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Home-History
King’s Lynn to North Wootton
North Wootton to Wolferton
Wolferton to Dersingham
Dersingham to Snettisham
Snettisham to Heacham
Heacham to Hunstanton
Hunstanton Terminus
King’s Lynn to Hunstanton Railway
Great Eastern Railway
1862–1969
King’s Lynn To Hunstanton Railway History
King's Lynn was situated 16 miles away from Hunstanton, and it was one of the places that benefited from the railway boom of the 1800s.
In 1846, two railway lines were constructed simultaneously: one connecting King’s Lynn to Ely and another from King’s Lynn to Narborough. Both lines were opened on the same day.
The Lynn Dereham railway was completed and opened to Dereham in 1848. The brambly line to March via Wisbech from the Watlington junction and the M&GN at South Lynn was also planned.
Henry le Strange wanted Hunstanton to be a seaside resort for holidaymakers, and it needed a railway line to promote travel to the town of Hunstanton in its early days Hunstanton was considered just a village with only roughly 500 members.
In 1846 Henry le Strange had already constructed an inn overlooking the Norfolk coast that would soon be called the Golden Lion Hotel. It was clear that Hunstanton could not become a thriving Coastal resort without a railway transport link. Henry le Strange started planning for a railway in the 1840s, and in 1861, the Lynn and Hunstanton Railway business was incorporated.
In the autumn of 1861 after the harvest work began on the line with most of the line having been staked out the first sod was cut by the Mayor of King’s Lynn late that year.
John Sutherland Valentine served as the lead engineer on the line and was also significantly involved in the construction of both the Lynn Ely line and the Lynn Dereham line.
The 15-mile-long route was quite straightforward, with only a few crossings and a small bridge required, unlike Valentine’s other lines, such as the Lynn Dereham line, which necessitated numerous bridges along its route. Additionally, the Lynn Hunstanton route also traversed a relatively level gradient.
The line passed its board of trade inspection in September 1862
The line cost 80 thousand pounds in its budget and was completed in only a record ten months. Sadly, Henry le Strange died before the line opened and never managed to see his railway run. When the line was first opened on Friday 3rd of October 1862, it at this time was a single-lined railway with passing points at stations along the route.
The first day of running was said to have been three trains running in each direction 9.05am 12.25am and 3.25pm with return workings at 10.20 a. 2.00pm and 4.45pm.
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.
Sandringham House, situated approximately two miles away, made Wolferton the closest station to the new royal residence. Rumours circulated that the royal family had funded 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 remained the preferred royal station.
A proposed extension to the line towards Wells Next to Sea was initially conceived as a coastal route that would 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.
In 1876, the Lynn Fakenham railway company received Royal Assent, and the Lynn Fakenham line opened in 1879. This line left the Lynn Hunstanton West Norfolk branch line at a junction in Gaywood, approximately 1 1/2 miles from King’s Lynn. The line then proceeded down the Gaywood River, followed by Grimston Road and Hillington station, which is near Sandringham, as mentioned earlier.
The Lynn Fakenham railway company had plans to construct a new station at Austin Street in King’s Lynn. The line would originate from the Lynn Fakenham Railway, cross the Lynn Hunstanton line, and then take another junction at Salters Road. From there, it would use the docks railway line before heading towards a new short line section and station at Austin Street in King’s Lynn. However, this plan never materialized, and the line was never used.
At Hunstanton in 1876, at the end of the station, a new hotel was constructed called the Sandringham Hotel by the Hunstanton and West Norfolk Railway Company. In 1878, on the Green at Hunstanton, close to the station, the Hunstanton Pier was constructed.
The Gaywood Junction, which served as the connection between the Lynn Fakenham line and Fakenham, also had a short life. A new line was constructed and opened in 1886, diverting the Lynn Fakenham railway at Bawsey towards South Lynn called the Lynn avoiding line. This new line led to the construction of a new station at South Lynn, which connected the Lynn Fakenham railway to the Lynn Sutton Bridge railway. Initially, this railway was known as the Eastern and Midland Railway, but it later became the Midland and Great Northern Railway. The short section of the railway at Gaywood Junction was left for excursions and diversionary routes but was never utilized and was shortly taken up.
A small section of the line was retained and repurposed close to South Lynn station as a junction that connected the Lynn Ely line to the now M&Gn railway network. This allowed Shuttle trains between South Lynn and the main station and excursion trains from the M&GN to access the Hunstanton branch via Kings Lynn’s main station.
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 being owned now by the Great Eastern Company.
However, by the 1900s, most stations 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 done, and they remain the same to this day.
The line between Wolferton and Snettisham was doubled soon after, and the short part between Snettisham and Hunstanton remained a single railway line with a passing point at Heacham.
Hunstanton saw tremendous growth due to the railway, and in 1937, it had four platforms that were all lengthened to carry longer trains in the summer months. 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.
In 1948, the railways were nationalized, and the government looked into unprofitable lines across the UK. Dr. Richard Beeching was brought in to look into non-profitable lines across the UK.
The Heacham Wells branch was one of them, and it stopped services to passengers on 2nd June 1952 before Dr Beeching even took office. The Hunstanton line was not on any list from the Beeching cuts as it remained profitable and was not on the closure list from the Beeching report. However, in March 1967, the line was made single-lined to King's Lynn, and the stations and signal boxes were unstaffed. All trains leaving King's Lynn had a single-line token key.
Hunstanton lost most of its platforms and frequent service, and with car use increasing, BR said the line was losing £40,000 a year. It stopped London through services, slashing 80% of its revenue overnight. The M&GNJR had closed, stopping trains coming in from the North and Midlands, with the M&GN closed in 1959. All the line relied on now was local use, now with a cheaper bus service that could also drop and pick passengers up closer to their homes the railway struggled to win back the local trade.
It's also been said that due to the railway not always serving local villages in busy periods and that the local services on busy summer days were not used as the express trains were given priority, the local villagers turned to the bus service, feeling cut off from their railway service. Private car ownership was also on the increase, making the line less essential and needed.
The Queen also consented to King's Lynn becoming the new royal station. The line closed in May 1969, and the Hunstanton terminus was packed with people to mark the occasion. Many have said the line was profitable but closed due to the British railways' mismanagement.
After 107 years, On May 5th, 1969 at 10:16 pm, the last train departed from Hunstanton station to King's Lynn, leaving behind hundreds of spectators as its red tail lights vanished into the darkness.
Never to return
Time Line.
1846 Henry Le Strange wanted to promote Hunstanton into A holiday resort
27th October 1846, the Lynn Ely Railway opened.
1846-1848 The Lynn to Dereham line opened
On the 1st of August 1861, Parliament granted the Lynn & Hunstanton railway a royal assent.
& The Lynn Hunstanton railway was born.
The first part of the construction began on the 13th of November, 1861.
The line's appointed engineer was John Sutherland Valentine.
Before the railway was finished, chairman Henry Le Strange died of a heart attack before he could see his railway finished.
Ten months after construction started. The railway was finished costing £80.000.
The board of trade inspection took place in September 1862, passing the line for use.
A little just after noon on Friday, October 3rd 1862, the first train steamed into service.
The initial service provided three return trains from Lynn to Hunstanton, leaving Lynn at 9.05. 12.25 and 3.25. The return journeys left Hunstanton at 10.20, 2.00 and 4.45.
In February 1862, the royal family purchased the Sandringham estate, making Wolferton the closest station to Sandringham.
Wolferton became known as the royal station.
In 1866 The West Norfolk branch from Heacham to Wells next to the sea was opened.
1871 King's Lynn's current station was built.
1874 The Lynn Hunstanton Railway Company and the West Norfolk Railway Company joined to form. The Hunstanton and West Norfolk railway.
1876 The Sandringham Hotel was constructed by the Hunstanton and West Norfolk Railway Company.
In 1890 the line was sold to Great Eastern Railways. The line became known as the King's Lynn to Hunstanton Great Eastern Railway.
As the line got more use, the line was doubled between King's Lynn and Wolferton in 1898.
Between 1884 and 1911, 645 Royal trains used Wolferton station.
1936, King George V's body was taken from Wolferton To London to be laid in state.
1937 The platforms at Hunstanton were extended due to extended traffic.
Holiday traffic was at its peak, with up to 6 trains an hour arriving in the morning. And they were departing back home at night time in busy periods.
1948 Britain's railways were nationalised.
The 1950s Saw the line's use decline.
1952 The body of King George VI was taken by railway from Wolferton to London.
1952 31st May saw the West Norfolk branch close to passengers.
1953 Saw the West Norfolk branch line damaged between Holkham and Wells due to the 1953 floods.
1958-December Diesel units took over steam train operation.
1959 28th February, the M&gnjr closed, stopping many connections to the line from South Lynn.
1960s The government became worried about some of Britain's railway lines making little or no profit.
1960-November saw through London to Hunstanton trains stop running.
Car use increased even more, making the railways less popular.
1961 Dr Richard Beeching was appointed to reshape Britain's railways.
1963 March 27th, the nicknamed Beechings Axe report was released.
The King's Lynn to Hunstanton line was not on the list for closure and was still seen as profitable.
The line was recommended to be used as a simple unstaffed railway.
1964 Saw The King's Lynn to Hunstanton lines freight withdrawn.
1964 Saw the last remaining part of the West Norfolk branch closed to freight.
1966 The Last royal train left Wolferton.
1966 June the 6th, the line started running as a basic railway.
1967 One whole line was removed, making the single line track the entire route.
King's Lynn used a single-line token.
1967 Hunstanton railway station was made into a single platform.
£25,000 Investment was made in 1967 with half-barrier electric crossing barriers installed at all level crossings.
1967 I Saw the Sandringham Hotel at Hunstanton pulled down.
British rail claimed the line was losing £40,000 a year.
Before announcing the closure of the King's Lynn to Hunstanton railway.
British rail offered the Queen the royal waiting rooms at Wolferton.
She declined. It was agreed
King's Lynn would be Sandringham estate's new local railway station.
Starting the way for the closure of the line.
1969 The last day arrived.
09:05 pm Saturday the 5th of May, the last train left King's Lynn
10:16 pm The last train returned from Hunstanton.
With a wreath on the front saying.
Goodbye Hunstanton railway
1862 To May 3rd 1969
Is this really the end?
In March 1971, Hunstanton once again heard the sound of a train, but sadly was a class 03 0-6-0 shunter with 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
The Route
The Hunstanton Branch commenced at King’s Lynn, with the majority of services departing from Platform Number 2.
As the train departs from King’s Lynn, it passes through one of the two signal boxes, an engine shed, and extensive goods sidings. Subsequently, it crosses Tennyson Avenue level crossing and encounters the second signal box, known as King’s Lynn Junction.
The Hunstanton Branch turned left, while the Dereham branch went straight ahead, and the London Ely Cambridge line turned right, after passing King's Lynn Junction signal box.
After going under a later constructed footbridge and passing King Edward VII and Gaywood Park schools, the line headed towards the Gaywood Road crossing. In the railway’s early days the railway would have passed a junction that took trains off towards the Lynn Fakenham railway. It then continued past the North Lynn Housing estate constructed in the railways later days.
Once the line passed through North Lynn, it curved slightly to the right, traversing marshland towards North Wootton Station.
North Wootton had a small goods yard and its own signal box. The station was set up with two platforms, and the station master’s house was positioned at a right angle to the platforms, similar to Dersingham station.
Leaving North Wootton station, the Hunstanton-bound trains crossed a level crossing at Gatekeepers Lane before continuing to their next destination, the Royal Station Wolferton. Between North Wootton and Wolferton, the line traversed through marshland, crossing only the River Babingley. As the train approached Wolferton Station, passengers first noticed St. Peter’s Church to the right before crossing the first crossing at Wolferton. They then crossed over a field before passing the second crossing, which featured a magnificent built Signal box and railway houses. The grand station master’s house stood nearby.
After crossing the level crossing, the train arrived at the Royal Wolferton station. This station stood out from the others on the line, meticulously constructed to the highest standards for a royal arrival. Wolferton boasts a small goods yard and a two-platformed station, complete with royal waiting rooms and numerous features befitting a royal visit.
Once leaving the Royal Wolferton station, the train line curved slightly right through heathland, passing the old Wolferton Cliffs and headed towards Dersingham Station. The line now started to curve slightly to the left before going straight into Dersingham Station. Before arriving at Dersingham, passengers would have seen a small goods yard a signal box and a two-platformed station. Once departed Dersingham, the train crossed the station road level crossing with the Alexandra Hotel and the railway workers' houses seen to the right.
The line went straight between Dersingham and Snettisham, crossing over a level crossing at Ingoldisthorpe. Just after Ingoldisthorpe level crossing, the line started to curve to the left, approaching Snettisham Station with a two-platformed station and its own signal box.
Once at Snettisham Station, the train left for its next stop, Heacham. Passengers at Snettisham would have seen a goods yard and a large granary as they left Snettisham Station.
Leaving Snettisham Station, the trains carried on a gentle curve shortly before going on a straight trajectory, crossing the Beach road level crossing and following the beach road for a short time before bearing right, leaving the road behind and heading off through a cutting towards Heacham. Just before the crossing here at Snettisham Beach Road, the line went into a single-track configuration to Hunstanton, with a passing point at Heacham. Here, between Snettisham and Heacham, passengers would have had their first sight of the Norfolk coastline a long way off in the distance.
The line now straightened up and headed off towards Heacham station, passing level land a platelayers hut and through fields, with Ken Hill visible near the distance.
Before arriving at Heacham, the line crossed the South Beach road level crossing. It then approached another level crossing at Heacham North Beach before shortly arriving at Heacham station, here at Heacham there was a passing loop to allow the trains from the single line to pass.
Heacham also had a platform for trains to Wells Next to Sea, the West Norfolk branch.
Trains left Heacham on a straight trajectory to Hunstanton, passing the West Norfolk Junction to the right with a line off to Wells Next to Sea. Passing through fields, the train came to its next crossing, the South Beach Road crossing at Hunstanton.
The train was shortly going to arrive at Hunstanton station, passing an engine shed, a turntable, and extensive sidings that were used to stable passenger coach trains arriving from all over the country during the railway's heydays. The train would now arrive at one of Hunstanton's many platforms that housed trains from all over the country, bringing holidaymakers into Hunstanton's seaside town.
The line today
After the line closed, the track was quickly lifted, and the stations were sold off. King’s Lynn station remains open for trains to London King’s Cross.
Beyond King’s Lynn Junction, the old trackbed has been transformed into a walking and cycling path that leads to the former location of Gaywood Crossing. This path continues to the new North Lynn bypass. Lynn Sport, a leisure complex owned by the borough council, was constructed over the old trackbed just after the Gaywood Road crossing, which marked the first significant obstruction on the old trackbed.
Crossing the A1078, the trackbed is clear to North Wootton station, which still exists today and is now used for private purposes.
Leaving North Wootton, the trackbed towards Wolferton is also clear, but it passes through private land, some of which belongs to the Sandringham estate.
Additionally, a crossing cottage at North Wootton is still in use as a private residence and has been expanded over time.
Before reaching Wolferton station, there’s still a crossing cottage that’s now also used as private housing.
Today, Royal Wolferton station and its signal box stand as a testament to history, having been restored to a state that makes it, if not the best, but one of the best preserved historic stations in the United Kingdom.
As we bid farewell to Royal Wolferton, the track bed remains clear, guiding us through heathland before reaching the A149 bypass at Dersingham. This bypass crosses over the old track bed just before Dersingham station.
Dersingham station retains its signal box and platforms, now serving as a builders’ merchant. The old goods yard area has been repurposed for storage. The railway workers’ houses have been converted into private homes. Notably, the station master’s house and the platform canopy have recently undergone renovations.
Beyond Dersingham, the old track bed is mostly clear. The section between Dersingham and Ingoldisthorpe Crossing has recently been upgraded to improve access as a public footpath and cycleway. The Ingoldisthorpe Crossing cottage still remains, while nearby, we find a few artefacts, including what appears to be an old electric box from when electric barriers were installed at the crossing in the past. After the crossing, the track bed remains clear to Snettisham station, although some sections are on private land where walking is not permitted. Despite this, the track bed is clear up to Snettisham station.
Snettisham station still exists, transformed into a private residence that also operates as a bed and breakfast. Both platforms have been preserved, and the signal box has been restored and now resides at Hardingham, on the old Wells to Walsingham line and now part of the Mid Norfolk Railway. Additionally, some non-railway-related structures remain, such as the granary and some houses that once served the railway.
As we depart from Snettisham station, we encounter more construction of houses built over the former railway route. Additionally, the A149 bypass crosses over the line once more, substantially hindering the railway’s reopening prospects. To reopen, the railway would need to cross this bypass twice, which poses a substantial obstacle.
As you depart from Snettisham, there’s still a crossing cottage that’s been converted into a private residence near the Kenhill parking area. The track bed beyond is largely clear and has been used as a farm track in certain sections. Along the way, you can still observe fence posts, a cutting, and a platelayer’s hut.
When you reach Heacham, you’ll find another platelayer’s hut, but it’s in a rather dilapidated state. The railway track bed is clear up to the crossing at South Beach Road, which runs parallel to a caravan park called Long Acres. Notably, the crossing cottage at South Beach Road remains and has been extended.
After South Beach Road, the railway track has been completely covered by Pioneer Caravan Park. Additionally, a house near the Heacham Station site blocks off the old track bed.
Heacham, the former railway station, now serves as a private residence and a bed and breakfast. The station’s platforms have been shortened to accommodate the construction of a housing estate. Interestingly, an old British railway Mk1 carriage is located on the grounds, offering guests the opportunity to stay in it as a unique holiday accommodation.
As we depart from Heacham station, a new housing estate has been constructed over the track bed near the West Norfolk Junction, which used to take trains off to Wells. The junction’s track bed is still visible and leads towards Wells. Beyond the West Norfolk branch, the track bed is clear as it continues towards the final station, Hunstanton.
There’s a caravan park called Searles located by the track bed, but the original track bed has been preserved and now serves as emergency access roads to the holiday site.
After Searles, the crossing cottage remains near the former location of Hunstanton station. Subsequently, an Anglian water treatment plant was built over the former track bed, along with the Hunny Stone public house. These developments have made it highly unlikely that a smaller station could be constructed in this area, thereby eliminating any possibility of the line reopening.
Approaching Hunstanton station site, some remnants of the old railway remain. A coach park now occupies parts of the former sidings, and a manhole cover with LNER markings stands as the only visible trace of the railway. A small section of concrete floor, possibly part of an old engine shed, also hints at the station’s past.
Beyond the coach park, a new housing development has been built on the former station site, occupying nearly half of what was once a council-owned car park.
To make way for this development, an old buffer built into a wall was demolished.
The rest of the old station site is now a car park, and the former Sandringham Hotel, which was demolished before the railway closed, the site has been repurposed into a shop. The railway station’s refreshment room, now known as the Waterside Bar, has remained unchanged over the years on the outside. and still operates as a public house.
In the car park, the old coal shed remains and has been repurposed into a memorial of the railway with an old semaphore signal and a small piece of railway track as a memorial.
As construction continues along the track bed and the Hunstanton station site, hopes for reopening the line are looking impossible.