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35-858: Marsh Road may refer to: Marsh Road Level Crossing electric railway station , a closed railway station in Stallingborough, North East Lincolnshire in England Marsh Road, a road connected to Delaware Route 3 in New Castle County, Delaware in the United States Marsh Road, a road in Wan Chai, Hong Kong Island, named after William Henry Marsh See also [ edit ] The House in Marsh Road ,

70-711: A "Big Bang" undertaken without ceremony on 15 May 1912 when: From this point readers are referred to the Grimsby and Immingham Electric Railway article for details of the tramway's development and decline. Electric cables running from the power station at Immingham Dock to feeders along the tramway were carried on distinctive masts along the seaward side of the GDLR's conventional line, lending it an unusual appearance. The masts vaguely resembled commonplace lineside telegraph masts, but their narrow A-shaped structure and heavier wire-bearing crosspieces were sufficiently different to catch

105-462: A 1960 thriller film Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Marsh Road . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Marsh_Road&oldid=1090124669 " Category : Disambiguation pages Hidden categories: Short description

140-452: A direct road between Grimsby and Immingham was not going to happen. The politicking reappeared on 29 December 1960 when British Railways announced that if their application to withdraw the tramway was refused they would run a DMU service on the GDLR conventional line, competing with Grimsby Council's bus service. The council subsequently withdrew its objection to closing the tramway. Neighbouring lines were resignalled over Christmas 2015 with

175-544: A public passenger service along the line and built 240 feet (73 m) single wooden platformed stations 4 miles 14 chains (6.7 km) apart named Grimsby Pyewipe Road and Immingham Halt . The line and the stations were inspected by the Board of Trade on 3 January 1910 and services started the same day using a steam rail car. It was intended that part of the GDLR would be an electric, passenger-carrying tramway to transport highly peaked flows of workers between

210-521: 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 were contributed to the war effort. After this point,the halt at Marsh Road Level Crossing stood by plain single track. Unusually among British tramways services ran round

245-545: A wheel in Lincolnshire. The death-throes of the electric line led to two recorded, public, suggestions being made that passenger services be run along the GDLR's conventional line. On 16 March 1955 The BTC Chairman, Sir Brian Robertson, visited and in a speech said that the Commission would consider running DMUs or, astonishingly, EMUs along the line if the tramway closed, but that this would only be feasible if

280-478: Is different from Wikidata All article disambiguation pages All disambiguation pages Marsh Road Level Crossing electric railway station 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 . The electric railway

315-497: The Humber , steadily transforming the landscape from rural to urban, though few workers at the new plants lived locally. This led to an increase in ridership, though this didn't greatly affect ridership or road traffic at Marsh Road. Measures such as signalling and crossing barriers provided in this period at Kiln Lane and Great Coates Level Crossing were not needed at Marsh Road. The east coast floods of 1953 did considerable damage to

350-515: The "Immingham Light Railway" shown on a map and in text as a live line with current signalboxes at Pyewipe Road and Great Coates No.1. Part 2 of the article confirms the line remains open, primarily as a diversionary route, so Immingham can remain accessible if the main Humber Commercial Railway route through Ulceby is closed or overloaded. This is both corroborated and confused by the authoritative "Trackwatch", which confirms

385-527: The Great Central's Great Coates branch and thereby to the Grimsby to Sheffield Victoria line and the wider world. It was initially single track. At its Immingham end it ended in a field near what would eventually become Immingham East Junction. Lady Henderson performed the ceremonial cutting of the first sod for the massive Immingham Dock undertaking near this spot on 12 July 1906, with the VIP party brought to

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420-586: The Humber Bank for post-war industrial development. The 200 acres (81 hectares) Humber Bank Estate was fully allocated by 1948 and other sites were also taken up, such as Fisons at Immingham. To match this development British Railways started to redouble the conventional GDLR line in November 1948, completing the task on 17 September 1951. Several of the wholly new, greenfield site industries, like Immingham Dock years before, obtained rail connections, changing

455-447: The character of the GDLR's conventional line from a plain, rural, inter-urban connection to one with sidings and varied goods trains. Over time five sidings were laid, three heading towards the Humber Bank and two inland. In 2015 all could still be traced online using aerial and satellite images, though all had closed to traffic. Still in 2024, many of the removed sidings can still be spotted, the main give-away being curved lines of trees on

490-411: 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 Marsh Road at the peaks. After 1945 industry was attracted to the south bank of

525-410: The dock and Grimsby, the nearest centre of population. The 1906 Light Railway Order permitted the construction of a line from a triangular junction with Great Grimsby Street Tramways at the confluence of Victoria Street and Freeport Wharf, over Corporation Bridge then along Corporation Road and across country to Immingham Dock. This permission did not imply any legal or managerial connection between

560-400: 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 1915. Marsh Road Level Crossing was such a halt, taking its name from the rural lane which crossed the tracks at this point. No platforms ever existed at any of

595-463: The electric tramway closed, thereby depriving the GDLR's conventional line of an occasional traffic - transporting major items, notably tramcars, to and from the tramway's Pyewipe car sheds for heavy maintenance or repair. This was always a challenge, as there never was any physical connection between the tramway and any other line, but a track at the shed was adjacent to the GDLR conventional line, so cars and other large items were craned over from one to

630-549: The eye. The conventional GDLR line was doubled in 1914, only to be singled in 1917, the lifted tracks being sent abroad as a contribution to the war effort. The Great Central's final estimates in 1922 included provision for reinstating the second track, but the LNER never did so. Towards the end of the Second World War Grimsby Corporation bought substantial tracts of land between the GDLR and

665-416: The level crossings. This, together with the specific example of an accident on 7 April 1954 when a light engine collided with a van at Kiln Lane level crossing, resulted in the crossings adjacent to Kiln Lane and Great Coates tramcar halts having signalling and lifting barriers installed and the lineside electricity cables being buried. The signalling introduced on both the electric and the conventional line

700-409: The line and Grimsby Tramways, merely permission to build a physical connection and, by implication, permission to run trams over both concerns' metals by agreement. This would seem a triumph of optimism over sense, as Corporation Bridge was not strong enough to carry trams and there were no firm plans or money to replace it. When it was eventually replaced in 1928, with heavy government financial backing,

735-436: The line passed through thinly populated marshy farmland. 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

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770-486: The line was withdrawn. Formal closure of the line and Marsh Road Level Crossing tramcar halt 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. The last tramcar of this convoy and therefore the last from Marsh Road was Number 4. The first track on the line to be removed was at Immingham Dock tramcar station, to give increased parking space. The process of demolition

805-432: The national railway network, 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." The middle section of

840-443: The old alignments. In 1984 one track towards the southern end of the line was lifted and the remainder followed towards the end of the 20th Century, meaning the GDLR's conventional track has twice been doubled and twice been singled. This industrial development had consequences for the GDLR's conventional line besides the upturn in rail traffic. The huge growth in road traffic - from near zero - by lorries and employees put pressure on

875-563: The other. After the Second World War, when the expansion of industry on the Humber Bank was bringing unprecedented usage to both the conventional and electric lines, surplus tramcars were bought first from Newcastle Corporation then from Gateshead Tramways. The Newcastle cars were transshipped without mishap, but when the Gateshead cars were being lifted over in 1951 a crane toppled onto one, damaging it beyond repair before it turned

910-473: The port's major artery, carrying imports towards Barnetby and beyond. By 2016 the GDLR survived, having been renamed the Grimsby Light Single . It was but a shadow of its former self. The GDLR's immediate purpose was to convey men and materials to the dock workings, with the primary permanent aim of enabling workers to travel between Grimsby and the dock to work. The secondary permanent aim

945-469: The site in the GCR directors' saloon and lesser guests brought in open wagons, spruced up for the occasion. Both trains used the GDLR. Contractors building the dock used the conventional line for the next three years, mainly transporting materials, but also transporting workmen in a train of ex- Metropolitan Railway carriages, which became known locally as the "Navvy Mail". The Great Central decided to provide

980-487: 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. Marsh Road Level Crossing was a Request Stop, people hailed a car by giving a clear signal to the motorman or conductor as appropriate. Tramcars arrived from both directions along conventional rails on

1015-538: The tramway's infrastructure, with passengers having to walk between tramcars marooned either side of flooded or washed out sections. In 1956 over a million passengers used the line and even with deliberate rundown a quarter of a million used it in its last twelve months up to closure in July 1961. 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

1050-417: The wind had left Grimsby Tramways' sails and they were converting to trolley bus and internal combustion engine services. Corporation Bridge was a bridge too far. Orders for the construction of the electric tramway were placed in 1909 and the line passed inspection in November 1911, though with the dock not yet completed there was no urgency to open the line. A trial service was run on 6 May 1912, followed by

1085-480: 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 and it was possible to buy through tickets between any of the stops on the line and anywhere on

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1120-530: Was piecemeal and even in 2013 many hints of the line remained, such as spun concrete masts near Immingham Town. Grimsby District Light Railway The three railways were: All three lines became part of the LNER in 1923 then part of the Eastern Region of British Railways on nationalisation in 1948. The Barton and Immingham route closed in 1963. In 2016 the Humber Commercial Railway route remained

1155-557: Was publicised by the Great Central as the Grimsby District Electric Railway and later by the LNER as the Grimsby and Immingham Electric Railway , by which name it became widely recognised, but legally, all three were one, as set out in a Light Railway Order of 15 January 1906. The two lines were not physically connected. The conventional line was completed in May 1906, connecting at its south eastern end to

1190-436: Was to enable materials and especially locomotives to transfer between the new engine shed at Immingham and the intensively railway-served port of Grimsby and the railway-promoted seaside resort of Cleethorpes . The GDLR became a railway with two lines - a conventional light railway used by ordinary trains and an electric tramway which ran parallel to the conventional line for a significant part of its route. This tramway

1225-615: Was two aspect - red and white. Speed limits - a blanket 25 mph by virtue of its status as a light railway - have often been reduced to 10 mph near crossings or because of poor track conditions. The 1953 East Coast floods disrupted the electric tramway, with the GDLR's conventional line proving invaluable to ferry men and materials to effect repairs. The line today has found occasional use for passenger diversions and enthusiasts' specials, as well as continuing to see occasional freight to and from Immingham, light movements for driver training, and engineering trains. On 1 July 1961

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