No. 4 Passing Place electric railway station

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No. 4 Passing Place
General information
Location Great Coates, North East Lincolnshire
England
Coordinates 53°35′15″N0°07′48″W / 53.5875°N 0.1301°W / 53.5875; -0.1301
Grid reference TA238117
Platforms0
Other information
StatusDisused
History
Opened15 May 1912
Closed1917 [1]
Original company Great Central Railway
Pre-groupingGreat Central Railway

No. 4 Passing Place electric railway station was situated at the fourth of eight passing loops on the otherwise single track central "country" section [2] of the inter-urban [3] Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Contents

Overview

The electric railway was built primarily to carry workers between Grimsby and Immingham Dock which the Great Central Railway had built on a greenfield site in a sparsely populated area. The line was built by the Great Central and remained in railway ownership up to closure in 1961. It therefore appeared in railway timetables [4] and it was possible to buy through tickets between any of the stops on the line and anywhere on the national railway network, [5] though there never was any physical connection with any conventional track, nor with the tramways in Grimsby and Cleethorpes.

In modern parlance the vehicles would be described as trams, but they were usually referred to locally as "tramcars", with related things being called names such as "tramcar halt" and "tramcar bridge" with "car" a more common short form than "tram."

Location and facilities

The middle section of the line passed through thinly populated marshy farmland. [6] The line was single track with passing places ("loops" in railway parlance) every half mile. The points at the ends of the loops were spring loaded as the line was unsignalled, motormen drove by line of sight. All eight passing loops served as halts, with passengers alighting onto cinders beside the tracks. For the benefit of the few who took advantage of these facilities in the early years each passing loop carried its number on a metal plate. Initially the halts were known as No. 1 Passing Place, No. 2 Passing Place etc. Some were named informally at first, but these names stuck and had become official by 1922. [4] No. 4 Passing Place was not one of these, it was called No. 4 throughout its short life. [7]

No platforms ever existed at any of the stopping places; passengers were expected to board and alight from the roadway or trackside cinders according to the location. The "stations" were much more commonly referred to as "halts" or "stopping places."

Passengers bought their tickets from conductors on board the cars. No. 4 Passing Place was a Request Stop, people hailed a car by giving a clear signal to the motorman or conductor as appropriate.

The lines from the station

Tramcars arrived from both directions along conventional rails on a reserved way running parallel to the conventional Grimsby District Light Railway, though there was no physical connection between the two. Grooved tram tracks were used on the street section in Grimsby and around Immingham Town.

Loops 3, 4, 6 and 7 were removed in 1917, the materials being contributed to the war effort. Unlike its neighbour Great Coates Level Crossing which remained open as a halt, No. 4 closed, it was, after all, at an uninhabited spot with no road access.

Services

Unusually among British tramways services ran round the clock, particularly to provide for railway workers based at Immingham engine shed, whose duties often involved starting or finishing at unsocial hours. Traffic was highly peaked, with convoys of tramcars leaving and arriving to match shift changes at the dock. It was normal for several tramcars to queue to enter and leave No. 4 at the peaks.

The east coast floods of 1953 did considerable damage to the tramway's infrastructure, with passengers having to walk between tramcars marooned either side of flooded or washed out sections. [8]

In 1956 over a million passengers used the line [9] and even with deliberate rundown a quarter of a million used it in its last twelve months up to closure in July 1961. [10]

Closure

The line took some years to die. It was cut back at the Grimsby end in 1956. In 1959 it was reduced to peak services only, it disappeared from Bradshaw and through ticketing beyond the line was withdrawn. [11] Formal closure of the line came on Monday 3 July 1961, with the last tramcars running on Saturday 1 July 1961, when a convoy of six tramcars set off from Immingham Dock, nominally at 14:03. [12] The last tramcar of this convoy and therefore the last through the site of No. 4 Passing Place, was Number 4. [13]

Aftermath

The first track on the line to be removed was at Immingham Dock tramcar station, to give increased parking space. The process of demolition was piecemeal and even in 2013 many hints of the line remained, such as spun concrete masts near Immingham Town.

Former Services
Preceding station Disused railways Following station
No. 5 Passing Place
Line and station closed		  Great Central Railway
Grimsby and Immingham Electric Railway 		  Great Coates LC
Line and station closed

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Immingham Dock electric railway station was the western terminus of the inter-urban Grimsby and Immingham Electric Railway which ran from Corporation Bridge, Grimsby with a reversal at what was euphemistically called Immingham Town.

Grimsby electric railway station was the eastern terminus of the Grimsby and Immingham Electric Railway, the western terminus being Immingham Dock, 7 miles (11 km) to the north west.

Immingham electric railway station would have been a halt on the Grimsby and Immingham Electric Railway, but it never opened to fare paying passengers. Electrified track was laid to the station site and quarterly proving cars ran for nearly twentyfive years, but no revenue-earning car ever travelled to or from the halt.

Kiln Lane electric railway station was situated at the eighth of eight passing loops on the otherwise single track central "country" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Marsh Road Level Crossing electric railway station was situated at the seventh of eight passing loops on the otherwise single track central "country" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

No. 6 Passing Place electric railway station was situated at the sixth of eight passing loops on the otherwise single track central "country" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

No. 5 Passing Place electric railway station was situated at the fifth of eight passing loops on the otherwise single track central "country" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Great Coates Level Crossing electric railway station was situated at the third of eight passing loops on the otherwise single track central "country" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Pyewipe Depot electric railway station was situated at the second of eight passing loops on the otherwise single track central "country" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Cleveland Bridge electric railway station was situated at the first of eight passing loops on the otherwise single track central "country" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Cleveland Street electric railway station was the fifth of five calling points on the 1+1⁄4 miles (2.0 km) eastern, "street" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Stortford Street electric railway station was the fourth of five calling points on the 1+1⁄4 miles (2.0 km) eastern, "street" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Boulevard Recreation Ground electric railway station was the third of five calling points on the 1+1⁄4 miles (2.0 km) eastern, "street" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Jackson Street electric railway station was the second of five calling points on the 1+1⁄4 miles (2.0 km) eastern, "street" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Yarborough Street electric railway station was the first of five calling points on the 1+1⁄4 miles (2.0 km) eastern, "street" section of the inter-urban Grimsby and Immingham Electric Railway when travelling from Corporation Bridge, Grimsby to Immingham Dock.

Immingham Halt railway station was a temporary terminus serving people involved in building Immingham Dock, Lincolnshire, England. It was originally named "Immingham Road", but was renamed Immingham Halt when it was upgraded from an unadvertised halt for contractors' workmen to a publicly advertised station in 1910, though it appeared in Bradshaw as plain "Immingham".

Grimsby Pyewipe Road railway station was a temporary terminus serving people involved in building Immingham Dock, Lincolnshire, England.

Eastern Entrance to Immingham Dock electric railway station was a temporary halt 62 chains (1.2 km) by route south east of the western terminus of the inter-urban Grimsby and Immingham Electric Railway which ran from Corporation Bridge, Grimsby with a reversal at what was euphemistically called Immingham Town.

References

  1. ↑ Butt 1995, p. 175.
  2. ↑ Bates & Bairstow 2005, Map, p81.
  3. ↑ Feather 1993, p. 1.
  4. 1 2 Bradshaw 1985, p. 717.
  5. ↑ Price 1991, p. 112.
  6. ↑ Mummery & Butler 1999, p. 65.
  7. ↑ Kent 1959, p. 567.
  8. ↑ King & Hewins 1989, Photo 55.
  9. ↑ Price 1991, p. 94.
  10. ↑ Skelsey 2011, p. 237.
  11. ↑ Bates & Bairstow 2005, p. 85.
  12. ↑ Skelsey 2011, p. 239.
  13. ↑ Price 1991, p. 102.

Sources

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