on cross sleepered track. The line was to be worked by the York, Newcastle and Berwick Railway, under the same rules as the Thirsk and Malton Line.[7]

Work on the line began in 1847,Template:Sfn and by 1849 over £100,000 had been expended on the construction of the line, the majority on works (£52,921) and permanent way (£31,597).[8] The bursting of the speculative bubble of the Railway Mania in the late 1840s adversely affected the line's prospects.[9] By early 1849 the company's calls on shares were in arrears.[8]

Financial problems caused the company to abandon the construction of a double track line and only construct a single line. In 1850 the company applied to parliament to alter the path of the line;[note 7] the amendment act was passed in 1851.[note 8]Template:Sfn

By 1851 about half (Script error: No such module "convert".) of the line had been completed as a single line; the Script error: No such module "convert". branch was by then in abeyance.[3] In early 1852 the calls on shares were still in arrears requiring the company to funds by loans. An estimated £65,000 was required for the completion of the line; £40,000 had been borrowed by late January 1852; over £55,000 by mid 1852.[10]

Agreement was reached with the Y&NMR to pay a fee to use the station and track into Driffield.[11] The Script error: No such module "convert". was opened formally 19 May 1853, becoming open to public traffic on 1 June.Template:Sfn The line had stations at Settrington,[map 4] North Grimston,[map 5] Wharram,[map 6] Burdale,[map 7] Fimber,[map 8][note 9] Wetwang,[map 9] and Garton;[map 10]Template:Sfn Malton station and Driffield station were used as termini.[map 11][map 12]

Operations

In the beginning three passenger trains ran in each direction Mondays to Saturdays, calling at all stations, with two on Sundays.Template:Sfn By the end of the 19th century the Sunday service had ceased, but the line reached its high water mark with four trains each way each weekday.Template:Sfn Thereafter the line ran a notably consistent three trains in each direction calling at all stations, Mondays to Saturdays, until the service was withdrawn in 1953.Template:SfnTemplate:SfnTemplate:SfnTemplate:Sfn Some of the services had two coaches,Template:Sfn others one, though it was far from rare to add one or more horseboxes in what was and remains racing country. Loadings were good on Saturdays (Market Days) but schoolchildren were the mainstay during the week.Template:Sfn

By 1926 two pick-up goods trains ran daily, in opposite directions, with crews swapping trains mid-journey. These were at times very well loaded, but the traffic only declined in the face of road competition.Template:Sfn By the end there were only two pick-up goods per week, both poorly loaded. In the words of The Railway Magazine "Two trains a day might have maintained the railway link ... two a week would not."Template:Sfn

The line was conceived as part of a through line between Hull and the north east of England. The only hint of such services came with the Summer Saturday Scarborough to Newcastle and Glasgow holiday trains. Running from Scarborough they halted at Malton, attached a pilot engine at the rear, reversed up onto Malton and Driffield metals at Scarborough Road Junction[12] where the pilot was uncoupled. This locomotive then acted as a banker to get the long train moving forwards once again towards Template:Rws, Pillmoor and the East Coast Main Line.[13] These trains used a rich variety of motive power, with even LNER Class A4 4-6-2s on occasions, but most commonly LNER Class V2 2-6-2s.Template:SfnTemplate:SfnTemplate:Sfn In summer 1950 at least the line was used for a Summer Saturday Filey to Newcastle train and return, which travelled via Template:Rws, Template:Rws and Template:Rws, joining the East Coast Main Line at Pilmoor Junction.Template:Sfn The other service to use the Malton, Scarborough Road Junction then reverse routeTemplate:Sfn was the two trains six times per year beginning and end of term specials, one from King's Cross and the other from Liverpool, to Ampleforth College. This lasted until 28 April 1964.Template:Sfn

The closest freight traffic to the original concept was chalk from quarries at Burdale and Wharram bound for steelworks on Teesside. This underwent spectacular boom and bust in the 1920s, petering out in the 1950s, which spelled the line's death-knell.Template:SfnTemplate:Sfn

As for through Hull-Tyneside trains, the junction at Driffield tells its own story – it was facing the "wrong way".Template:SfnTemplate:Sfn No source talks of through traffic, even in wartime. The closest thing to through traffic were scenic excursions which used the line as a scenic part of a scenic routeTemplate:SfnTemplate:Sfn or in some cases toured the line's stations' floral displays. Often such trains' locomotives traversed the line tender-first because the trains arrived the "wrong way" from Hull or Doncaster and would resume travelling the "right way" after a second reverse at Malton. Furthermore, no source comments on how it could be that conscientious staff could find the time to keep beautiful gardens.Template:Sfn

Two very occasional traffics added to the line's diminishing income: special trains for royalty and enthusiasts, both of which gathered publicity beyond their revenue. The latter were a phenomenon of the 1950s, with the best recorded running along the line (and others) on 2 June 1957Template:Sfn[14] and 23 June 1957.Template:Sfn[15] The King and Queen arrived at Template:Rws by train on 6 July 1948.Template:Sfn As with the summer Scarborough to Tyneside trains mentioned above, other royal trains touched the north end of the line when making double-reverses to get to events in Ryedale.Template:Sfn

Amalgamation

In the early 1850s The Leeds Northern (LNR), York, Newcastle and Berwick and York and North Midland railways were considering amalgamation, and in 1853 the M&DJR was admitted to that group of companies; and became part of joint traffic agreements.Template:Sfn In 1854 an act of parliament allowing the YN&BR, LNR and Y&NMR companies to amalgamate into a new "North Eastern Railway" (NER) was passed; the association of M&DJR was formally announced at the first meeting of the NER, where, the distribution of income was decided to be based on traffic receipts over the next 5 years; the M&DJR obtained one director of a board of seventeen, and the company ceased to exist as an independent entity from 1 September 1854.Template:Sfn[note 10] In 1863 agreements relating to the merger of the Stockton and Darlington Railway (S&DR) set the Malton section's share of the combined company's profits at 0.29%, a sum which was not sufficient to meet running costs; the company attempted to renegotiate requesting a share of gross revenue, but were denied.Template:Sfn

Difficulties and disappointments arising from line were recalled in a scathing article in the Railway News, written on the eve of the consolidation or NER shares:[note 10][16]

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The line was a gross mistake throughout – but was conceived in times when [...] high sounding notions of a "grand connecting link" in the "Hull and Glasgow Direct" were uppermost. [...] The hapless Malton and Driffield has never paid its interest on borrowed capital, is now £50,000 in debt, and is destined, we are told, to total annihilation.

— Template:Comma separated entries

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History 1870–1958

In 1890 a line from Market Weighton was opened, promoted as the Scarborough, Bridlington and West Riding Junction Railway (act passed 1885), and worked by the NER.Template:Sfn The line made a junction with the M&DJR at Driffield (Driffield Junction West) just west of the M&DJR's junction with the Hull to Bridlington Line.[17][map 13]

As a result of the Railways Act 1921, in 1923 the line became part of the London & North Eastern Railway (LNER). In 1948 after nationalisation of the railway as a result of the Transport Act 1947 the line became part of the North Eastern Region of British Railways.

In the 1920s the line was used to transport lime (chalk) from the quarry at Wharram (open 1918–1930) to the iron and steel industry on Teesside; the line handled around 100,000 tons per year.Template:Sfn

In 1922 a quarry opened and Burdale for the same purpose which provided work for the line until the quarry's closure in 1955.Template:Sfn

The route was closed to passenger traffic on 5 June 1950 but remained open for goods. It reopened to passengers from 12 to 16 February 1953 and again in February 1958 when roads were impassable due to snow.Template:SfnTemplate:Sfn

The line closed completely on 20 October 1958Template:Sfn and was lifted by 1961 except for a short stretch near Scarborough Road JunctionTemplate:SfnTemplate:Sfn to allow trains to access the Malton to Thirsk line.Template:Sfn

Legacy

since 2006Template:Dated maintenance category (articles)Script error: No such module "Check for unknown parameters". the track bed remains in evidence as field boundaries, earthworks, and undeveloped ground.[18] Short sections have been reused as footpaths (e.g. near Wharram Percy).Template:Sfn At Malton the former line of the railway influences modern street plans such as the rear boundary to Parliament Avenue. A fraction of the former line has been completely developed over such as at the housing development around Bracken Road in Driffield.[18]

since 2005Template:Dated maintenance category (articles)Script error: No such module "Check for unknown parameters". the station buildings survive except at Sledmere and Fimber, and Burdale station.Template:Sfn Other extant structures include a crossing keepers cottage at Sledmere, and a brick water tower with iron water tank at Wharram.Template:Sfn Rail related buildings exist at the former quarry at Wharram.Template:Sfn The Burdale Tunnel portals were bricked up after closure and the interior experienced collapses in the 1970s and 1980s.[19]

Accidents

On 15 September 1948 a passenger train consisting of a tank engine and two coaches travelling Script error: No such module "convert". collided at an accommodation crossing with a Ford lorry carrying Poles and Hungarians going to work on a farm. As a result of the lorry running into the path of the train, three of the lorry passengers were killed and six others seriously injured, including the British driver. The train had minimal damage. The inquest recorded that the accident was caused by lack of caution by the lorry driver, noted that the view at the crossing point was very poor, and that the driver may not have heard the train's whistle over the noise of the lorry engine.[20]

Locomotives and rolling stock

Template:Cleanup section Based on written records and photographic evidence, the following locomotive types are known to have been used on the MDR in the indicated timeframes.

Goods locomotives

Pre-grouping (before 1923)

Class
(Designer) 		Former
Class 		Wheel
Arrangement 		Representative
Image 		Examples Seen
(Date)
NER Class 1001Template:Sfn
(Bouch)		 S&DR 0-6-0 Not confirmed but No. 1275
was allocated to Malton until 1923

Pre-nationalisation (1923–1947)

Class
(Designer) 		Former
Class 		Wheel
Arrangement 		Representative
Image 		Examples Seen
(Date)
LNER Class A7
(Raven)		 NER Class Y 4-6-2}TTemplate:Whyte suffix (before 1939)
LNER Class F4
(T.W. Worsdell)		 GER Class M15 2-4-2Template:Whyte suffix 7578 (after 1945)
LNER Class J3
(Gresley)		 GNR Class J4 0-6-0Template:Whyte suffix 339 (during the Second World War)
4035 (during the Second World War)
LNER Class J25
(W. Worsdell)		 NER Class P1 0-6-0Template:Whyte suffix 5656 crashed at Settrington (1947)
LNER Class J36
(Holmes)		 NBR Class C 0-6-0Template:Whyte suffix File:NBR J36 class 1967.jpg 9604 (during the Second World War)
9172 (during the Second World War)
LNER Class J75
(M. Stirling)		 H&BR Class G3 0-6-0Template:Whyte suffix (before 1939)
LNER Class Q5
(W. Worsdell)		 NER Classes T and T1 0-8-0Template:Whyte suffix (before 1939)
WD Austerity 2-8-0
(Riddles)		 - 2-8-0Template:Whyte suffix File:Balornock Locomotive Depot WD 2-8-0 hauling a new Diesel shunter in Up freight passing geograph-2760040-by-Ben-Brooksbank.jpg (during the Second World War)

Post-nationalisation (1948–18 October 1958)

Class
(Designer) 		Former
Class 		Wheel
Arrangement 		Representative
Image 		Examples Seen
(Date)
BR Class A8
(Gresley)		 LNER Class A8 4-6-2Template:Whyte suffix 69861 at Wharram (1958)
[Last train: Malton-Sledmere]
BR Class J27
(W. Worsdell)		 NER Class P3 0-6-0Template:Whyte suffix File:West Hartlepool Locomotive Depot geograph-2613544-by-Ben-Brooksbank.jpg 65844 at Settrington (c. Template:TrimScript error: No such module "Check for unknown parameters".)
65849 at Fimber (1956)
BR Class J39
(Gresley)		 LNER Class J39 0-6-0Template:Whyte suffix File:Immingham Locomotive Depot with J39 geograph-2875921-by-Ben-Brooksbank.jpg 64928 at Wetwang (1958)Template:Sfn
64938 at Settrington (1956)Template:Sfn
BR Class 2MT
(Ivatt)		 LMS Class 2 2-6-0Template:Whyte suffix File:LMS Ivatt Class 2MT 2-6-0 no. 46443 at Severn Valley Railway.JPG 46481 (1958)
[Last through goods train]

Passenger locomotives

Pre-grouping (before 1923)

Class
(Designer) 		Former
Class 		Wheel
Arrangement 		Representative
Image 		Examples Seen
(Date)
NER Fletcher 0-4-4Template:Whyte suffixTemplate:Sfn
of unknown yype[note 11]
(Fletcher)		 0-4-4T
NER Class ATemplate:Sfn
(T. W. Worsdell)		 later LNER Class F8 2-4-2T No. 1581 on one
coach Dodger at DriffieldTemplate:Sfn
NER Class OTemplate:Sfn
(W. Worsdell)		 later LNER Class G5 0-4-4T
NER Class WTemplate:Sfn
(W. Worsdell)		 later LNER Class A6 4-6-2T
NER Class B1Template:Sfn
(T. W. Worsdell)		 later LNER Class N8 0-6-2T Two coach Dodger
at Driffield
NER Class Z[21]
(Raven)		 later LNER Class C7 4-4-2 No. 737 on floral display
special at WharramTemplate:Sfn

Pre-nationalisation (1923–1947)

Class
(Designer) 		Former
Class 		Wheel
Arrangement 		Representative
Image 		Examples Seen
(Date)
LNER Class C1
(T. W. Worsdell)		 NER Class C 0-6-0Template:Whyte suffix File:NER Class C (LNER Class J21).png Double-headed
train
(Winter 1947)

Post-nationalisation (1948–3 June 1950)

Class
(Designer) 		Former
Class 		Wheel
Arrangement 		Representative
Image 		Examples Seen
(Date)
BR Class G5
(W. Worsdell)		 LNER Class G5
NER Class O		 0-4-4Template:Whyte suffix 67330 at Driffield (1949)
67293 at Driffield (1950)
[Final passenger train]
BR Class 4MT
(Fowler)		 LMS Class 4P 2-6-4Template:Whyte suffix File:Derby Locomotive Depot with LMS Fowler 2-6-4T geograph-2809130-by-Ben-Brooksbank.jpg 42324 at Burdale Tunnel[22]

Post-nationalisation (1948–1958)

Class
(Designer) 		Former
Class 		Wheel
Arrangement 		Representative
Image 		Examples Seen
(Date)
BR Class A2
(Peppercorn)		 LNER Class A2 4-6-2Template:Whyte suffix File:Departure for Glasgow - geograph.org.uk - 307378.jpg 60534 'Irish Elegance' at Sledmere (1948)Template:Sfn
[ Royal Train ]
BR Class B1
(Thompson)		 LNER Class B1
"Antelope" Class		 4-6-0Template:Whyte suffix File:Norwich Thorpe station geograph-2835036-by-Ben-Brooksbank.jpg 61010 'Wildebeeste' at North Grimston (1948)
BR Class D20/1
(W.Worsdell)		 NER Class R
 4-4-0Template:Whyte suffix File:Gateshead Locomotive Depot geograph-2327896-by-Ben-Brooksbank.jpg 62387 at North Grimston (1957)
[Branch Line Soc Tour][23]
BR Class D49
(Gresley)		 LNER Class D49
"Shire" Class		 4-4-0Template:Whyte suffix File:LNER D49 246 'Morayshire' at Doncaster Works.JPG 62731 'Selkirkshire' at Wharram (1957)Template:Sfn
[ RCTS Special ][24]

Heritage operation

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The Yorkshire Wolds Railway operate on a section of the Malton and Driffield Junction Railway near the village of Fimber. The project has a short demonstration line and an operational industrial diesel locomotive which provides cab rides to visitors. The railway has ambitious plans for expansion, work on which is currently underway.

Gallery

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Notes

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  1. ↑ The Hudson (York and North Midland) controlled Hull and Selby Railway (Bridlington branch) had opened in 1846, with a station at Driffield.
  2. ↑ Script error: No such module "Citation/CS1".
  3. ↑ Malton and Driffield Junction Railway Act, 1846 (Cap. 77); "An Act for making a Railway from the Scarborough Branch of the York and North Midland Railway at Norton near Malton to the Bridlington Branch of the Hull and Selby Railway at Great Driffield, with a Branch therefrom."
    • Script error: No such module "Citation/CS1".
  4. ↑ Script error: No such module "citation/CS1".
  5. ↑ Malton and Driffield Junction Railway Act, 1852 (Cap. 37); "An act enabling the Malton and Driffield Junction Railway Company to subscribe towards the Construction of the Thirsk and Malton Branch of the York, Newcastle, and Berwick Railway, and to make Arrangements as to their Capital; and for other Purposes."
    • also : York, Newcastle, And Berwick Railway (Thirsk and Malton Branch) Act, 1852 (Cap. 36); "An act enabling the York, Newcastle, And Berwick Railway to make a Deviation in the Line of their Thirsk and Malton Branch; and to enable the Malton and Driffield Junction Railway Company to subscribe towards and enter in Agreements with respect to the said Branch; and for other Purposes."
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  6. ↑ York and North Midland Railway Act, 1850 (Cap. 38); "An Act to alter the Terms of Issue of the Shares in the Capital of the York and North Midland Railway Company, called the "Hull and Selby Purchase, &c. Shares;" to enable the said Company to hold Shares in the Hull and Selby Railway Company and in the Malton and Driffield Junction Railway Company; to alter, amend, and extend the Acts relating to the York and North Midland Railway Company; and for other Purposes." [5]
  7. ↑ Script error: No such module "Citation/CS1".
  8. ↑ Malton and Driffield Junction Railway Amendment, 1851 (Cap. 39); "An Act to authorize certain Alterations in the Line and Levels of the Malton and Driffield Junction Railway, and to amend the Act relating thereto."
  9. ↑ Opened as Fimber Road in May 1853, renamed Sledmere in March 1858 and became Sledmere & Fimber in May 1859. The station closed in June 1950.
  10. ↑ a b Script error: No such module "Footnotes". : Stock consolidation took place in 1870.
  11. ↑ Probably Fletcher 0-4-4T Bogie Tank Passenger (BTP) engines. According to (Jenkins, 2002), these were numerous and widely employed throughout the NER system.

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References

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  1. ↑ Script error: No such module "citation/CS1".
  2. ↑ Script error: No such module "Citation/CS1".
  3. ↑ a b c Script error: No such module "Citation/CS1".
  4. ↑ LNER encyclopedia, para.6
  5. ↑ Script error: No such module "citation/CS1".
  6. ↑ Script error: No such module "citation/CS1".
  7. ↑ Script error: No such module "citation/CS1".
  8. ↑ a b Script error: No such module "citation/CS1".
  9. ↑ LNER encyclopedia, para.4
  10. ↑ Script error: No such module "Citation/CS1".
  11. ↑ Script error: No such module "Citation/CS1".
  12. ↑ Script error: No such module "citation/CS1".
  13. ↑ Script error: No such module "citation/CS1".
  14. ↑ Script error: No such module "citation/CS1".
  15. ↑ Script error: No such module "citation/CS1".
  16. ↑ a b Script error: No such module "Citation/CS1".
  17. ↑ Ordnance Survey. 1890. Sheet 161SE
  18. ↑ a b Ordnance Survey: 1:25000. 2006
  19. ↑ Script error: No such module "citation/CS1".
  20. ↑ Script error: No such module "citation/CS1".
  21. ↑ Script error: No such module "citation/CS1".
  22. ↑ Undated postcard
  23. ↑ Script error: No such module "citation/CS1".
  24. ↑ Script error: No such module "citation/CS1".

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Locations

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  1. ↑ Script error: No such module "Coordinates"., Scarborough Road Junction (Malton)
  2. ↑ Script error: No such module "Coordinates"., Junction with the York and Scarborough Railway
  3. ↑ Script error: No such module "Coordinates"., Junction with the Hull and Selby (Bridlington branch)
  4. ↑ Script error: No such module "Coordinates"., Settrington station
  5. ↑ Script error: No such module "Coordinates"., North Grimston station
  6. ↑ Script error: No such module "Coordinates"., Wharram station
  7. ↑ Script error: No such module "Coordinates"., Burdale station
  8. ↑ Script error: No such module "Coordinates"., Fimber station
  9. ↑ Script error: No such module "Coordinates"., Wetwang station
  10. ↑ Script error: No such module "Coordinates"., Garton station
  11. ↑ Script error: No such module "Coordinates"., Malton station
  12. ↑ Script error: No such module "Coordinates"., Driffield station
  13. ↑ Script error: No such module "Coordinates"., Junction with the Driffield and Market Weighton line (1890)

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Sources

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Further material

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External links

Template:Sister project

  • Script error: No such module "Citation/CS1".Template:Cbignore Chalk quarry and M&DJR at Wharram
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