East Coast Main Line
The East Coast Main Line is a 393-mile long major railway between London and Edinburgh via Peterborough, York, Darlington and Newcastle. The route is a key transport artery on the eastern side of Great Britain and broadly paralleled by the A1 road; the line's origins were built during the 1840s by three railway companies, the North British Railway, the North Eastern Railway, the Great Northern Railway. In 1923, the enactment of the Railway Act of 1921 led to their amalgamation to form the London and North Eastern Railway; the line was the primary route of the LNER, who competed against the London and Scottish Railway for long-distance passenger traffic between London and Scotland. The LNER's chief engineer Sir Nigel Gresley designed iconic Pacific locomotives, including the steam locomotives "Flying Scotsman" and "Mallard" which achieved a world record speed for a steam locomotive, 126 miles per hour on the Grantham-to-Peterborough section. On 1 January 1948, the railways were nationalised by the government, operated by British Railways.
During the early 1960s, steam locomotion was replaced by Diesel-electric traction, including the Deltics and sections of the line were upgraded so trains could run at speeds of up to 100 miles per hour. With the demand for higher speed, British Rail introduced InterCity 125 High Speed trains between 1976 and 1981. In 1973, the prototype of the HST, the Class 41, achieved a top speed of 143 mph in a test run on the line. During the 1980s, the line was electrified and InterCity 225 trains were introduced; the line links London, South East England and East Anglia, with Yorkshire, the North East Regions and Scotland and is important to the economy of several areas of England and Scotland. It carries key commuter flows for the north side of London and handles cross-country and local passenger services, carries freight traffic. Services north of Edinburgh to Inverness use diesel trains. In 1997, operations were privatised; the current operator is London North Eastern Railway, bringing the LNER name back into use, which took over from Virgin Trains East Coast in June 2018.
The ECML is part of Network Rail's Strategic Route G which comprises six separate lines: The main line between London King's Cross and Edinburgh Waverley stations, via Stevenage, Grantham, Newark North Gate, Doncaster, Northallerton, Durham, Morpeth, Berwick-upon-Tweed and Dunbar. The line crosses the Anglo-Scottish border at Marshall Meadows Bay; the branch line to North Berwick The Dunbar loopThe core route is the main line between King's Cross and Edinburgh, the Hertford Loop is used for local and freight services and the Northern City Line provides an inner suburban service to the city. The route has ELRs ECM1 - ECM9; the ECML was constructed by three railway companies. During the 1830s and 1840s, each company built part of the line to serve their own areas, but intended linking together to form the through route that became the East Coast Main Line. From north to south, these companies were: the North British Railway, from Edinburgh to Berwick-upon-Tweed, completed in 1846; the North Eastern Railway from Berwick-upon-Tweed to Shaftholme.
The Great Northern Railway from Shaftholme to King's Cross, completed in 1850. The GNR established an end-on connection at Askern, described by the GNR's chairman as being "a ploughed field four miles north of Doncaster". Askern was connected to the Lancashire and Yorkshire Railway, a short section of which linked with the NER at Knottingley. In 1871, the line was shortened when the NER opened a direct line from an end-on junction with the GNR at Shaftholme just south of Askern to Selby and direct to York. Recognising that through journeys were an important and lucrative element of their businesses, the companies built special rolling stock for through traffic, services were operated under the name of "East Coast Joint Stock"; this continued from 1860 until 1922. In 1923 the Railway Act of 1921 required the companies to form North Eastern Railway. Throughout its existence, the LNER was the second largest railway company in Britain, with lines to the north and east of London. On 1 January 1948, after the Transport Act of 1947 was implemented by Clement Attlee's Labour Government, the LNER was nationalised with the other companies to form British Railways.
British Railways managed the ECML as its Eastern Region division up to discorporation during the early 1980s. Alterations to short sections of the ECML's route have taken place, including the King Edward VII Bridge in Newcastle upon Tyne in 1906 and the Selby Diversion, built to bypass mining subsidence from the Selby coalfield and a bottleneck at Selby station. During 1983, the Selby Diversion opened: it diverged from the ECML at Temple Hirst Junction, north of Doncaster, joined the Leeds to York Line at Colton Junction, south west of York; the old line between Selby and York is used as a cycleway. Mining subsidence affecting 200 metres of track 17 km to the east of Edinburgh, near Wallyford, led to a temporary realignment while the ground was stabilised; the tracks and overhead electrification equipment were re-routed. Stabilisation was completed in 2000 and the track returned to its original alignment. In 2001 severe subsidence occurred at Dolphingstone and about 2km of track was relocated avoiding a permanent speed restriction.
This was completed in 2002. The line was worked for many years
TransPennine Express abbreviated to TPE, is a British train operating company owned by FirstGroup operating the TransPennine Express franchise. It runs regional and intercity rail services between the major cities of Northern England and Scotland; the franchise operates all its services to and through Manchester covering three main routes. The service provides rail links for major towns and cities such as Edinburgh, Liverpool, Hull, York, Scarborough and Newcastle. TransPennine Express runs trains 24 hours a day, including through New Year's Eve night. Trains run between York and Manchester Airport at least every three hours every night of the week; the franchise operates 51 three-carriage Class 185 diesel units and 10 four-carriage Class 350 electric units. It is planned most of the fleet will be replaced by 45 new-built five-carriage units by the end of 2019; the TransPennine Express brand was launched in the early 1990s by British Rail's Regional Railways sector. It became part of Regional Railways North East and on 2 March 1997 was privatised with Northern Spirit and its successor, Arriva Trains Northern maintaining the brand.
In 2000, the Strategic Rail Authority announced that it planned to reorganise the North West Regional Railways and Regional Railways North East franchises operated by First North Western and Arriva Trains Northern. A TransPennine Express franchise would be created for the long-distance regional services, the remaining services being operated by a new Northern franchise. In July 2003, the TransPennine franchise was awarded to a joint venture between FirstGroup and Keolis, the services operated by Arriva Trains Northern and First North Western were transferred to First TransPennine Express on 1 February 2004. On 11 November 2007, the services from Manchester to Edinburgh and Glasgow via the West Coast Main Line operated by Virgin CrossCountry were transferred to First TransPennine Express. In August 2014, the Department for Transport announced FirstGroup, Keolis/Go-Ahead and Stagecoach had been shortlisted to bid for the next franchise. In December 2015, FirstGroup was awarded the franchise with TransPennine Express taking over on 1 April 2016.
The franchise will run until 31 March 2023 with an option to extend for two years. As part of a recasting of the franchise map by the Department for Transport, services from Manchester Airport to Blackpool North, Manchester Airport to Barrow in Furness and Oxenholme to Windermere were transferred to the Northern franchise on 1 April 2016; the TransPennine Express routes are subdivided into three operations: North TransPennine, which includes all routes that pass through the core section between Manchester and Leeds. Details of each route, including maps and timetables, are on the TransPennine Express official website. In May 2018, following the transfer of the Manchester to Huddersfield Northern stopping service to TPE, regular services ceased between some of the intermediate Pennine stations, most daytime services either stopped at Mossley and Slaithwaite, or Greenfield and Marsden. Following the December 2018 timetable change, regular services resumed between Marsden and Slathwaite; the following services run Mondays to Saturdays, with frequencies in trains per hour: Trains from Liverpool-Newcastle will extend to Edinburgh via the East Coast Main Line, giving 2tph from Leeds-Edinburgh together with an hourly CrossCountry service from December 2019.
Direct Liverpool to Glasgow services via the West Coast Main Line are expected to be reintroduced at the May 2019 timetable change. First TransPennine Express inherited a fleet of four Class 170 and 51 Class 185 DMUs as well as ten Class 350/4 EMUs from First Keolis TransPennine Express, although the Class 170s left for Chiltern Railways to be converted to Class 168s shortly afterwards. After the new rolling stock has been delivered, 22 Class 185 units will be returned to Eversholt Rail Group, whilst the Class 350s are due to transfer to West Midlands Trains after the Class 397 units enter service in 2019. A total of 44 brand new five-car trains will be delivered to TransPennine Express. Former units operated by TransPennine Express include: TransPennine Express services run over a large area of northern England and southern Scottish Lowlands. Many of the largest stations they serve are managed by other train operating companies or Network Rail. TransPennine Express manages the following 19 stations: Some stations from the former TransPennine Express franchise were transferred to Northern.
These include Arnside, Barrow-in-Furness, Burneside, Grange-over-Sands, Staveley, Warrington Central and Windermere. Siemens maintains the Class 185 and 350 fleets at Ardwick depot in Manchester with a smaller facility in York. Scottish stabling points for both stock include Corkerhill C. S. M. D. and Craigentinny T.&R. S. M. D.. Hitachi will maintain the AT300 fleet at Doncaster Craigentinny; the new EMUs and loco-hauled sets will be maintained by Alstom, on behalf of TransPennine Express, at Longsight, Edge Hill and Polmadie. TransPennine Express have depots for its train crews at Manchester Piccadilly, Manchester Airport, Newcastle, Hull, Sheffield, Preston and Glasgow Central. Media related to TransPennine Express at Wikimedia Commons Official website
Leeds and Selby Railway
The Leeds and Selby Railway was an early British railway company and first mainline railway within Yorkshire. It was opened in 1834; as built, the line ran west/east between two termini, Marsh Lane station and Selby railway station. The company was leased and acquired by the York and North Midland Railway in 1840 and 1844. Use of the line was expanded through junction connections to new railways, most built in the late 19th century; the Selby Diversion of the East Coast Main Line made junctions with the Leeds and Selby. As of 2014, the line is still in mainline use and use for services operated by TransPennine Express and Northern for services from Leeds to Selby, Hull and beyond. By 1830 Leeds had long been an important town, having become prosperous through the manufacture of woollen cloth; the Leeds and Liverpool Canal was complete and the Aire and Calder Navigation connected Leeds to the Ouse, thus to the North Sea and beyond. Selby had grown in importance as a port since the construction of the Selby Canal and had become an important inland east coast port for coastal and foreign trade.
As early as 1814 the Leeds Mercury had printed letters promoting the idea of a railway from Leeds to Selby. The Leeds and Hull Railroad Company was formed in 1824 in Leeds. George Stephenson was appointed as engineer, he directed Joseph Locke to survey the line. Stephenson recommended a double track railway, operated by locomotives at a speed of 8 mph; the hills on the route out of Leeds were to have three inclined planes to be worked by three stationary engines. The remainder of the line was to be nearly level; the company was one of a number of contemporary projects aimed at linking the east and west sides of northern England, such as the Newcastle and Carlisle Railway and the Liverpool and Manchester Railway. The Manchester and Leeds Railroad Company was formed in 1825, would have completed the Lancashire to Yorkshire link. Representatives of the company were present at the opening of the Stockton and Darlington Railway in 1825. Of these schemes the Leeds and Hull, the Manchester and Leeds were not acted upon, in part due to the stock market crash of 1825.
The Leeds and Hull scheme stagnated, in the meantime the Knottingley and Goole Canal opened in 1826 bringing the village of Goole from obscurity, turning it into a viable transhipment port for Europe. The growth of Goole as a port to rival Hull was sufficient to spur the Hull-based shareholders of the Leeds and Hull railway into action; the shareholders passed the proposal at a general meeting in Leeds on 20 March 1829, the Leeds and Selby Railway Company was formed. The Leeds and Hull railway scheme of 1824 was revived as a shortened line from Leeds to Selby and was resurveyed by James Walker in 1829. James Walker reported that the stationary engines could be abandoned, tunnels and cuttings built in their place, he expected that the additional cost of their construction would be offset by use of the stone elsewhere on the railway and by its sale. The railway would be of use for the transportation of coal and stone from quarries and mines near the line, such as the Huddlestone quarry. Additionally he suggested that the route of the railway could be used for the piping of clean water to Leeds.
As to the route of the railway, he suggested resiting the Leeds terminus at cheaper and less-developed land around Marsh Lane instead of at Far Bank. The resurveyed line was deviated to the north away from the river bank, to avoid the objections of the Aire and Calder Undertakers. Outside Leeds, minor deviations were made in order for the line to cross the north-south turnpikes using bridges. At Selby, the new plan sited the station further south than the original, sited next to the road bridge, with the intention of crossing the River Ouse by widening this bridge, he recommended a double track line, with sufficient land acquired for a four track line. Much of the line was to be built on land belonging to the shareholders, including Edward Robert Petre who owned land in Selby, Richard Oliver Gascoigne. Walker's alterations to Stephenson's original plan were accepted unaltered and put before Parliament. Despite strong opposition from the Aire and Calder Navigation, which had a practical monopoly on transportation in the area, a bill was passed in Parliament on 29 May 1830 allowing construction of the line.
The company was allowed to raise a total of £ 300,000 in loans. The company's directors
York and North Midland Railway
The York and North Midland Railway was an English railway company that opened in 1839 connecting York with the Leeds and Selby Railway, in 1840 extended this line to meet the North Midland Railway at Normanton near Leeds. Its first chairman was the railway financier George Hudson, called the railway king; the railway expanded, by building new lines or buying or leasing built ones, to serve Hull, Whitby, Market Weighton and Harrogate. In 1849 Hudson resigned as chairman as an investigation found financial irregularities in his running of the company; the results of a price war in the early 1850s led to amalgamation and on 31 July 1854 the Y&NMR merged with the Leeds Northern Railway and the York, Newcastle & Berwick Railway to form the North Eastern Railway. Having seen the success of the Liverpool and Manchester Railway and, in 1833, Acts of Parliament for lines to London from Lancashire – the Grand Junction and the London and Birmingham, the manufacturers of Yorkshire realised that they would be at a commercial disadvantage.
George Hudson, brought up in a farming community and started life as a draper's assistant in York until in 1827, when he was 27 years old, he inherited £30,000. He had no former interest in railways, but seeing them as a profitable investment arranged a public meeting in 1833 to discuss building a line from York to Leeds. While the route was being planned, the North Midland Railway was formed in 1835 to build a line from Derby to Leeds; this would connect with the Midland Counties Railway at Derby and therefore, via the London & Birmingham Railway, provide rail access to London. That year at a public meeting in York, the York & North Midlands Railway was formed to build a railway line to a junction with the North Midland Railway near Normanton. George Stephenson was appointed engineer for the line, a private bill was presented to Parliament seeking permission to build the railway and Royal Assent was given on 21 June 1836 to the Act that confirmed Hudson as chairman; the line opened the 14 1⁄2 miles to the Leeds & Selby Railway, with a ceremony on 29 May 1839.
After breakfast in York, a train with a steam locomotive at the front and back conveyed the guests in eighteen carriages to South Milford. The line to Burton Salmon was open on 11 May 1840 and the final section, with the junction at Altofts with the North Midland, opened at the end of June. After 1 July 1840 it was possible to travel to London in 14 hours by a service that left York at 7:30 am; the route taken by the line had required little in the way of earthworks, apart from a cutting at Fairburn, gave a maximum gradient of 1 in 484 with broad curves. There were 31 bridges, the principal ones being over the Rivers Aire and Calder; these were with those over the Calder and at Holdgate Lane built on the skew. The joint station with the Great North of England Railway, was within the city walls at York, piercing of the walls was required to preserve the upper walkway. T. Andrews and by Thomas Cabry were submitted to the Yorkshire Philosophical Society who chose Andrews' tudor arches; the track was of straight sided pattern at 54 1⁄4 lb per yard supported either on stone blocks or kyanised wooden sleepers.
The gauge was 4 ft 9 in over sleepers. Locomotives were supplied by Robert Stephenson and Company and the first class carriages were lit with lamps at night, the second class were open at the sides, in third class passengers seat on longitudinal benches without cover; the Leeds & Hull Railroad Company had been formed in 1824 to build a railway from Leeds to the port of Hull, but had failed to raise the necessary funds. The Leeds & Selby Railway was formed in 1829 to build a railway as far as Selby, where goods could be conveyed onwards on barges on the Ouse and Humber to Hull; the line was to be less than 20 miles with a maximum gradient of 1 in 135 so that horses or locomotives could be used, the necessary permission was gained on 29 May 1830. A service started in September 1834 from a station in Leeds at Marsh Lane, just to the west of a 700 yards tunnel through Richmond Hill, Hull could be reached in about 4 1⁄2 hours; the Hull & Selby Railway received permission in June 1836 to complete the line to Hull, the 30 3⁄4 miles line, which crossed the Ouse at Selby with a bascule bridge, opened on 1 July 1840.
On 27 July 1840 a curve opened connecting the North Midland Railway at Methley Junction and allowing the Y&NMR direct access to Leeds, in competition with the L&SR. From 9 November Hudson leased the line for £17,000 per year. However, the management of the Hull & Selby refused any offers from Hudson to lease or operate over their line and in 1844 formed an alliance with the Manchester & Leeds Railway, planning a route to Selby. Amalgamation was proposed early in 1845, but at two meetings shareholders overruled the directors, accepting instead a lease from Hudson at ten per cent of the original capital, with an option to purchase, the H&SR became part of the Y&NMR from 1 July 1845. A railway to the port of Whitby was proposed in 1826, George Stephenson recommended a route to Pickering in 1832 and the Whitby and Pickering Railway Act received Royal Assent on 6 May 1833, which both permitted and prohibited steam locomotives; the River Esk was diverted a mile from Whitby but a number of bridges was needed, including a 312-foot five span timber bridge at Ruswarp.
A 120-yard tunnel was dug at Grosmont and at Beck Hole a 1,500 yards inclined plane was built at a gradient of 1 in
Hull and Selby Railway
The Hull and Selby Railway is a railway line between Kingston upon Hull and Selby in the United Kingdom, authorised by an act of 1836 and opened in 1840. As built the line connected with the Leeds and Selby Railway at Selby, with a Hull terminus adjacent to the Humber Dock. A connection to Cottingham, Beverley and Bridlington was made in 1846 with the opening of the Hull and Selby Railway, now part of the Yorkshire Coast Line. From 1845 the Hull and Selby railway company was jointly leased by the York and North Midland Railway, Manchester and Leeds Railway. Ownership passed to the London and North Eastern Railway in 1923, to British Railways in 1948; as of 2015 the line is in use, is owned and maintained by Network Rail. It is an important mainline on the UK rail network, used on rail services out of Hull by Northern, TransPennine Express, London North Eastern Railway, Hull Trains with destinations including Leeds, Sheffield and London, as well as freight traffic from the Port of Hull; the Leeds and Hull Railroad Company was formed in 1824 in Leeds, one of a number of railway schemes that would form a set of railways from the Irish Sea to the North Sea.
The line was surveyed by assistant under the direction of George Stephenson. The Leeds and Hull scheme was not adequately subscribed by shareholders, made no significant progress until 1828, by which time the Knottingley to Goole section of the Aire and Calder Navigation canal has opened; the rise of Goole as a north sea port and a rival to Hull was one factor into prompting the Hull-based shareholders of the scheme to resolve to bring forward half of the scheme – a railway line from Leeds to Selby, with the intention of taking traffic from Selby to Hull by Steam Packets. A general meeting of the Leeds and Hull shareholders formed the Leeds and Selby Railway Company in 1829; the line between Leeds and Selby was resurveyed by James Walker – in addition to minor changes to the route the stationary engines and inclined planes were replaced with a tunnel. Walker's plan was adopted in 1829, the Leeds and Selby act was passed in 1830, the line opened in 1834. Known as the Leeds and Hull Junction Railway, or Hull and Leeds Junction Railway in early communications.
In the early 1830s the rise of Goole as a port, as well as plans for railways to Bridlington and Scarborough which posed a potential threat to Hull's port economy gave impetus to the need for a rail link westwards from Hull. John Exley, a Hull customs officer was prominent in promoting a line and the campaign was taken up by the local press and trade organisations; the original plan for a line from Leeds to Hull was continued with a new survey by Walker and Burgess in 1834. The engineers noted that the path from Selby to Hull was flat, constructed a plan for a double track line from Selby to Hull, with minimal conflicts with existing structures outside the two towns; the estimated cost, including rolling stock was £340,000. On 11 August 1834 the Hull and Selby Railway Company was formed, the process of obtaining an act of parliament authorising its construction was begun in late 1834; the proposed line passed through the lane of Robert Raikes who opposed the plan in both the House of Commons, the House of Lords.
Accommodation was made with both and the bill received royal assent on 21 June 1836. A petition to prevent the line operating on Sundays was rejected by the House of Commons; the act of 1836 authorised the line and allowed £400,000 to be raised from share issues and £133,333 from loans.... No line in England of similar extent is better adapted for the formation of a Railway From Selby, the line connected from the Leeds and Selby Railway, ran NNE crossing Ousegate, the River Ouse by a bascule bridge, before turning right on a curve 0.5 miles radius to head eastwards in a southward course. The line ran straight for 18 miles passing the villages of Cliffe to the north, the crossing the River Derwent, passing Wressle just north of St. John's Church. Eastrington and Gilberdyke were passed to the south, crossed the Market Weighton Canal. After passing through Brough the line curved left at skirting North Ferriby's southern edge, it passed through Hessle Cliffe, across Hessle Haven passed south of Hessle, it ran towards Kingston upon Hull on a route alongside the bank of the Humber Estuary.
The line terminated at a station near Manor House street in central Hull, directly west of and adjacent to the Humber Dock, south of Kingston Street. The total length was around 30.65 miles. There were intermediate stations at Cliff, Eastri
The York–Beverley line was a railway line between York, Market Weighton and Beverley in Yorkshire, England. The line was sanctioned in 1846 and the first part, the York to Market Weighton Line opened in 1847. Construction of the second part to Beverley was delayed for 17 years in part by the downfall of George Hudson, a less favourable financial environment following the collapse of the 1840s railway bubble; the line left the York and Scarborough Railway at a junction north of York and turned eastward, crossing the flat terrain of the Vale of York via Stamford Bridge and Market Weighton before making its way through a hillier ground through a gap in the Yorkshire Wolds, between Market Weighton and Goodmanham. Market Weighton became the junction of two other railways, the Selby to Market Weighton line, sanctioned at the same time as the original York-Beverley scheme, opened in 1848; the line once was a preferred route for trains running directly between the English cities of York and Kingston upon Hull.
Before closure the route Hull–Beverley–Market Weighton–York had daily direct trains and was referred to as the Hull to York line. The line was recommended for closure in the 1963 Beeching report and closed in November 1965. By the mid 1840s lines had been constructed from Leeds to Selby, Selby to Hull and from Hull to Beverley and Bridlington, all of which were owned or leased by George Hudson's York and North Midland Railway. In early 1845 the Hull and Selby Railway had authorised surveys for a line from its Bridlington branch via Market Weighton and Pocklington to York connection with a junction on either the Great North of England Railway or the York and North Midland Railway, as well as another branch to Market Weighton from its main line. On 17 May 1845 after being approached by interested parties from Beverley, the York and Midland shareholders agreed to proceed with surveys for the line and its branch. A rival scheme, promoted by the York and East and West Yorkshire Junction Railway running from a related proposed scheme at York, the Leeds and York Railway spurred the Y&NMR to the promotion of an act in 1845 for the Beverley–Market Weighton–York line, as well as other railways in East Yorkshire.
An act, the York and North Midland Railway Act was obtained in 1846. George Hudson acquired the Londesborough Hall for £474,000 the line in an attempt to prevent landowners on the line causing problems for the railway in the company's attempt to create the line; as part of the agreements needed to obtain the passage of the East Riding branches acts through Parliament the Y&NMR had to make agreements buy out the proprietors of the Pocklington Canal, Market Weighton Canal, its branch Sir Edward Vavasour's Canal and the Leven Canal. The Y&NMR began proceedings to obtain an act to that effect in 1846, passed as the "York and North Midland Railway Act" in 1847; the Leven canal was to be acquired in case of the Y&NMR constructing a Hornsea branch, the others were necessary for the lines to Market Weighton, were bought at £18,000. Construction of the line was contracted to Jackson and Bean for £116,009. T. constructed by Burton and Son. Lesser stations consisted of two platforms, either parallel or staggered at a road crossing, with a two storey station houses, with a bay window overlooking the platform, the larger ones had a stone pillared portico at one of the entrances.
The main stations had two platforms under an overall hipped roof trainshed, with single storey station buildings adjacent and parallel to the shed, with the entrance distinguished again by a stone pillared portico, or at Pocklington, by an arched arcade. Market Weighton had a two road engine shed, with turntable. Other buildings included goods sheds, coal drops, gatehouses/platelayers cottages which were single storey buildings with distinctive double chimneys with arched brick saddles connecting the stack. George Hudson had a private station for Londesborough Hall; the only bridge of note on the section was the Stamford Bridge Viaduct crossing the River Derwent. The viaduct consisted of 24 feet span semicircular brick approach arches, 10 on the southeast side, 5 on the northwest side, with a 90 feet cast iron span over the river; the iron work was erected by Gilkes Wilson and Company to a design by J. C. Birkinshaw; the line was completed on 4 October 1847. The line was constructed as double track, 21.5 miles long, at a total cost of £380,000, with gradients were light with maximum of 1 in 171 and 1 in 191, most of the line was built with gradient of 1:200 to 1:300 or better.
The Selby to Market Weighton line opened on 1 August 1848 with a junction on the line west of Market Weighton station. Three trains per day ran each way on the York to Market Weighton Line, the same number on the contemporary line to Driffield.
Hambleton Junction is a grade-separated railway junction near Selby, North Yorkshire, which connects the East Coast Main Line with the Leeds to Selby Line. The junction was opened in 1983 as part of the Selby Diversion, which diverted the East Coast Main Line away from the Selby coalfield; the Leeds to Selby Line passes over the East Coast Main Line on a bridge. Curved chords allow southbound trains on the East Coast Main Line to head eastwards towards Selby, eastbound trains heading away from Leeds to join the southbound East Coast Main Line; the north to east chord at the junction is used by Northern services between York and Selby, whilst the south to west one is used by freight and occasional London North Eastern Railway passenger services between Leeds and London Kings Cross routed this way rather than the usual one via Wakefield Westgate for operational reasons. As of 2014 only the East Coast Main Line running under the junction is electrified, the Leeds and Selby Line is scheduled for electrification.
Railway electrification in Great Britain