In 1846, two railway lines were simultaneously constructed: one connecting King’s Lynn to Ely and another from King’s Lynn to Dereham, which was initially opened as far as Narborough. Remarkably, the Narbrough-Dereham and Ely lines were inaugurated on the same day. The Lynn Dereham railway was finally completed and officially opened to Dereham in 1848.

When King’s Lynn station first opened, it was reportedly constructed as a Woodon Building. However, the history of this old station building is quite limited.

The Lynn Ely line had a junction built at Watlington known then as Magdalen Road connecting up to the fenland towns of Wisbech and March this line opened in 1847. Also in 1857 a station at Wells next to sea on the North Norfolk coast had opened connecting up to Fakehmam and Dereham.

Henry Le Strange envisioned Hunstanton 16 miles from King’s Lynn as a seaside resort for holidaymakers. He recognized the need for a railway line to facilitate travel to the town of Hunstanton during its early development. At this time, Hunstanton was merely a small village with a population of approximately 500 individuals. By 1846, Henry Le Strange had already constructed an inn overlooking the Norfolk coast, this was later to be known as the Golden Lion Hotel. Still, it was evident that Hunstanton could not achieve its potential as a thriving coastal resort without a reliable railway transportation link. Consequently, Henry Le Strange initiated planning for a railway in the 1840s, and in 1861, the Lynn and Hunstanton Railway business was officially incorporated.

In the autumn of 1861, following the commencement of the summer harvest work on the line started, with the majority of the line staked out and the first sod cut by the Mayor of King’s Lynn late that year, John Sutherland Valentine assumed the role of lead engineer on the project. Valentine was also significantly involved in the construction of both the Lynn Ely line and the Lynn Dereham line.

The 15-mile-long route was relatively straightforward

(The 15-mile marker was situated just at the end of Hunstanton platforms)

The Lynn to Hunstanton line had a relatively straightforward route with minimal crossings and very few small river crossings along its length. Notably, the line also lacked bridges throughout its entire length, except for a single small cutting near Snettisham the line was very simple to construct. This was because the line traversed a relatively gentle gradient through Norfolk’s renowned flatlands.

Consequently, the line successfully passed its board of trade inspection in September 1862. The Lynn to Hunstanton railway was born serving.

King’s Lynn

North Wootton

Wolferton

Dersingham

Snettisham

Heacham

Hunstanton

The cost of the line was 80,000 pounds, and it was constructed within its budget and completed in a record ten months. Regrettably though, Henry Le Strange passed away in July 1862 before the line’s opening, never having the opportunity to witness his railway in operation. On Friday, October 3, 1862, the line commenced operations as a single-track railway, with passing points at stations along its route.

The inaugural day of operation was said to have seen three trains running in each direction at 9:05 a.m., 12:25 p.m., and 3:25 p.m. Return workings were scheduled at 10:20 a.m., 2:00 p.m., and 4:45 p.m.

In February 1862, the Sandringham estate was purchased by the royal family for a young Prince of Wales who would one day become King Edward VII, in 1901 he took the role of King Edward VII. Sandringham House, situated approximately two miles away, this made Wolferton the closest station to the newly established royal residence. Rumours circulated that the royal family had contributed to the expansion of Wolferton to accommodate a grand royal welcome. In 1879, another station, Hillington, opened near Sandringham on the Lynn Fakenham railway and competed for the royal trains. Despite this, Wolferton continued to be the preferred Royal station.

A proposed extension to the line towards Wells Next to Sea was initially conceived as a coastal route that would run across the green down past the coast towards Holme then turn off at Brancaster and proceed towards Wells. However, this plan never materialized due to opposition from local businesses who opposed the railway running along the coast and across Hunstanton Green. Additionally, Henry Le Stranges’ widow opposed the idea. Consequently, an extension was opened in 1866, leaving from Heacham and heading towards Wells for the 18 1/4 mile route. This line was to be called the West Norfolk Branch.

In 1871, Robert Skipper of Dereham constructed a new brick station at King’s Lynn, replacing the old wooden structure. This magnificent building still stands today in the town centre.

In 1876, the Lynn Fakenham Railway Company received Royal Assent, and the Lynn Fakenham line opened in 1879. This line departed from the Lynn Hunstanton branch line at a junction in Gaywood, approximately 1.5 miles from King’s Lynn. Subsequently, the line traversed the Gaywood River, and was followed by Grimston Road and Hillington stations, Hillington was situated near Sandringham, as previously mentioned. The Lynn Fakenham Railway Company at one point proposed the construction of a new station at Austin Street in King’s Lynn. The proposed railway line would originate from the Lynn Fakenham Railway, cross over the Lynn Hunstanton line, and then use a new junction near Salters Road in King’s Lynn. From there, it would utilize the docks railway line and use a new short line section before terminating at a new station at Austin Street in King’s Lynn. Regrettably, this ambitious plan never came to fruition, and the railway line remained unused.

Back at Hunstanton in 1876, the Hunstanton and West Norfolk Railway Company constructed the Sandringham Hotel at the station’s terminus. Two years later in 1878, the Hunstanton Pier was also built on the Green adjacent to the station Hunstanton was slowly growing. 

The Gaywood Junction, which served as the connection between the Lynn Fakenham line and the Lynn Hunstanton Railway, had a relatively short lifespan. In 1886, a new line was constructed and opened, diverting the Lynn Fakenham railway at Bawsey towards South Lynn via the newly constructed Lynn Avoiding Line. This new line necessitated the construction of a new station at Gayton Road and also South Lynn station, This connected the Lynn Fakenham Railway and the Lynn Sutton Bridge Railway. Initially, this railway was known as the Eastern and Midland Railway but later became the Midland and Great Northern Railway. The short section of the railway at Gaywood Junction was retained for excursions and diversionary purposes but remained unused and was subsequently removed freeing up space on the then single-lined Hunstanton route.

The Lynn avoiding line also freed up space at King’s Lynn. In its early days, services ran to Ely, Cambridge, and London via March and Wisbech. Additionally, there were services to Fakenham, Sutton Bridge, Dereham, Hunstanton, and the Docks freight railway taking away services to Sutton Bridge and Fakenham from King’s Lynn.

A small section of the Lynn Sutton Bridge line was retained and repurposed near South Lynn station as a junction that connected the Lynn Ely line to the current M&GN railway network. This enabled shuttle trains between South Lynn and the main King’s Lynn station and allowed excursion trains from the M&GN to access the Hunstanton branch via Kings Lynn’s main station. Ely West Curve, laid in on October 1, 1890, enabled freight trains from the Midlands and the north to run directly onto the King’s Lynn and Norwich lines in the down direction, bypassing Ely station. Subsequently, it became increasingly used later by passenger trains, particularly holiday expresses to the Norfolk coast, including Hunstanton.

In 1890 the line was sold off by the directors of the Lynn Hunstanton railway with one factor being the loss of Gaywood Junction and the ages of the directors now reaching their older years in 1890 the railway was brought and run by the Great Eastern Railway Company with the Sandringham hotel also now being owned by the Great Eastern Railway Company.

The Great Eastern Railway company quickly extensively promoted its railway services with numerous day excursions from London Liverpool Street. These excursions included various services, such as a restaurant car onboard, allowing passengers to enjoy a meal during their journey to the Norfolk coast from London. The approximately three-hour trip offered a convenient and enjoyable way to explore the Norfolk coast.

However, by the 1900s, North Wootton and Wolferton and the line had been altered somehow. In the 1890s, the risk of running a royal train along a single line was not seen as practical, so the line between King's Lynn and Wolferton along the six-and-a-half-mile route was doubled.

The rebuilding of both North Wootton and Wolferton stations was completed in 1898. Wolferton was designed by William Neville Ashbee (1852–1919), a renowned architect of the Great Eastern Railway. Additionally, W.N. Ashbee was responsible for the design of London Liverpool Street and Norwich Thorpe stations, which now is collectively known as Norwich Station.

Wolferton was given a Tudor look like no other station along the line or indeed the whole railway network across the United Kingdom. including the royal waiting rooms with one of the station buildings having an impressive clock tower proudly on its roof. Both platforms had Great Eastern canopies and even the station lamps platform lamps were topped with miniature crowns. At Wolferton when a Royal service arrived railway personnel stationed themselves along the track, utilizing markers or lamps to guide the driver to a precise stop, ensuring a warm welcome for the Royals at Wolferton, where they would be treated to a red carpet ceremony. Royal trains employed hand-picked staff members, and royal services were prioritized over other passenger or freight operations in numerous instances. In some cases, a pilot engine was dispatched ahead of the royal service to inspect the route for any obstructions. One of the biggest challenges faced by royal trains was the need to reverse at Kings Lynn. To address this issue, a separate engine was connected to the service at the opposite end and took the service that had arrived from London towards Wolferton. Its said that trains usually remained at King’s Lynn for roughly three minutes whilst a different locomotive that was waiting was attached to the Royal carriages. The London-bound engine had a crew based in Cambridge or London, while the King’s Lynn to Wolferton section usually had local Lynn to Hunstanton staff members operating the short ten-minute stretch to Wolferton.

Even though London Liverpool Street was operated by the Great Eastern Railway Company, all royal workings departed from London St Pancras.

Between 1884 and 1911, 645 Royal trains used Wolferton station

Prince Albert Victor the Duke of Clarence fell ill in the pandemic of 1889–1892. He developed pneumonia and died at Sandringham House in Norfolk on 14 January 1892, less than a week after his 28th birthday. His body was taken away by train from Wolferton to Windsor. Marking the first royal family members’ body to be carried away from Wolferton by train.

In 1902, Wolferton was fortunate to escape a fire that originated from a suspected cigar butt igniting the interior of the royal suite. Fortunately, there was no structural damage, although the oak panelling within the suite sustained significant damage.

1914-1918 World War I

During World War One, the line carried soldiers and sailors in addition to fewer slower-speed passenger services. One of the line’s problems was that the enemy zeppelins could follow the line from the coast to King’s Lynn, Wolferton, and Sandringham. Many said that the royal household at Sandringham was always a target during the war. Once World War I was over holiday traffic soon returned to pre-war levels, the world changed, and more working-class families began using the line than its former high-class clientele. One notable change was the end of some all-year-round London services, which were discontinued after the war. In 1922, these services were only offered during the summer months. After World War I, the railways were left sadly in a deplorable state, receiving no assistance with the coal strike of 1920 to 1921. As an alternative, a nationalization plan was proposed, which involved merging smaller railway companies into four major national companies. The Great Eastern Line was to be integrated into the London and North Eastern Railway, commonly referred to as the LNER.

In the summer of 1922, Hunstanton station faced a significant threat from a massive fire. At one point, the flames encroached upon the nearby Sandringham hotel, forcing the residents to evacuate their rooms. Fortunately, the wind carried the flames away from the buildings, preventing a complete loss.

In the early 20th century, holiday pay was introduced, making Hunstanton a more attractive destination for holidaymakers from all walks of life. This influx of visitors brought the Lynn to Hunstanton railway its most successful years, with up to 14 workings a day.

On a Sunday in 1922, only two return services were operated. By 1933, the frequency of Sunday services had increased to nine each way. By 1939, there were ten workings, with additional services being provided during the peak season. A significant number of passengers utilized the Midland and Great Northern Railway (M&GN) system, which connected at South Lynn to the M&GN line. Other services utilized the line via Magdalen Road, off the Lynn Ely line, and then towards March. These connections enhanced access to other cities such as Peterborough, Leicester, and Nottingham, as well as nearby Cromer, Great Yarmouth, and Sheringham, via the M&GN system via Melton Constable.

Operating services towards Hunstanton from King’s Lynn caused significant logistical challenges due to the necessity of all services to reverse direction at King’s Lynn and travel primarily along a single line towards the coast. Consequently, each incoming excursion train was typically taken to Hunstanton by the preceding service. Upon the train’s reversal, it would proceed to the next service bound for the Norfolk coast. After the day’s operations concluded, the system was reversed, enabling locomotives to prepare in advance of their services to retrieve their original rake of coaches for their return journey to the designated destination. The trains along the West Norfolk branch never interfered with the Hunstanton line services because it had its dedicated bay platform and continued to operate its four trains each way.

In 1925, another royal funeral train departed Wolferton, this time carrying Queen Alexandra, who had resided at Sandringham since her marriage to the then Prince of Wales. On November 26th, her coffin was transported to London aboard a LNER Claude Hamilton engine, adorned with the initials “AA” in golden letters. The coffin was carried in a black hearse coach.

This November, the winter had set in, and the weather was snowing heavily. Consequently, significant precautions were taken to prevent the Claude engine wheels from slipping in the winter snow.

In 1936, another royal funeral took place at Wolferton, this time for King George V.

In December 1935, the entire Royal family gathered at Sandringham, which the King considered his true home. Tragically, in January 1936, the King fell ill and passed away just three days later.

On January 23rd, the King’s body was taken from Sandringham to Wolferton, from St. Mary Magdalene Church at Sandringham.

Accompanying the body were the King’s family and his favourite horse jockey. Upon arrival at Wolferton, a ten-carriage Claude Hamilton engine patiently waited at the platform, prepared to transport the coffin to London. Upon reaching King’s Lynn, the Claude engine had fulfilled its duty, and the coffin and the train were taken to London King’s Cross by a B17 Sandringham 4-6-0 locomotive.

A crew change was also made at King’s Lynn.

Numerous individuals lined the track to pay their respects to the deceased King.

In 1937 Hunstanton saw tremendous growth due to the railway, also in 1937, Hunstanton had four platforms some were lengthened to carry longer trains in the summer months they were lengthened to 770ft long, station buildings and canopies were also upgraded as well and the carriage sidings.

At Heacham the passing loop was upgraded to allow for 13-carriage-long services to pass here During its peak, trains could have been running at ten-minute intervals during the busy summer months with direct trains from London and trains from the Midland Great Northern joint railway.

World War II 1939-1945

Sadly in 1939, the United Kingdom was plunged into World War II, leading to the cessation of pleasure trips and the implementation of blackout precautions. White lines were painted along the platforms to prevent individuals from falling onto the tracks. Station and road signs were removed, and government-installed signs inquired about the necessity of journeys. Fortunately, the Hunstanton Branch and the West Norfolk lines remained unscathed during the war, despite the damage inflicted on King’s Lynn town by raids. Some armoured military trains have been said to have used both the Lynn Hunstanton and the Heacham to Wells West Norfolk branch at some points during the War.

Following the conclusion of World War II in 1945, the railways played a pivotal role in restructuring Norfolk and the nation.

Once again, the United Kingdom experienced a period of peace. In 1945, Clement Attlee was elected with a Labour government, and one of his campaign promises was to nationalize the railway network.

At midnight on December 31, 1947, locomotives across the country sounded their whistles, symbolizing the end of private ownership of the railway network.

On January 1, 1948, British Railways was officially established.

During the late 1940s and early 1950s, rail traffic returned to its pre-war levels. However, cars and cheaper foreign holidays had yet to become widely available. The British public, after the war, sought normality and continued to utilize their annual holiday at British seaside resorts. Hunstanton, in particular, experienced a resurgence, with up to 20 services per day operating. The double section between King’s Lynn and Wolferton was utilized as a one-way system in the morning and reversed in the evening for return trips.

Many of these services were provided by the Midland and Great Northern Railway (M&GN) or from London and March via the Junction at Magdalen Road. These services stopped only at Heacham and Hunstanton, refraining from making stops at North Wootton, Wolferton, Dersingham, or Snettisham.

On February 6, 1952, King George VI passed away at Sandringham after a long illness. His body was subsequently transported to Wolferton for the final time in a gun carriage pulled by six horses.

A royal salute was accorded upon the entry of the late king’s coffin into the grounds of Wolferton. The procession was accompanied by the now Queen Elizabeth II (1952-1922), The Queen Mother, her sister, Princess Margaret, and the Duke of Edinburgh Prince Philip.

A Class B17 locomotive carried the royal train to King’s Lynn, where a Britannia class Pacific locomotive took the late king’s body to London, where he was laid to rest.

This unknown at the time marked the last of the royal funeral train journeys from Wolferton.

In 1952, the Hunstanton line remained active and prosperous. However, the West Norfolk branch exhibited no signs of growth following the war. The stations were situated at considerable distances from the village population, British Railways (BR) decided to close this underperforming line to passengers in June 1952. Consequently, the line was left open for freight use only.

1953 disaster once again struck the Norfolk coast with the great floods of 53.

On the night of January 31st, the Norfolk coastline experienced flooding between Hunstanton and Heacham, causing damage to the line. Both Dersingham and Wolferton stations were reportedly affected by floodwater damage. Notably, King’s Lynn town was also flooded, while the station in King’s Lynn appeared to have been spared substantial damage.

The railway line was subsequently closed until late February to repair the damage caused at Heacham and Hunstanton. Furthermore, the section between King’s Lynn and Wolferton sustained damage in the marshes, leading to the suspension and diversion of Royal services to the nearby Hillington station. The West Norfolk Branch sustained significant damage between Holkham and Wells. Consequently, this section of the line was deemed impractical for freight-only operations. As a result, the line was demolished after Burnham Market, with a buffer stop installed just outside Burnham Market.

In the early 1950s, the Hunstanton branch had experienced its busiest time. However, the scene was about to undergo significant changes. In May 1958, a comprehensive report was finalized by British Railways. The report concluded that the entire M&GNJR was operating at a loss. Consequently, South Lynn station was closed in 1959, severing all connections to the M&GN network. This decision resulted in the discontinuation of numerous summer special trains. The Hunstanton Branch line incurred substantial financial losses due to a big drop in passenger numbers.

From 1960, many through services from London Liverpool Street were discontinued. Consequently, mostly diesel multiple-unit trains were employed between King’s Lynn and Hunstanton. This change necessitated holidaymakers with their luggage and children to transfer services at King’s Lynn to a smaller dmu service. This manoeuvre liberated main line stock for London services. However, this decision deterred numerous passengers from using the railways for their journeys to the Norfolk coast.

During the 1960s, the British rail network experienced significant challenges, primarily due to the appointment of Dr Beeching to investigate non-profitable lines across the network.

In 1964 freight services stopped along the King’s Kynn Hunstanton line.

The rise in car ownership exacerbated the situation, leading to the discontinuation of numerous through Hunstanton services by 1966.

However, the Hunstanton Line received a glimmer of hope when the controversial Beeching report was released in March 1963 (titled “The Reshaping of British Railways”). This report recommended the retention of the Hunstanton line, along with the King’s Lynn to Dereham line. Saying the Hunstanton branch was making a profit. The report though recommended the closure of the Wells to Dereham line.

The initial report identified 2,363 stations and 5,000 miles of railway line for closure, representing 55% of stations, 30% of route miles, and the loss of approximately 67,700 British Rail jobs.

This report, known as “The Beeching Axe,” had a profound impact on the British rail network, leading to significant changes and closures.

It has been argued that British railways, which primarily accounted for tickets, provided inaccurate readings. This disregarded tickets issued from starting points such as London or Cambridge, rather than counting only those issued along the line itself, including stations like King’s Lynn, Hunstanton, or the immediate coastal stations. Consequently, these figures only represented a quarter of passengers using the line, providing a compelling argument for the line’s closure.

This was deliberately misrepresented to suggest that stations like Wolferton and Hunstanton never contributed to the overall passenger volume, even though these stations were as integral to the journey as Cambridge or Liverpool Street in London, where the tickets had been purchased.

For instance, if a ticket from London to Hunstanton was purchased at London Liverpool Street station, rather than at Hunstanton station. Consequently, this ticket purchase is not included in the ticket sales accounts for the Hunstanton line only for London Liverpool Streets figures seriously misleading passenger figures for the Hunstanton line.

Upon assuming office, a new government with a less anti-railway stance presided over the closure of approximately 2,050 miles of railways. Barbara Castle implemented her portion of the Beeching closure of several lines and introduced the first Government rail subsidies for socially necessary but unprofitable railways in the Transport Act 1968. Many of these lines were subsequently designated as basic railways including both the Hunstanton branch and the Dereham branch.

The Lynn Hunstanton line was one of the first lines in the United Kingdom to undergo a basic railway conversion. The double line between Wolferton and King’s Lynn was reduced to a single line, and intermediate stations had their passing loops removed.

All stations along the line became unstaffed.

Hunstanton’s sidings and carriage storage siding were removed, eliminating any possibility of through services resuming. A sole platform remained, surrounded by an empty, desolate, and haunting yard.

In 1940, the Sandringham Hotel was requisitioned by the British Army and subsequently sold to the Hunstanton Council in 1945. The ground floor was transformed into a library, while the remaining hotel was repurposed as accommodation, and rented out to the Royal Air Force (RAF) and the United States Air Force (USAF).

A portion of the hotel served as a bar until approximately 1965 when the hotel was closed. In 1967, the Sandringham Hotel was demolished, marking the removal of one of the pioneering structures from the railway era.

In 1967, the railway became one of the pioneering rural lines in the United Kingdom one of the first to implement automatic electric barriers. This automation rendered the manual closure of gates obsolete, resulting in an installation cost of approximately £25,000. This development instilled hope among the local community that their line would continue to operate.

The absence of passing loops and crossing gates phased out signal boxes. Diesel multiple units were now operating on a single line, utilizing a single line key from May 1967

The line operated independently, lacking booking offices. Tickets were exclusively issued by train guards, and they could only be purchased for destinations between King’s Lynn and Hunstanton. Consequently, travellers intending to visit Cambridge or London had to purchase additional tickets at King’s Lynn, extending the travel time and potentially increasing costs. This practice discouraged frequent use of the railway, as joint ticket discounts were not available. 

Rumours began circulating in King’s Lynn and Hunstanton and the intermediate villages that the railway would be closing down.

The Lynn to Dereham railway had already been closed on Saturday, the 7th of September 1968 after
 120 years of service

It was said that one of the main reasons that the King’s Lynn to Hunstanton railway was not on Dr Beeching’s list was due to Wolferton being a Royal station.

In Wolferton, some parts of the royal rooms on the unused platform were being auctioned off, and the royal waiting rooms were to be offered for sale to the then Queen Elizabeth II.

However, the Queen declined the offer, stating that the station at King’s Lynn would now become the Royal railway station, effectively ending the future of the King’s Lynn to Hunstanton Railway line.

This decision provided British Railway with a perfect justification to close the railway. Despite investing in electric barriers, British Rail announced that the railway was losing £40,000 annually and would close on Saturday, May 3rd, 1969. This was a summer bank holiday weekend, which would have been one of the busiest weekends for the railway during its heyday, adding insult to the decision to close it down on a busy bank holiday weekend.

The only staff employed now on the railway are the train crews and a few permanent waymen.

Over the past few months, passenger usage on the railway has been declining steadily. Consequently, all stations appear desolate and neglected, with very little or no maintenance being undertaken. As a result, nature is gradually appearing on the platforms. Hunstanton station, for instance, now has only one platform in use, as all the signage, tracks and footbridge have been removed from the other platforms. Also, the Sandringham Hotel had disappeared from the station site making the site look desolate.

Weeds have grown over the railway and The Sandringham Hotel site, creating a sombre and discouraging atmosphere that is deterring passengers from using the doomed line.

In response to this decline, bus travel has become increasingly prevalent and affordable. This has made it more convenient for local passengers to be dropped off closer to their homes.

In the final months of the railway, an accident occurred in the winter of 1968 when a Hunstanton-bound Dmu collided with a tractor near Snettisham. Fortunately, the Dmu sustained minimal damage and was able to reverse back to King’s Lynn. Thankfully, there were no casualties on this service; it’s been said only four individuals were aboard, three of whom were British Rail staff.

Proving how little this line was used in the winter months.

The last day arrived Saturday, May the 3rd 1969 the final day of the King’s Lynn to Hunstanton railway the once Royal railway.

The last day was said to have been very quiet not many enthusiasts came to see what was once a thriving line that carried many royals to Sandringham and sadly some members of the Royal family to London after they sadly passed at Sandringham and even though many national newspapers headlines were published with.

(The Royal line closure)

The last day remained quiet. Luckily a few enthusiasts turned to to photograph some of the last workings

The majority of train passengers were ordinary residents engaging in their normal Saturday routines. As the day progressed, an increasing number of individuals gathered to witness the final service, the 9:05 pm train from King’s Lynn. The train was heavily crowded, and passengers along the entire line assembled to observe the last operational departure from King’s Lynn. They were acutely aware that this line had a limited lifespan. Hunstanton was also densely populated for the final service, the 10:16 pm train, which bore a wreath at its leading end, adorned with sombre inscriptions.

GOOD BYE HUNSTANTON RAILWAY

1862 TO MAY 3RD 1969

IS THIS REALLY THE END

The Dmu unit Departed Hunstanton hundreds were on the platform to watch the red lights disappear into the darkness for the final time the said 6 car Diesel multiple unit was soon at Heacham where many residents had also gathered on the platforms at Heacham to see the final working that had just passed the ghostly darkness of the carriage sidings where once many excursion carriages sat in the Summer months now just an empty dark over grown sorry-looking state, the service just before Heacham had also passed the old derelict site of the West Norfolk railway Junction to Wells. The train went to Snettisham, Dersingham and Wolferton passing what was once one of the most magnificent railway stations in the whole of the UK with many royal tales from here that could be told one was said to have been one service failed to stop exactly on the red carpet causing a member of the Royal family to walk into a lamp post. Or when the royals returned from shootings they would warm up by the station’s warm coal fires whilst down during the Christmas breaks. A young Prince Charles Now King Charles was also said to have spent some time in the Wolferton signal box as a child watching the trains and helping the signal operator with the levers many years ago.

King Charles would have been 20 when the Railway finally closed.

The last Royal service to depart Wolferton was three years before the closure of the line in 1966

The service then went to North Wootton leaving North Wootton the last service passed through Gaywood where the line once took services off towards Fakenham before stopping for its final time at King’s Lynn.

In early 1971 Hunstanton once again heard the sound of a train, but sadly was the demolition crew ripping up the old line for scrap. In a few weeks, the line demolition team reached Snettisham. Soon after the whole line had disappeared, all that remained were the stations that were sold off the following year.

After 107 years, the King's Lynn Hunstanton Railway was no more.

 Kings Lynn to Hunstanton Railway 3rd October 1862-5th May 1969

At Kings Lynn a new royal exit gate was installed with a royal plaque and gates topped with royal fixtures making King’s Lynn the new royal station where the late Queen Elizabeth II would leave and arrive at the station for her Christmas visit.

Since the Queen passed in 2022 King’s Lynn has had no further Royals use the railway to King’s Lynn