The total route mileage was 6,590 miles (10,610km). The North Eastern Railway had the largest route mileage of 1,757 miles (2,828km), whilst the Hull and Barnsley Railway was 106.5 miles (171.4km). The company retained a decentralised management, with headquarters functions divided between York, Edinburgh and London. The office of the Chief General Manager was at King's Cross station and the Chairman's office was at Marylebone station.[1][2]
The company also owned the most westerly track and stations in Great Britain, in the form of the West Highland Railway to Arisaig and Mallaig, previously owned by the North British Railway.
7,700 locomotives, 20,000 coaching vehicles, 29,700 freight vehicles, 140 items of electric rolling stock, 6 electric locomotives and 10 rail motor cars
6 turbine and 36 other steamers, and river boats and lake steamers, etc.
It depended on freight from heavy industry in Yorkshire, the north east of England and Scotland, and its revenue was reduced by the economic depression for much of the early part of its existence. In a bid to improve financial efficiency, staffing levels reduced from 207,500 in 1924 to 175,800 in 1937.[8] For investment to retain freight traffic, new marshalling yards were built in Whitemoor in Cambridgeshire, and Hull in Yorkshire to attempt to retain freight traffic.
Sir Ralph Wedgwood introduced a Traffic Apprenticeship Scheme to attract graduates, train young managers and provide supervision by assistant general manager Robert Bell for career planning. The company adopted a regional managerial system, with general managers based in London, York and Edinburgh, and for a short time, Aberdeen.[8]
For passenger services, Sir Nigel Gresley, the Chief Mechanical Engineer built new powerful locomotives and new coaches.[9] Later developments such as the streamlined Silver Jubilee train of 1935 were exploited by the LNER publicity department, and embedded the non-stop London to Edinburgh services such as the Flying Scotsman in the public imagination. The crowning glory of this time was the world record speed of 126 miles per hour (203km/h) achieved on a test run by LNER Class A4 4468 Mallard.[10]
In 1929, the LNER chose the typeface Gill Sans as the standard typeface for the company. Soon it appeared on every facet of the company's identity, from metal locomotive nameplates and hand-painted station signage to printed restaurant car menus, timetables and advertising posters.[11][12][13] The LNER promoted their rebranding by offering Eric Gill a footplate ride on the Flying Scotsman express service; he also painted for it a signboard in the style of Gill Sans, which survives in the collection of the St Bride Library.[14][15][16]Gill Sans was retained by the Railway Executive in 1948, although modified for signage,[17] and Gill Sans was the official typeface until British Rail replaced it in the mid 1960s with Rail Alphabet for signs and Helvetica or Univers for printed matter.
Continental shipping services were provided from Harwich Parkeston Quay.[18]
The company took up the offer in 1933 of government loans at low interest rates and electrified the lines from Manchester to Sheffield and Wath yard, and also commuter lines in the London suburban area.[19]
23 hotels (20 of them were nationalised in 1948 as British Transport Hotels. Of the other three,[20]Cruden Bay Hotel was requisitioned in 1940, Palace Hotel, Aberdeen caught fire in 1941 and the Yarborough Hotel, New Holland was sold, being advertised for sale in 1947.[21])
A 49% stake in the haulage firm Mutter, Howey & Co. Ltd.[3]
It took shares in a large number of bus companies, including for a time a majority stake in United Automobile Services Ltd. In Halifax and Sheffield, it participated in Joint Omnibus Committees with the LMS and the Corporation.[3]
In 1938 it was reported that the LNER, with 800 mechanical horse tractors, was the world's largest owner of this vehicle type.[22]
Ships
The LNER operated a number of ships, including three rail ferries. In total, 6 turbine and 36 other steamers, and river boats and lake steamers were used by the company during its existence.
The most common liveries were lined apple green on passenger locomotives (much lighter and brighter than the green used by the Great Western Railway) and unlined black on freight locomotives, both with gold lettering. Passenger carriages were generally varnished teak (wood) finish; the few metal-panelled coaches were painted to represent teak.
Some special trains and A4 Pacificlocomotives were painted differently, including silver-grey and garter blue.
Advertising
The LNER covered quite an extensive area of Britain, from London through East Anglia, the East Midlands and Yorkshire to the north east of England and Scotland. The 1923 grouping meant that former rivals within the LNER had to work together. The task of creating an instantly recognisable public image went to William M. Teasdale, the first advertising manager. Teasdale was influenced by the philosophies and policies of Frank Pick, who controlled the style and content of the London Underground's widely acclaimed poster advertising. Teasdale did not confine his artists within strict guidelines but allowed them a free hand. William Barribal designed a series of bold Art Deco posters in the 1920s and 1930s.[23] When Teasdale was promoted to Assistant General Manager, this philosophy was carried on by Cecil Dandridge who succeeded him and was the Advertising Manager until nationalisation in 1948. Dandridge was largely responsible for the adoption of the Gill Sans typeface, later adopted by British Railways.
The LNER was a very industrial company: hauling more than a third of Britain's coal, it derived two thirds of its income from freight. Despite this, the main image presented was one of glamour, of fast trains and sophisticated destinations. Advertising was highly sophisticated and advanced compared with those of its rivals. Teasdale and Dandridge commissioned top graphic designers and poster artists such as Tom Purvis to promote its services and encourage the public to visit the holiday destinations of the east coast in the summer.
The most famous of the A1/A3 Class locomotives, A3 4472 Flying ScotsmanA4 Pacific Mallard, world speed record holder for steam traction
Sir Nigel Gresley was the first CME and held the post for most of the LNER's existence, and thus he had the greatest effect on the company. He came to the LNER via the Great Northern Railway, where he was CME. He was noted for his "Big Engine" policy, and is best remembered for his large express passenger locomotives, many times the holder of the world speed record for steam locomotives. LNER Class A44-6-2Pacific locomotive Mallard holds the record to this day. Gresley died in office in 1941.
Edward Thompson's short reign (1941–1946) was a controversial one. A reputed detractor of Gresley even before his elevation to the post of CME, there are those who interpret many of his actions as being motivated by dislike of his predecessor. Thompson accepted that Gresley's designs had their flaws as well as their brilliance but still included them as part of his future locomotive stud. His record is best served by his solid and dependable freight and mixed-traffic locomotives built under and for wartime conditions. He retired in 1946.
Arthur Peppercorn's career was cut short by nationalisation and he was CME for only 18 months. In this short period and in an atmosphere of reconstruction rather than great new endeavours, his only notable designs were the A1 and A2 Pacific express passenger locomotives, most completed after nationalisation. Peppercorn was a student and admirer of Gresley and his locomotives combined the classic lines of Gresley's with the reliability and solidity they never quite achieved.
Nationalisation
The company was nationalised in 1948 along with the rest of the railway companies of Great Britain to form British Railways. It continued to exist as a legal entity for nearly two more years, being formally wound up on 23 December 1949.[26]
On the privatisation of British Rail in 1996, the franchise to run long distance express trains on the East Coast Main Line was won by Sea Containers Ltd, who named the new operating company Great North Eastern Railway (GNER), a name and initials deliberately chosen to echo the LNER.
On 30 December 1922, 17 year-old William Payne was working in Nottingham as a ‘greaser’ when he was crushed between two wagons. His injuries were fatal.[29]
On 13 February 1923, an express passenger train overran signals at Retford, Nottinghamshire and ran into the rear of a freight train. Three people were killed.[30]
On 23 December 1923, an express passenger train overran signals and collided with a light engine at Belford, Northumberland.[31]
On 28 July 1924, a passenger train overran signals and collided with another at Haymarket station, Edinburgh, Lothian. Five people were killed.[32]
On 7 August 1926, an electric multiple unit overran signals and collided with a freight train at Manors station, Newcastle upon Tyne, Northumberland. The accident was caused by the driver tying down the controller with a handkerchief. When he leant out of the train he struck an overbridge and was killed. The train continued moving until the collision.[36]
On 30 August 1926, a passenger train collided with a charabanc on a level crossing at Naworth, Cumberland due to errors by the crossing keeper and a lack of interlocking between the signals and gates. Nine people are killed.[32]
On 14 February 1927, two passenger trains collided head-on at Hull Paragon station, Yorkshire due to a signalman's error. Twelve people were killed and 24 were injured.
On 27 June 1928, an excursion train collided with a parcels train that was being shunted at Darlington, County Durham. Twenty-five people were killed and 45 were injured.[39]
On 9 June 1929, a steam railcar overran signals and collided with an excursion train at Marshgate Junction, Doncaster, Yorkshire.[40]
On 4 October 1929, a freight train departed against a danger signal at Tottenham, London, and then stopped foul of a junction where the crew abandoned the locomotive. An express passenger train collided with it and derailed.[41]
On 17 January 1931, a newspaper train departed from Thorpe-le-Soken station, Essex against signals and collided head-on with a light engine at Great Holland. Two people were killed and two were seriously injured.[42]
On 27 May 1931, a passenger train overran signals and collided head-on with another at Fakenham East station, Norfolk. One person was killed and fifteen were injured.[43]
On 8 September 1933, a passenger train ran into wagons at Bowling, West Dunbartonshire due to a signalman's error. Five people were injured.[44]
In November 1934, a Class D16/2 locomotive derailed at Wormley, Hertfordshire when it collided with a lorry on a level crossing. Both engine crew were killed.[45]
On 15 June 1935, an express passenger train ran into the rear of another at Welwyn Garden City, Hertfordshire due to a signalman's error. Fourteen people were killed and 29 were injured.
On 15 February 1937, a passenger train entered a curve at excessive speed and derailed at Sleaford North Junction, Lincolnshire. Four people were killed and sixteen were injured, one seriously.[46]
On 15 February 1937, a freight train derailed at Upton, Sleaford due to excessive speed on a curve. The train had been diverted due to the earlier derailment.[47]
On 6 March 1937, a passenger train derailed at Langrick, Lincolnshire due to the poor condition of the track.[46]
On 13 June 1937, an excursion train overran signals and was derailed by trap points south of Durham. Nine people were injured.[48]
On 26 January 1939, an empty fish train (the official enquiry shows it was a passenger train) ran into the rear of a passenger train at Hatfield, Hertfordshire.[49]
On 8 June 1939, a passenger train departed against a danger signal from Manchester Central station, Lancashire and collided with another passenger train. Several people were injured.[51]
On 10 February 1941, an express passenger train overran signals and ran into the rear of a passenger train at Harold Wood, Essex. Seven people were killed and seventeen were seriously injured.[52]
On 28 April 1941, a fire broke out on an express passenger train which was brought to a stand at Westborough, Lincolnshire. The rear three carriages were burnt out. Six people were killed and seven were injured.[53][54] Among those killed were the two eldest children of Hubert Pierlot, the Prime Minister of the Belgian government in exile.[55]
On 2 June 1944, WD Austerity 2-8-0 locomotive No. 7337 was hauling a freight train which caught fire as it approached Soham, Cambridgeshire. The train comprised wagons carrying bombs. The train was divided behind the burning wagon, with the front portion being taken forward with the intention of isolating the wagon in open countryside. Its cargo detonated at Soham station, killing the fireman and the Soham signalman and injuring the trains' driver and guard. Soham station was severely damaged, but the line was re-opened within eighteen hours. For their actions, Benjamin Gimbert and James Nightall were awarded George Crosses.
In July 1944, a passenger train was derailed at Pannal Junction by points that were half-open.[56]
On 5 January 1946, a freight train became divided on the East Coast Main Line in County Durham. The front section was brought to a stand but the rear section crashed into it. The wreckage fouled signal cables, giving a false clear signal to a passenger train on the opposite line which then crashed into the wreckage. Ten people were killed.[56][57]
On 10 February 1946, a passenger train crashed at Potters Bar, Hertfordshire due to a signalman's error. The wreckage fouled signal cables, giving a false clear to an express passenger train which then ran into the wreckage. A third passenger train then collided with the wreckage. Two people were killed.[58]
On 2 January 1947, a passenger train overran signals and ran into the rear of another at Gidea Park, Essex. Seven people were killed, 45 were hospitalised.[59]
On 9 August 1947, a passenger train ran into the rear of another at Darlington, County Durham due to a signalman's error. Twenty-one people were killed and 188 were injured.[60]
On 26 October 1947, an express passenger train entered a crossover at excessive speed and derailed at Goswick, Northumberland. Twenty-eight people were killed and 65 were injured.
The London, Midland and Scottish Railway (LMS) was a British railway company. It was formed on 1 January 1923 under the Railways Act 1921, which required the grouping of over 120 separate railways into four. The companies merged into the LMS included the London and North Western Railway, the Midland Railway, the Lancashire and Yorkshire Railway, several Scottish railway companies, and numerous other, smaller ventures.
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.
The London and North Eastern Railway (LNER) Class V2 2-6-2 steam locomotives were designed by Sir Nigel Gresley for express mixed traffic work, and built at the LNER shops at Doncaster and Darlington between 1936 and 1944. The best known is the first of the class, 4771 Green Arrow, which is the sole survivor of the class.
The South Eastern and Chatham Railway (SECR) C Class is a class of 0-6-0 steam locomotive, designed by Harry Wainwright and built between 1900 and 1908. They were designed for freight duties, although occasionally used for passenger trains. They operated over the lines of the railway in London and south-east England until the early 1960s. One example was rebuilt as an S Class saddle tank.
The Great Eastern Railway (GER) Class S69, also known as 1500 Class, and later classified B12 by the London and North Eastern Railway (LNER) is a class of 4-6-0 steam locomotive designed to haul express passenger trains from London Liverpool Street station along the Great Eastern Main Line. Originally they were designed by S. D. Holden, but were much rebuilt, resulting in several subclasses.
The Great Northern Railway Class H4 was a class of 2-6-0 steam locomotive designed for mixed-traffic work.
The London and North Eastern Railway (LNER) Class B17, also known as "Sandringham" or "Footballer" class was a class of 4-6-0 steam locomotive designed by Nigel Gresley for hauling passenger services on the Great Eastern Main Line. In total 73 were built.
The GER Classes S46, D56 and H88 were three classes of similar 4-4-0 steam locomotive designed by James Holden and A. J. Hill (H88) for the Great Eastern Railway.
The North Eastern Railway Class M1 is a class of 4-4-0 steam locomotive, designed by Wilson Worsdell. 20 initial engines were built, then 30 further units were built, designated Class Q.
The NER 901 Class was a class of 2-4-0 steam locomotive of the North Eastern Railway, designed by Edward Fletcher. Between 1872 and 1882 55 of the class were built for the NER.
The NBR J Class , commonly known as the Scott class, were a class of 4-4-0 steam tender locomotives designed by William P. Reid for the North British Railway. They passed to the London and North Eastern Railway at the grouping in 1923. Forty-three were built, of which thirty-five survived into British Railways ownership in 1948.
Great Western Railway accidents include several notable incidents that influenced rail safety in the United Kingdom.
The NER electric units were electric multiple units that ran on the Tyneside Electrics, a suburban system based on the English city of Newcastle upon Tyne. In 1904 the North Eastern Railway electrified suburban services on Tyneside with a third rail at 600 V DC and built saloon cars that ran in 3-car to 8-car formations. More cars were built between 1908 and 1915 to cope with increased traffic. In 1918, a fire at Walkergate car shed destroyed 34 cars and replacement cars were built in 1920.
References
Notes
↑ Simmons, Jack; Biddle, Gordon (1997). The Oxford companion to British railway history from 1603 to the 1990s. Oxford University Press. p.238. ISBN0192116975.
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