Grace's Guide To British Industrial History

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Grace's Guide is the leading source of historical information on industry and manufacturing in Britain. This web publication contains 164,583 pages of information and 246,144 images on early companies, their products and the people who designed and built them.

Grace's Guide is the leading source of historical information on industry and manufacturing in Britain. This web publication contains 147,919 pages of information and 233,587 images on early companies, their products and the people who designed and built them.

Eastern Counties Railway

From Graces Guide
1846. Smoking carriage.
1846. Smoking carriage.
1847. First Class carriage.
1847. Interior of second-class carriage.
1851.

Sanctioned in 1836, the Eastern Counties Railway (ECR) began operating on June 20th, 1839 with a train service from a temporary terminus at Mile End to Romford, and working to a gauge of 5 feet.

The initial work on the layout was done by John Braithwaite and Charles Vignoles

The railway was to have run from London to Norwich and Yarmouth but in fact only reached Colchester. It had a temporary station in Devonshire-street, London, whence the portion to Romford was opened on June 28th, 1839.

1840 The terminus at Shoreditch (later renamed Bishopsgate) was brought into use on June 30th, 1840, on which day the line reached Brentwood.[1]

1840 'OPENING OF THE Eaustern Counties' Railway FROM SHOREDITCH TO BRENTWOOD.
It is vow about twelve months since were called to record the pleasing fact that Essex ground was at length traversed railway locomotives; ..... Since the period last year to which we have referred, the Eastern Counties' Company have continued, with the assistance their able engineer, Mr. Braithwaite, to prosecute their undertaking; and by Wednesday last they had completed a continuous line railway from Shoreditch to Brentwood. It had been announced tbat the line would be opened for public traffic on that day; but the state of the works in some portions the line was such, that those who profess to be conversant with railway matters foretold the impossibility of such a measure. Mr Braithwaite, however, was resolved not to disappoint the public, and by judicious concentration of the swarthy operatives, he had completed the embankments and laid down the permanent rails the whole distance by the time appointed. When it is considered the gaps that were but so recently to be seen in the lofty embankment between Romford and Brentwood, this is perhaps one of the most interesting features of this further opening of the line, and evinced no slight degree the talent and skill of the efficient engineer. ... On the morning of Wednesday, going up, we observed vast numbers of workmen on the line, making evident preparations for the accommodation of the public, and on reaching the terminus of the London viaduct, they were literally like bees in a hive — as dense and as industrious. At twelve o'clock, numbers of persons were to be seen collecting round the company's offices in Shoreditch, anxious to view the first opening of the line. And here we may state, that with the exception of the Greenwich and Blackwall lines, the Eastern Counties has an immense advantage over every other line out London. For while their termini are to be found no nearer the city than Vauxhall, Paddington, and Euston square, the Essex trains will disgorge their passengers in a densely populated and highly commercial part of the city, within a 12 minutes' walk of the Bank, and on the high road, where coaches are ever and anon passing to Hertfordshire, Cambridgeshire, and the other adjoining counties. .... The terminus, which will be a commodious and elegant structure, is in the modern Italian style of architecture, and will be stuccoed and ornamented with stone work. It has a frontage of 160 feet by 250 feet depth. In the centre a large and convenient shed is to be built for the trains, which to be roofed with corrugated iron, and on either side the waiting and pay rooms and other offices the company will be erected. The shrill whistle of our brazen Pegasus, which was ornamented with small streamers, at length gave the signal to start; and we slowly moved off, amidst the discharge of cannon and the cheers of the assembled populace. .... We first crossed Wheeler-street, and, a short distance further on, Farthing-street and Vine-street intersect the line, which goes over them on brick bridges of rather imposing character. Immediately on leaving these streets, we reach Brick-lane, over which a handsome flat-arched bridge, with extraordinary groins is thrown, and then pass on alternately on arches and bridges over George-street, Fleet-street-hill, and Hare Marsh. After the transit a few more arches we swept rapidly over Carlisle, Great Manchester, Nottingham, and Arundel streets, over which are erected handsome skew bridges of remarkable workmanship. Between this last mentioned street and Winchester-street there is a solid brick wall, and that street intersects the line a very oblique manner, bridge of very peculiar construction and great span has been erected, supported on either side by elegant pillars. Southampton-street, North-street, and Coventry-street, were successively passed by bridges built with every regard for architectural beauty well as public conveniences. Dog-row was next attained, which is crossed by an iron bridge of daring proportions. A short distance further brought to West-street, crossed by a brick bridge, and immediately afterwards traversed by a handsome and remarkably constructed iron bridge thrown over Ann-street. Charles-street and Globe-lane were quickly swept over, the latter having iron bridge erected over it; and lastly, which terminates the London viaduct, is Devonshire-street, which is crossed by a skew brick bridge of very flat arch. The whole number of arches intervening between the various streets of the viaduct is 111 ; and the architecture of the work viewed from below is of an imposing and elegant character, the arches and bridges being so arranged as that every portion of the viaduct is symmetrical as a whole on both sides.
Almost the whole length of our journey over the viaduct, the whistle, which Mr. Samuel Weller, sen. was wont to liken to a concentration of 150 voices in one, saluted our ears with its shrill notes, and this, with the vociferations of the assembled multitudes on every accessible position on either side of the line, gave the whole a rather noisy accompaniment. On leaving the viaduct we entered on the embankment, and dashed gaily past the Devonshire-street station — its bare walls and deserted appearance seeming to indicate that the "glory had departed from it." Our train continued, full charged as it was with admiring bipeds, to pursue its onward course, pausing at Stratford, llford and Romford. After refreshing our snorting monster with some teetotal beverage, we again went on to the newly finished works of the Company. The line, on leaving Romford, goes on an embankment for some distance, at the end of which we passed some buildings of the company where we were greeted with the salute of three cannon and the cheers of the people assembled. Proceeding onwards we entered a cutting of considerable depth, and at the moment of our passing beneath a light and handsome bridge connecting one of the branch roads of the county with the turnpike road, about one hundred and fifty of the brawny operatives waved their hats and cheered us as passed, evidently appearing gratified that their exertions were length crowned with a successful issue. A substantial skew bridge was next passed under, as well as two others, one of which is in an unfinished state. Passing through delightful and verdant country we reached the Gubbings embankment, one of the last finished portions of the line; and now, our engineer, with a laudable view to public safety, slackened our pace. It is here that Mr. Braithwaite has had great difficulties to contend with — several landslips having materially retarded the works.
The scene at this portion of our route was truly picturesque on each side of the line was one " wide expanse of wavy corn," interspersed with verdant pastures, from whence the busy husbandman and his team were seen securing the annual crop of fodder. Wood land and park scenery were not wanting to complete the landscape, and the mansion of C. T Tower, Esq. the High Sheriff, dimly seen the distance," with the turrets of the neighbouring church peering above the trees of his lawn, was a sight calculated to rouse even the most lethargic mind.
Leisurely and cautiously pursuing our course we next entered the Brook-street cutting, remarkable as the deepest at present on the line; the view the spectator being confined to the limits of the lofty slopes which rise above him. Leaving this great cutting enssed a small valley, with a fine prospect on the right of Brentwood Hall and grounds, the seat of W. H. Kavanagh, Esq. Increasing our speed we dashed onwards towards the terminus, which is now erecting close to Warley Bridge. Crowds of people were assembled here, all attired in their holiday costume, to witness our arrival. Streamers were waving from various pohts in the vicinity, and the discharge cannon saluted our approach. The workmen of the neighbourhood were plentifully regaled with beer at Brentwood Hill, which they are eventually destined to cut away, and on the spots around several marquees were erected, beneath which dancing and hilarity were enjoyed by the hard-working labourers.
A body of the Directors arrived about an hour after the first passenger train, and proceeded to dine together at the White Hart; after which they returned to town by one of the evening trains. We cannot conclude without bearing our testimony to the excellent arrangements of Mr. Braithwaite, no accident occurring to mar the scent of joyous pleasantry that was everywhere apparent. As yet there is but one line of rails laid down the greater portion the way between Romford and Brentwood, therefore a great deal more labor must be expended before the railway is thoroughly completed to that town.' [2]

1843 On March 29th, the line reached Chelmsford. The line was subsequently extended to Colchester (51 miles from London).

1844 the Eastern Counties Railway secured a 999-year lease of the Northern and Eastern Railway. At the time the N&ER had reached Bishop's Stortford,

1844 Between September and October the gauge was converted to standard gauge (4 feet 8.5 inches)

1844 Parliament authorised the Eastern Counties Railway to extend to Cambridge and to Brandon in Norfolk where an end on connection with the Norfolk Railway would offer a through route to Norwich. This route opened on 29 July 1845.

1845 George Hudson was invited to become chairman; he appointed David Waddington vice chairman.

1846 the Eastern Union Railway completed the link between Colchester and Norwich

c.1849 A committee appointed by the shareholders found evidence of fraud which led to resignation of several directors. George Hudson left, having been found to have enriched himself, whilst starving the line of cash.

1849-50 Edward Ladd Betts was chairman

c1850 John Viret Gooch appointed with John Kershaw as one of the three engineering superintendents.

c.1851 Joseph Glynn was elected chairman on the retirement of Mr. Betts and held the position for 2 years.[3]

1851-56 David Waddington was chairman.

1852 the ECR took over operation of the East Anglian Railway.

1853 the Eastern Union Railway was in serious financial trouble having built lines to Norwich, Bury St Edmunds, Sudbury and was constructing a branch to Harwich. On 1 January 1854 the ECR took over the working of the EUR although this was not formally ratified until the Act of Parliament of 7 August 1854.

1854 Took over the Newmarket Railway, linking Cambridge with Ipswich and Bury St Edmunds.

1854 ECR services had running rights into Fenchurch Street via the London and Blackwall Railway extension route.

1854 Parliamentary Act for making a railway from the Hertford and Ware Branch of the Eastern Counties Railway to Buntingford.

1856-62 Horatio Love was chairman and became first chairman of the Great Eastern Railway

1859 Took over the lines of the East Suffolk Railway as soon as these were opened.

1862 Amalgamated with other companies to form the Great Eastern Railway.


  • The railway is notable as the first company to utilise a two-wheel locomotive leading bogie or pony truck in 1859, using the design of American inventor Levi Bissell

See Also

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Sources of Information

  1. The Engineer 1924/11/14
  2. Chelmsford Chronicle - Friday 3 July 1840
  3. Obituary of Joseph Glynn