| Railroad Name: | North Eastern Railway |
| Logo Filename: | North Eastern Railway Heraldic Device.jpg |
| System Map: | Map_of_North_Eastern_Railway_1920.jpg |
| Marks: | NE |
| Locale: | North East, Yorkshire |
| Start Year: | 1854 |
| End Year: | 31 December 1922 |
| Predecessor Line: | York, Newcastle and Berwick Railway York and North Midland Railway Leeds Northern Railway Malton and Driffield Railway |
| Successor Line: | London and North Eastern Railway |
| Length: | 1754miles (1919)[1] |
| Tracklength: | 4990miles (1919) |
| Hq City: | York |
The North Eastern Railway (NER) was an English railway company. It was incorporated in 1854 by the combination of several existing railway companies. Later, it was amalgamated with other railways to form the London and North Eastern Railway at the Grouping in 1923. Its main line survives to the present day as part of the East Coast Main Line between London and Edinburgh.
Unlike many other pre-Grouping companies the NER had a relatively compact territory, in which it had a near monopoly. That district extended through Yorkshire, County Durham and Northumberland, with outposts in Westmorland and Cumberland. The only company penetrating its territory was the Hull & Barnsley, which it absorbed shortly before the main grouping. The NER's main line formed the middle link on the Anglo-Scottish "East Coast Main Line" between London and Edinburgh, joining the Great Northern Railway near Doncaster and the North British Railway at Berwick-upon-Tweed.
Although primarily a Northern English railway, the NER had a short length of line in Scotland, in Roxburghshire, with stations at Carham and Sprouston on the Tweedmouth-Kelso route (making it the only English railway with sole ownership of any line in Scotland), and was a joint owner of the Forth railway bridge and its approach lines. The NER was the only English railway to run trains regularly into Scotland, over the Berwick-Edinburgh main line as well as on the Tweedmouth-Kelso branch.
The total length of line owned was and the company's share capital was £82 million. The headquarters were at York and the works at Darlington, Gateshead, York and elsewhere.[2]
Befitting the successor to the Stockton and Darlington Railway, the NER had a reputation for innovation. It was a pioneer in architectural and design matters and in electrification. By 1906 the NER was further ahead than any other British railway in having a set of rules agreed with the trades unions, including arbitration, for resolving disputes.[3] In its final days it also began the collection that became the Railway Museum at York, now the National Railway Museum.
In 1913, the company achieved a total revenue of £11,315,130 with working expenses of £7,220,784[4] .
During the First World War, the NER lost a total of 2,236 men who are commemorated on the North Eastern Railway War Memorial in York. An earlier printed Roll of Honour lists 1,908 men.[5] They also raised two 'Pals Battalions', the 17th (N.E.R. Pioneer) Battalion and 32nd (N.E.R. Reserve) Battalion, Northumberland Fusiliers. This was the first time that a battalion had been raised from one Company.[6] The company also sent two tug boats, NER No.3.[7] and Stranton[8] The latter became HM Tug Char and was lost at sea on 16 January 1915 with the loss of all hands.[9]
The NER Heraldic Device (seen above the tile map photo) was a combination of the devices of its three major constituents at formation in 1854: the York and North Midland Railway (top; arms of the City of York); the Leeds Northern Railway (lower left; arms of the City of Leeds along with representations of the expected traffic, wool and corn, and connection to the sea via the West Hartlepool Harbour and Railway); and the York, Newcastle and Berwick Railway (lower right; parts of the arms of the three places in its title)[10]
Constituent companies of the NER are listed in chronological order under the year of amalgamation.
Their constituent companies are indented under the parent company with the year of amalgamation in parentheses.
If a company changed its name (usually after amalgamation or extension), the earlier names and dates are listed after the later name.
The information for this section is largely drawn from Appendix E (pp 778–779) in Tomlinson.[11]
1854
1857
1858
1859
1862
1863
1865
1866
1870
1872
1874
1876
1882
1883
1889
1893
1898
1900
1914
1922
1853
1857
1893
Having inherited the country's first ever great barrel-vault roofed station, Newcastle Central, from its constituent the York Newcastle & Berwick railway, the NER during the next half century 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 resulting in the last of the type in the country. The four largest, at Newcastle, Darlington, York and Hull survive in transport use, as does Tynemouth. Alnwick is still extant but in non-transport use since 1991 as a second-hand book warehouse,[12] the others having been demolished during the 1950s/60s state-owned railway era, two (Sunderland and Middlesbrough) following Second World War bomb damage.
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.
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.
The initial NER Board of Directors was drawn from the directors of its four constituent companies.[13] 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.[14] 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.
(Post renamed Superintendent of the Line):
(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.[15] Further lists covering the officers in the Engineering, Locomotive and Docks departments will be summarised here as they appear.
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.[16]
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.
The Tyneside scheme commenced public operation on 29 March 1904. The scheme was known as Tyneside Electrics and totalled about 30 miles:[17]
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.
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.[18] [19]
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.[20]
The NER carried a larger tonnage of mineral and coal traffic than any other principal railway.
| Year | Coal and coke | Lime and limestone | Ironstone | Total | Total receipts £ | |
|---|---|---|---|---|---|---|
| 1870 | 15,058,598 | 1,177,498 | 3,816,772 | 20,052,868 | 1,733,956 | |
| 1880 | 21,689,915 | 1,630,683 | 5,785,724 | 29,106,322 | 2,489,293 | |
| 1890 | 26,266,510 | 2,126,611 | 4,728,185 | 33,121,306 | 2,608,270 | |
| 1900 | 33,316,191 | 2,213,779 | 5,019,268 | 40,549,238 | 3,057,050 | |
| 1910 | 40,390,130 | 2,499,341 | 6,025,431 | 48,914,902 | 3,474,882 |
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.
See main article: Rail accidents at Morpeth.
See main article: Thirsk rail crash (1892).
The company owned the following docks:
opened by the NER in 1859. Major coal export terminal; also chemicals and grain exports. Imports including iron ore and esparto grass for paper manufacture.
The NER also owned coal-shipping staithes at Blyth and Dunston-on-Tyne. The numerous other coal export staiths on the Tyne, the Wear and at Seaham were owned by the colliery companies or the river improvement commissioners. Wilson's & North Eastern Railway Shipping Co. Ltd steamers ran between Hull and Antwerp, Ghent and Dunkirk.[28]
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.
A comprehensive list of NER locomotives: Locomotives of the North Eastern Railway.
The NER originally operated with short four and six wheeled coaches with a fixed wheelbase. From these were developed the standard 32feet 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, 52feet clerestories for general use with a 45feet variation built for use on the tightly curved line from Malton to Whitby. There were also a series of 49feet 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.[29] The new train consisted of eight coaches and was 499.5feet 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 32feet 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.