Leeds and Selby Railway

Leeds and Selby Railway Company

Company type	Private company
Industry	Railway transport
Founded	1830
Defunct	1844
Fate	Leased and later acquired by York and North Midland Railway
Headquarters	Leeds , England, United Kingdom
Area served	Yorkshire, England
Key people	Samuel Wilks Waud (first chairman), James Audus, Edward Baines, Thomas Davison Bland, John Broadley, Richard Oliver Gascoigne, Benjamin Gott, Robert Harrison, John Marshall, John Cowham Parker, Hon. Edward Robert Petrie, John Scholefield, John Wilson
Products	Railway services (passenger and freight)

The Leeds and Selby Railway holds the distinction of being one of the earliest British railway enterprises and was the inaugural mainline railway established within Yorkshire, commencing operations in 1834.

This railway line extended in an east-west direction, connecting Marsh Lane station in Leeds with Selby railway station. In 1840 and later in 1844, it was leased and subsequently acquired by the York and North Midland Railway. The route continued to function under various owners including the NER, LNER, BR, as well as throughout the post-privatisation era.

Growth of the line was marked by several junctions with newly constructed railways, predominantly developed in the latter half of the 19th century: a connection to the York and North Midland Railway established in 1839; a link from Selby to Hull via the Hull and Selby Railway inaugurated in 1840; westward extensions into Leeds completed in 1869; a shortened path toward York between Micklefield and Church Fenton also opened in 1869; routes to Wetherby (opened 1876, closed 1964), Castleford (opened 1878, closed 1969), plus a diversionary line from Selby to Goole (established 1910, closed 1964). Additionally, the Selby Diversion of the East Coast Main Line (introduced in 1983) connected to this corridor.

Today, this route remains active as a mainline railway, with services operated by TransPennine Express and Northern, providing connections from Leeds to Selby, Hull, York, and further destinations.

Historical Context

By the year 1830, Leeds had developed into a flourishing urban centre, initially prospering through its woollen textile industry. The completion of the Leeds and Liverpool Canal and the navigable connection provided by the Aire and Calder Navigation linked Leeds to the River Ouse, facilitating access to the North Sea and international shipping routes. Meanwhile, Selby had expanded its role as an inland port on the east coast due to the presence of the Selby Canal, becoming an important hub for coastal and overseas trade.

As early as 1814, letters promoting a railway connecting Leeds to Selby were published in the Leeds Mercury newspaper.

The Leeds and Hull Railway Initiative

Founded in 1824 in Leeds, the Leeds and Hull Railroad Company appointed renowned engineer George Stephenson, who instructed Joseph Locke to carry out surveys for the proposed route.

Stephenson’s recommendation was for a double-track railway powered by locomotives capable of achieving speeds of . The planned alignment included three inclined planes driven by stationary engines, with the remainder of the route being almost level.

This enterprise was among several contemporaneous schemes aiming to establish east-west rail connections across northern England, such as the Newcastle and Carlisle Railway (1829) and the pioneering Liverpool and Manchester Railway (1826). The Manchester and Leeds Railroad Company, formed in 1825, aimed to complete a Lancashire-to-Yorkshire link. Representatives from these companies participated in the inauguration of the Stockton and Darlington Railway in 1825. However, both the Leeds-Hull and Manchester-Leeds projects encountered delays partly due to financial instability following the Panic of 1825. Additionally, shareholders may have deferred investment decisions pending outcomes from Liverpool-Manchester’s success. Meanwhile, Goole’s emergence as a competitive transshipment port was bolstered by the opening of the Knottingley and Goole Canal (an extension of Aire and Calder Navigation) in 1826.

In response to Goole’s rising prominence, Hull-based investors within the Leeds and Hull railway venture shifted strategy by late 1828, proposing construction only as far as Selby combined with steam packet services onward to Hull—thereby circumventing Goole. This plan gained approval at a general meeting held in Leeds on 20 March 1829, resulting in formation of what became known as the Leeds and Selby Railway Company.

Establishment of the Leeds and Selby Railway Company

The 1824 proposal for a Leeds to Hull railway was revisited in 1829 as a shortened route connecting Leeds and Selby, with a new survey conducted by James Walker. Benjamin Gott, a prominent figure in the wool and textile industry and a project advocate, considered the use of inclined planes to be a drawback.

Walker recommended substituting stationary steam engines with tunnels and cuttings, offsetting expenses by utilizing and marketing the excavated stone. The railway aimed to support the transportation of coal and stone from nearby quarries such as Huddlestone. Additionally, he proposed employing the line's path to channel clean water to Leeds. To minimize expenditures, Walker advised relocating the Leeds terminus from Far Bank to the less developed area of Marsh Lane. The route was shifted northward to circumvent objections from the Aire and Calder Undertakers, necessitating a tunnel at Richmond Hill instead of stationary engines. Small deviations allowed for bridges over north–south turnpikes. At Selby, the station was positioned further south than initially planned beside the road bridge, enabling river crossing through bridge widening and creating space for wharves. Walker also advocated for double tracks with provisions for expanding to four.

A significant portion of the railway was constructed on land owned by shareholders, including Edward Robert Petre in Selby and Richard Oliver Gascoigne, who later developed the Aberford Railway. Walker's adjustments to Stephenson's original design were accepted without alteration and submitted for parliamentary approval.

Although faced with resistance from the Aire and Calder Navigation monopoly, the Leeds and Selby Railway Act 1830 (11 Geo. 4 & 1 Will. 4. c. lix) received royal assent on 29 May 1830, granting permission for construction. The company was authorized to raise £300,000 through share issuance and loans. The board of directors featured James Audus, Edward Baines, Thomas Davison Bland, John Broadley, Richard Oliver Gascoigne, Benjamin Gott, Robert Harrison, John Marshall, John Cowham Parker, Hon. Edward Robert Petrie, John Scholefield, and John Wilson. Samuel Wilks Waud was appointed as the first chairman.

Construction, infrastructure, and rolling stock

Two contracting firms—Messrs. Nowell & Sons and Messrs. Hamer & Pratt—were engaged to undertake construction of the railway. Nowell commenced work on the section from Leeds on 1 October 1830, while Hamer & Pratt began building the remaining stretch to Selby in February 1831.

The most notable engineering achievement was the Richmond Hill Tunnel close to Leeds, extending 700 yards with its western portal situated 300 yards from the Leeds terminus. Featuring a horseshoe arch cross-section measuring 24 feet wide by 19 feet high above rail level, its construction involved sinking three shafts for ventilation purposes. Excavation uncovered shale, coal seams, and stone—the latter utilized for foundational work. The tunnel lining consisted of two layers of brickwork up to 20 inches thick bonded with volcanic mortar known for its strength and rapid setting. Stone facings adorned both entrances. Upon opening, it held the distinction of being the longest railway tunnel worldwide and pioneering locomotive-hauled passenger trains within a tunnel environment. Reflective surfaces were installed at shaft bases to illuminate whitewashed walls but proved ineffective; consequently, carriages were illuminated by lamps. Early travelers reported experiencing darkness filled with smoke inside this tunnel.

The railway incorporated 43 bridges alongside approximately 16 level crossings. Ballast comprised crushed stone; rails were fastened using keys within iron chairs anchored to stone blocks or larch sleepers. Certain sections employed ladder track featuring longitudinal stone sleepers measuring up to six feet long secured by transverse cast-iron rods. Initially installed were T- or bar-shaped malleable iron rails weighing around 28 pounds per yard; these were replaced within a few years by heavier rails weighing approximately 42 pounds per yard.

To maintain gentle gradients throughout, cuttings and embankments were constructed; the deepest cutting reached about 30 feet while embankments rose up to roughly 40 feet. Stone retaining walls angled at approximately 67.5° provided stability for these earthworks. The entire line was built as double track from end to end.

Route and stations

Following an 8-chain stretch of level track beyond the Leeds terminus, the railway climbed for 4 miles and 32 chains at a steepest gradient of 1 in 160. This was succeeded by a flat section extending 2 miles and 61 chains, before the line descended eastward towards Selby over a distance of 6 miles and 6 chains, reaching a maximum gradient of 1 in 137. The concluding segment of nearly 6 miles and 41 chains to Selby was almost flat, with a gentle descent of just 1 in 3,785. The highest elevation along the route stood at 132 feet above the Leeds terminus, while the overall drop toward Selby measured approximately 100 feet.

Both the Marsh Lane terminus in Leeds and Selby station exemplified early railway architectural design: elongated rectangular buildings topped with wooden trussed roofs supported by cast iron pillars. These facilities accommodated both passenger services and freight operations, featuring external coal sidings but lacking dedicated passenger platforms. Maintenance for engines and wagons was based in Leeds. Selby station was positioned beside the River Ouse, near jetties that facilitated onward transport to Hull.

Stations situated after Marsh Lane included Cross Gates, Garforth, Roman Road, Micklefield, Milford, and Hambleton.

Locomotives

The initial fleet comprised lightweight four-wheeled "Bury" style locomotives crafted by Edward Bury of Liverpool; however, these proved inadequate in traction power and were subsequently sold. They were replaced by locomotives manufactured by Fenton, Murray and Jackson of Leeds as well as Thomas Kirtley & Co. from Warrington.

Locomotive list

Name	Wheel arrangement	Manufacturer	Year introduced	YNMR number	NER number	Remarks
St Vincent	2-2-0	Edward Bury and Company	1834	–	–	Transferred to Newcastle & North Shields Railway, 1838
Lord Hood	2-2-0	Edward Bury and Company	1834	–	–	Moved to West Hartlepool Harbour & Railway, 1840
Rodney	2-2-0	Edward Bury and Company	1834	–	–	Transferred to West Hartlepool Harbour & Railway, 1840
Nelson	2-2-0	Fenton, Murray & Jackson	1834	–	–	Sold to York and North Midland Railway, 1849
Exmouth	2-2-0	Fenton, Murray & Jackson	1836	–	–	Transferred to West Hartlepool Harbour & Railway, 1840
?	0-2-2	Robert Stephenson and Company	1830	–	–	Former Liverpool & Manchester Railway North Star (acquired Dec 1833), disposed Jan 1836
Gambier or Hawke	2-2-2	Fenton, Murray & Jackson	1836	14	–
Eagle or Anson	2-2-2	Fenton, Murray & Jackson	1837	15	–
Dart	2-2-2	Fenton, Murray & Jackson	1839	16	–
?	2-2-0	Thomas Kirtley	1839	17	–
Express	2-2-2	Fenton, Murray & Jackson	1839	18	–	Later rebuilt into a tank engine by YNMR
Prince	2-2-0	Thomas Kirtley	1839	19	–
Swift	2-2-0	Thomas Kirtley	1839	20	–
Swallow	2-2-0	Thomas Kirtley	1839	21	–
Queen	2-2-0	Thomas Kirtley	1839	22	–

Notes

1. YNMR = York and North Midland Railway
2. NER = North Eastern Railway
3. There is a possibility that names and numbers of Kirtley locomotives were reversed

Rolling stock

The railway's inventory included first and second-class passenger carriages, along with horse boxes and goods wagons which encompassed wagons owned privately.

Commencement and functioning

By 22 September 1834, the entire railway line was completed and officially inaugurated. At 6:30 am, a train consisting of ten carriages, pulled by the locomotive named "Nelson," departed from Leeds Marsh Lane station. Initial movement was hindered by wheel slippage on the damp rails of a tunnel ascent, but after overcoming the summit, speeds increased to approximately 20 mph near Garforth. The train arrived at Selby before 9 am, with the return trip taking 1 hour and 16 minutes. On 23 September, two trains operated in each direction, reducing travel time between Leeds and Selby to 1 hour and 5 minutes.

The installation of both tracks was finalized by 15 December, allowing freight services to commence.

Francis Whishaw attributed the railway’s weak financial results to its management; although it became profitable after six years, average dividends from 1837 to 1840 were merely £1 16s 9d per £100 share.

The inauguration of this line compelled the Aire and Calder Navigation to drastically lower its fees, terminating its previous monopoly that had generated dividends exceeding 200%.

York and North Midland Railway

On 29 May 1839, George Hudson’s York and North Midland Railway launched a route from York to just east of Milford station, connecting through a short chord to the Leeds and Selby Railway. By May 1840, this line extended southward to Burton Salmon, with another chord linking it to the Leeds and Selby junction in November.

East of this junction stood York Junction station, which was renamed Old Junction after 1850, Milford Old Junction in 1867, and Gascoigne Wood starting in 1897.

Hull and Selby Railway

The original connection from Leeds to Hull was completed in 1840 by extending a line eastward from Selby to Hull. A bascule bridge was constructed over the River Ouse at Selby near the original station’s jetties. A new station was built west of this point, while the old station was converted into a goods depot.

Aberford Railway

Constructed by the Gascoigne family during the same era as the Leeds and Selby Railway, the Aberford Railway linked Aberford with Garforth. It mainly transported coal from Gascoigne’s mines but also provided passenger services until its closure in 1924.

Lease and takeover by York and North Midland (1840–1854)

The Leeds and Selby Railway offered a more direct eastern route into Leeds compared to George Hudson’s longer path via Castleford, accessed through the North Midland Railway. On 9 November 1840, Hudson secured a lease for the Leeds and Selby Railway at £17,000 annually.

Hudson immediately discontinued passenger services west of Milford; despite his route being roughly four miles longer, travelers had no alternative options. Freight operations west of Milford ended in 1848 since Marsh Lane station remained a terminus, restricting through traffic towards Manchester. Passenger services restarted in 1850; however, freight continued routing via Castleford instead of Marsh Lane.

The Leeds and Selby Railway Act 1844 (7 & 8 Vict. c. xxi) empowered the York and North Midland Railway to fully absorb the Leeds and Selby Railway, terminating its independent status. Ten years later, this entity merged into the North Eastern Railway following additional consolidations.

NER era (1854–1923)

During the 1860s, the North Eastern Railway (NER) sought to extend its Marsh Lane terminus line into the heart of Leeds, proposing a joint station in collaboration with the London and North Western Railway. Although initial resistance postponed the 1863 proposal, Parliament eventually sanctioned a modified route and the establishment of the shared station in 1865.

The extension into Leeds, finalized in 1869, introduced approximately of raised track linking Marsh Lane through central Leeds to Holbeck. Adjacent to Wellington Street station, a new facility named Leeds New railway station was constructed. This development reduced travel distance by about for trains journeying from west Leeds towards Hull or York. In 1893, Marsh Lane's goods yard was enlarged with additional tracks laid between Marsh Lane and Neville Hill, and the Richmond Hill tunnel was transformed into an open cutting to accommodate further lines.

Also in 1869, a connecting track between Micklefield and Church Fenton commenced operation, shortening the route between Leeds and York and removing the need for a reversal at York Junction.

The Cross Gates–Wetherby line began service in 1876, extending northward from Cross Gates on the Leeds and Selby Line to Wetherby. Following an 1873 legislative act permitting its construction, the Garforth to Castleford Line, primarily owned by NER, opened in 1878. The Cawood, Wistow and Selby Light Railway started operations in 1898, linking near Selby at Brayton Gates junction.

Gascoigne Wood station, previously known as York Junction, ceased operations in 1902. The Selby to Goole Line was inaugurated in 1910 with a junction located at Thorpe Gates west of Selby.

Around 1912, a halt called Ridge Bridge was established near the Roman Ridge road crossing (present-day A656). It closed to regular passengers by April 1914 but remained open as a workmen's halt serving Ridge Bridge Colliery into the following decade.

LNER era (1923–1948)

Osmondthorpe station was introduced in 1930.

BR and post-privatisation era (1948–present)

Throughout the 1950s and 1960s, multiple connecting lines were discontinued: passenger traffic on the Castleford–Garforth line ended in 1951 with freight services ceasing by 1969; the Cawood, Wistow and Selby Light Railway closed in 1960; and both the Selby to Goole Line and Cross Gates–Wetherby line were shut down in 1964.

Closed stations include , which ceased operations in 1959, followed by Osmondthorpe in 1960. Meanwhile, East Garforth railway station opened its doors in 1987.

The territory north of Gascoigne Wood station functioned as a marshalling yard until 1959 before becoming pivotal during the 1970s for handling coal extracted from the Selby Coalfield. This coalfield's final mine shut down in 2004. Subsequently, the former mining area was redeveloped into a business park that by 2008 was utilized for storing gypsum derived from desulphurisation processes at coal-fired power plants.

The Selby Diversion of the East Coast Main Line, inaugurated in 1983, crosses the Leeds-Selby Line between South Milford and Selby. This arrangement includes junctions allowing trains from York to travel east onto Leeds-Selby and from the southwest towards Leeds.

Electrification

The stretch connecting Leeds Central station to Neville Hill depot underwent electrification during the early 1990s, forming part of the broader East Coast Main Line electrification scheme, with power supply activation finalized in March 1993.

In 2005, Great North Eastern Railway (GNER) submitted a proposal to Network Rail to electrify the segment between Leeds and Hambleton junction, estimating the investment at £70 million. Nevertheless, GNER was unable to advance this plan after losing the franchise in December 2006, a consequence of financial troubles faced by its parent company, Sea Containers.

According to Network Rail’s 2009 route utilisation strategy, the North Cross-Pennine corridor—including the Leeds-Selby-Hull Line—was designated as a high priority for future electrification efforts aimed at improving passenger service quality. Funding was allocated in 2011 for electrifying the route from Leeds to Micklefield as part of Control Period 5 (CP5), covering the section from Neville West Junction to Colton Junction on the East Coast Main Line. Additional financing for the Micklefield to Selby portion was secured in 2013, accelerating the timetable for electrifying these critical routes.

Popular culture

The railway is mentioned in the traditional song "Poor Paddy" performed by The Pogues, specifically in a verse dating back to 1843:

In eighteen hundred and forty three,
I broke my shovel across me knee;
I went to work for the company,
on the Leeds and Selby Railway.

See also

• Neville Hill depot, a facility near Osmondthorpe, Leeds, serving as a depot for rolling stock and locomotives

References

• Leeds and Selby Railway

Sources

• • , featuring illustrative plates
  • , without plates
• , reprinted in 1970 with a preface by Ken Hoole

Further reading

• , an analysis contemporary to its time discussing the competitive threat posed by the York and North Midland Railway and prospects for the Leeds and Selby Railway