Regular North East Bylines readers may be aware that I walked the length of the railway between Saltburn and Scarborough in May and June of this year, visiting the sites of all 19 closed stations along the route. I wrote about this walk in five articles that have appeared over the past two months. You can read these here: Part 1. Part 2. Part 3. Part 4. Part 5.
But on long summer days out on the route, with hardly another soul about, your mind begins to wander, and the daydreams start: Picturing the beginnings of the railway in the 1870s, then the heyday of the line in the first half of the 20th century. The North Eastern Railway installed tile maps of their extensive Edwardian era network at 23 of their railway stations. This is one of the remaining maps, at Middlesbrough railway station.
Doctor Beeching, I want a word
Then the decline of the railway as the car became king, and the closure of the line in stages between 1958 and 1964. But then the daydreams kicked into overdrive and I started to imagine how the whole fantastic thing could come back to life as a working railway. The finest scenic railway in England, but providing a viable alternative to the car for visitors to the North York Moors National Park. Work and social opportunities for some of the most deprived coastal communities in the UK, and a high speed rail link to the rest of the UK. But daydreams are not enough. To achieve this would require bold, imaginative, practical solutions to overcome daunting engineering challenges. I’ll give it a go….
In the beginning
A railway built by two separate companies, completed long after the railway boom had finished, poorly financed and driven through some of the most difficult terrain imaginable. Between Kettleness and Sandsend, the railway had to be rebuilt before it even opened. The gradients were so severe that they sometimes defeated steam trains in areas such as Ravenscar. The route was almost exclusively single-track, and trains had to reverse into the stations at Saltburn and Scarborough at either end of it. A modern railway would need to overcome all of these difficulties. But this can be done.
Modern rail technology
The reinstated railway would be built to the highest technical standards. Electrified throughout, to permit swift running and acceleration, and the ability to effortlessly overcome steep gradients. No level crossings – these present a safety risk and impede punctuality, so former level crossings would be replaced by rail-over-road bridges. Similarly, no terminus stations. These are a major impediment to train performance, and modern lines don’t have them. Whitby Town and Scarborough would be rebuilt as through stations. Saltburn station would be closed and replaced by a through station at Saltburn West. The adjoining cliff-top tunnels at Kettleness and Sandsend are not viable, and would be replaced by a surface line along the same route.
New services
Extend the existing hourly service from Manchester Airport to Scarborough through to Whitby, with one intermediate stop at Robin Hood’s Bay. The section between York and Scarborough to be upgraded to the same specification as the reinstated line. Sample journey time: York to Whitby in one hour.
Extend the existing half hourly service between Darlington and Saltburn through to Scarborough, with stops at all stations. The section between Darlington and Saltburn would be upgraded in the same way as the York to Scarborough section. Sample journey time: Darlington to Whitby in one hour.
New/replacement Infrastructure
The terminus station at Saltburn to be replaced by a through station at Saltburn West, with the former railway line being converted into a linear park.
South of the former Whitby West Cliff station, the track would descend into a 2km tunnel which would curve east, then south, dive under the existing Whitby Town station, with two new underground platforms here, then run parallel to the Esk Valley line before ascending to re-join the existing disused route north of Larpool Viaduct.
A new Barrowcliff railway station in Scarborough situated adjacent to Manor Road Cemetery. Immediately south of Barrowcliff station, the track would be diverted into a 1.5km tunnel which would descend on a curve to east, dive under the existing Scarborough station, with two new underground platforms here, then curve to the south before ascending to join the Scarborough to York line opposite the former Falsgrave signal box.
Station reopenings
From north to south: North Skelton, Brotton, Skinningrove, Loftus, Staithes, Hinderwell, Kettleness, Sandsend, Whitby West Cliff, Hawsker, Robin Hood’s Bay, Ravenscar, Stainton Dale, Hayburn Wyke, Cloughton and Scalby. Where possible, the original station buildings would be acquired, but new structures would be needed at others. Grinkle and Fyling Hall stations would remain closed.
Cycleways and footpaths
Where possible, the reinstated section between Boulby and Whitby would have parallel cycleway provision. Between Whitby and Scarborough, a cantilevered side extension to Larpool Viaduct would be constructed to carry the Cinder Track cycleway parallel to the railway line. Provision would be made to run the Cinder Track alongside the reinstated line in most locations. In other place, the cycleway would need to be diverted to share the alignment of the Cleveland Way.
How realistic is this?
It wouldn’t be easy, and it certainly wouldn’t be cheap. We would have to overcome massive NIMBY resistance from people who live near the proposed track formation. Construction of tunnels is difficult and expensive, but the nearby 37 km Woodsmith mine tunnel shows that it can be done. So, in summary, a glimpse of a utopia that may never turn into reality. But we can dream. The difficult we can do at once. The impossible will take a bit longer.
Technical specifications
Route diagram
Entire route from York to Darlington via Malton, Scarborough, Whitby, Saltburn and Middlesbrough to be electrified using 25 kV AC overhead line equipment. Entire route to be signalled using European Train Control System (ETCS) with a line speed of 130 kmph between York and Scarborough, and 100 kmph for the remainder of the route. Mainly single track formation, with installation of approximately 20 dynamic passing loops at all stations, signalled for either-way running to allow fast trains to overtake slow ones.
Bridges and viaducts
Reinstatement of viaducts at Staithes, Sandsend, East Row, Newholm Beck and Upgang. A new viaduct at Over Dale north of Sandsend, located next to the south portal of the former Sandsend tunnel. Rail-over-road bridges across the A174 at Boulby, Hinderwell (twice), the A171 at Hawsker and the A165 at Burniston. Road-over-rail bridge at Scalby.
Compulsory purchase
Compulsory purchase and demolition of a small number of houses and commercial buildings at Saltburn West, Whitby West Cliff and Scalby. Purchase of the track bed between Boulby and Whitby West Cliff, and some land north of Larpool Viaduct. Purchase of some land and structures at Whitby Golf Club.
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