Passenger ServicesWhen opened in 1847, the York and Selby lines each had a somewhat spartan service of three trains each way a day which soon proved unsatisfactory to local farmers wanting to attend market in Hull. They demanded something better and in 1850 the YNMR laid on a Tuesdays only market train from Market Weighton to Hull, leaving at 6.30 AM and running via Selby. It was subsequently extended back to Pocklington and a market ticket scheme introduced following pressure from farmers on the York line. In 1850 the normal service was shown as - from York 9.10 AM & 2.15 PM. - from Market Weighton 7.30 AM, 10.45 AM & 5.30 PM In 1855 the new NER had :- from York 9.05 AM, 2.30 PM.& 7.00 PM. - from Market Weighton 7.30 AM, 10.35 AM & 5.35 PM. These stopping trains took 1¼ hr. for the distance. A note added that on York, Pocklington and Market Weighton market days trains would stop at Yapham Gate five minutes after leaving Fangfoss or Pocklington. On the occasion of the York fortnightly fairs the 7.30 AM would leave at 6.00 AM. and be earlier throughout. In 1858 the pattern was much the same:- from York 9.05 AM, 2.56 PM.& 7.00 PM. - from Market Weighton 7.30 AM, 10.25 AM & 5.30 PM. The 7.30 AM was still liable to set off at 6.00 AM on Tuesdays for the reasons mentioned above and needed watching. Yapham Gate was also mentioned as a stop on Market days while a new extra ran on Wednesday only from Stamford Bridge to Market Weighton at 12.30 PM. arr. 1.40 PM. stopping at all stations. When the Beverley extension was completed in 1865, a completely new service was introduced - four trains from York at 7.10 AM, 9.25 AM, 3.30 PM. and 7 PM., and three from Hull at 6.45 AM, 9.40 AM and 2.45 PM. The 3.30 PM. from York was the only train to convey third class accommodation, and that only on market days. Journey times averaged about two hours, stopping at all stations, but there was also an express from Hull at 1.15 PM., which took only 1½ hours. Calling only at Beverley, Market Weighton, Pocklington and Stamford Bridge, (and Gate Helmsley and later Cherry Burton as well for First Class passengers only) it arrived at York at 2.45 PM. to connect with the 2.55 PM."Special Scotch Express", first stop Newcastle. On alternative Thursdays there was a 5.10 AM market train from Hull. By
1870 the line to Beverley had been open for five years and the third
class fare shown for York to Beverley was 2/10d. The timetable entry
was compressed with four trains each way: from York :- 6.55 AM, 9.50
AM, 3.25 PM.& 7.05 PM. - from Beverley 6.55 AM, 9.43 AM, 1.35
PM.& 5.00 PM. The 1.15 PM. express from Hull was still running.
In 1872, seven years after the extension to Beverley there were four departures from York to Hull at 6.55 AM, 9.40 AM, 3.30 PM. and 7.05 PM. Market Weighton continued to be a terminus for some trains and one each way between Market Weighton and Hull still appeared in the 1885 NER timetable. These generally "mixed" trains left Market Weighton at 1.30 p.m. and Hull at 1.46 PM., worked probably by Market Weighton engines doubling on freight turns. However, by 1908 the Market Weighton allocation had dwindled to just one engine and crew with one cleaner for lighting up and relief duties. The shed's only roster was the 7.54 AM to Driffield, 9.48 AM Driffield-Selby and 12.53 PM. SelbyMarket Weighton, the men's shift being from 7 AM to 5 PM. On 1st March, 1917, the shed closed as a wartime measure, never to reopen. By 1885 the York-Hull service had grown to five trains each way. They left York at 6.45 AM, 10.00 AM, 12.50 PM., 2.45 PM. and 7.45 PM., and Hull at 6.40 AM, 9.52 AM, 12.40 PM., 4.27 PM. and 7.30 PM. The 12.50 from York and 12.40 from Hull were expresses, the rest being all stations, taking about 1¾ hours for the 42-mile journey. The expresses, however, were no faster than in 1865, probably because they still stopped on request at all other stations except Londesborough, and Kipling Cotes in the case of the train from Hull, to "set down first class passengers from York or beyond, and to take up first class passengers for stations beyond Beverley, or vice-versa". Also, it was still common for gentry to take their horses and carriages with them, especially on country lines and most trains conveyed horse boxes and carriage trucks which were attached or detached at intermediate stations. There had been a steady decline in 2nd Class passengers so that by 1892 they only accounted for 1½% of passengers. The General Manager, George Stegmann Gibb proposed that the social reasons for retaining this facility clearly carried no weight, while the extra building and maintenance costs for 2nd Class pointed firmly at abolition. "2nd Class was virtually abolished in 1893 with the shift to 3rd Class rapidly completed. By 1896 97¾% of non-contract travellers selected the cheaper class and this level remained fairly constant until 1914. 1895 and the timetable began to look much as it was in its final form. All the station names were present and any renaming had been carried out. Apart from the faster trains stopping at the principal stops at Beverley, Market Weighton and Pocklington, the slower ones always stopped at all the stations. From York: 6.40 AM, 9.00 AM, 11.40 AM , 2.50 PM. A , 4.55 PM.& 8.05 PM. - from Hull: 6.50 AM , 9.52 AM, 12.20 PM. B, 2.10 PM. , 4.27 PM.& 7.35 PM. Trains A and B stopped only at Cottingham, Beverley, Market Weighton, Pocklington and Stamford Bridge, all others by request, the journey taking 1½ hr. Things were looking up in 1910 when the number of trains each way had increased to eight with two expresses. They were faster too with a 5.05 PM. from Hull taking just 61 minutes. The fastest train on the line to date, it had a connecting Newcastle arrival time of 8.03 PM., while a 9.57 AM express from York connected with the 8.00 AM from Newcastle. From York: 6.35 AM , 9.05 AM, 9.57 AM A , 11.43 AM, 2.47 PM., 5.00 PM., 7.00 PM. B, 8.05 PM. - from Hull: 6.50 AM , 8.25 AM, 9.53 AM, 12.05 PM., 1.55 PM., 4.00 PM., 5.05 PM. D, 7.35 PM. A connects with the 8.00 AM. ex Newcastle and stops at Pocklington and Market Weighton only. B connects with the 5.04 PM. ex Newcastle, makes three stops. D took 61 min. and stopped at Market Weighton and Pocklington and connected with the train for Newcastle arr. 8.03 PM. During 1911 6476 tickets were sold to an estimated population of 819 in the station's catchment area. At
the start of 1914 the service was from York: 6.35 AM, 9.00 AM, 9.57 AM,
11.45 AM, 2.47 PM., 5.00 PM., 7.00 PM., 8.05 PM. - from Hull: 6.50 AM,
8.20 AM, 9.53 AM, 12.05 PM., 4.00 PM., 5.05 PM., 7.35 PM. Cherry Burton was now marked as 'for South Dalton' and a two minute stop for water or dash to the tea room was allowed at Market Weighton. As the war dragged on services were reduced to five each way; though journey times were little affected. Stopping trains took about 1 hour 35 minutes and the fastest expresses 63 minutes. One of these, the 10.05 AM from York, was to remain one of the line's most prolific trains for the next 50 years. A more unusual working which appeared about this time was a 7.30 AM commuter train from Pocklington to York (Arr. 8.08), catering for War workers perhaps. Like many of to day's commuter trains, it did not run on Bank Holidays. At some time during the Great War trains arrived at Market Weighton at the following times:- Down Line - 7.29 AM York Slow to Hull (stops Fangfoss by request only); 7.54 AM York XP to Bridlington Slow; 9.54 AM York XP to Beverley, Hull; 10.28 AM York XP to Beverley, Hull; 12.37 PM. York Slow to Hull; 3.41 PM. York Slow to Hull; 5.54 PM. York Slow to Hull; 7.33 PM. York XP to Beverley , Hull; 8.59 PM. York Slow to Hull; Up Line - 7.35 AM Bridlington to York XP; 8.51 AM Hull to Pocklington, Stamford Bridge, York; 10.43 AM Hull to York Slow; 12.47 PM. Hull to York (Stops if required to set down 1st Class passengers from Beverley or beyond and to take up 1st Class passengers for York or beyond); 2.30 PM. Hull to York; 4.43 PM. Hull to York; 5.35 PM. Hull to Pocklington York (Takes up at Beverley only); 8.22 PM. Hull to York When the Great War ended, the service from York was restored to seven trains but, curiously, it stayed at five from Hull. There was an extra express from York at 8.15 AM. The grouping brought further changes and the 1924 LNER timetable showed seven trains each way again, plus the 7.30 AM Pocklington to York. The 10.05 AM express from York was back on a 61 minute timing while the reinstated 8.25 AM from Hull took exactly an hour, with three stops. Both with a minute wait at Market Weighton. But it was the 12.42 PM. from Hull which set a new pace. It took just 56 minutes by calling only at Beverley. On arrival at York it connected with the northbound "Flying Scotsman". The "Flying Scotsman" Kings Cross-Edinburgh started running in June 1862 when the 10.00 AM departure was introduced. For the centenary celebrations in 1962 it was hauled by a 'Deltic'.. However, the most impressive train introduced by the LNER was not the fastest but a new Humber-Tyne restaurant car express which reflected the line's growing importance as a corridor between Hull and the North East. This service started on 1st April 1924. It set out from Newcastle at 12.10 PM., reversing at York where it departed at 2.18 PM. to arrive Hull at 3.17 (3.30) PM., with one stop at Beverley only. The return diner left Hull at 4.47 (4.45) PM., replacing the current 4.50 PM service, and arrived in Newcastle at 8.19 PM., calling at Beverley, Market Weighton and Pocklington. (Times in brackets from the notice in the Railway Magazine April 1924 of the introduction of this service). By any standards this was a remarkable achievement, and only the reversal in York would have grated somewhat, though it would have been easy to change the engine, simply dropping the new one on to the rear. Hull Botanic Gardens turned out their biggest engines, NER class R1 4-4-0's (LNER class D20/1) Nos. 1239/40/5/6 for this train, until they were transferred to Leeds in April 1931. Two replacement Gresley K3 2-6-0's Nos 1108 and 1119 were then tried for a couple of months but do not appear to have been too successful as they were replaced by two D20 4-4-0s from Leeds Nos 1026 and 2109.. 1925 departures were as follows: from York: 7.40 AM, 9.09 9.35 AM SO,10.05 AM, 12.25 PM., 2.18 PM., 2.47 PM., 5.08 PM., 7.00 PM. A, 7.10 PM., 9.35 PM. SO - from Hull: 7.34 AM, 8.25 AM B, 11.43 AM, 12.42 PM. C, 4.00 PM., 4.04 PM., 7.32 PM. The Saturday workings were really trials of railcar No. 2105Y. This worked back from Pocklington at 10.20 AM, while the evening run was revenue earning one way only, as the car returned empty. The services A and B had three stops only; C stopped only at Beverley. (In 1925 there were five slow trains from York to Hull and four in the opposite direction; there were three expresses from York at 10.05 AM, 2.18 PM. and 19.00 PM., two stopping at Pocklington, Market Weighton and Beverley and the third, the 2.18 PM. stopping at Beverley only, this being a restaurant car train from Newcastle.) The 10.05 AM from York was for many years - in fact until dieselisation - a triangular working from Doncaster shed, originally worked by North Eastern men outstationed at this Great Northern depot. The return working at 1.20 PM. was direct from Hull to Doncaster via Goole on an express fish train - the Banbury fish - the train continued to Banbury where it was split up to distribute fish landed at Hull throughout the south-west. In the 1920's the York-Hull train was worked by a set of coaches using the Westinghouse brake and consequently Doncaster had to provide a Westinghouse fitted engine. The Great Northern engines, being vacuum-fitted, were unsuitable, and a Great Eastern engine was provided when a North Eastern engine was not available; this generated the unusual sight of a spotless Great Eastern B12 4-6-0 working through Market Weighton and later in the day heading a fish train along the four track section from Hessle to Staddlethorpe on route to Doncaster. In 1925 a prototype petrol-electric railcar, No. 2105Y, was tested between York and Pocklington. It made two daily trips from York at 9.00 AM and 9.35 PM., carrying passengers but returning empty. With a bogie at one end and a fixed axle at the other, it was originally ordered by the NER. (Information from three sources seem to conflict). Information on 2105Y is confused even more by forth source the book "North Eastern Railway Buses, Lorries and Autocars" by K. Hoole. The railcar was introduced from 9th July 1923 to run local services around York. This later included a 9.25 PM. run to Stamford Bridge, eventually extended to Pocklington which it reached at 10.16 PM. It returned as the 10.21 PM. from Pocklington due in York at 10.50 PM. after which it became the 10.57 PM. to Alne. The example timetable given has other journeys at the above two times, although the evening time run to Strensall was changed in 1924 to Poppleton so perhaps there was more profit by a change to Pocklington? This timetable suggests a daily service. Another experimental railcar, this time diesel electric, was tried out on the 3.25 PM. Hull to York and 4.48 PM. York to Hull expresses in the 1930's. But "Lady Hamilton", as it was known, proved so unreliable in 1933/4 that it frequently had to be replaced at short notice by the Hull district Superintendent's saloon loco, class X2 2-2-4T No. 957, and two old NER bogie coaches. No. 957 had to cover the Hull to York journey in just 52 minutes and return with only half an hour layover at York. The railcar was replaced in 1935 by D17 4-4-0's Nos. 1871/3 drafted in from West Hartlepool. The 1932 Summer timetable shows the following departures from York:-
The 1.55 PM. was through from Newcastle (dep 12.00). It also conveyed carriages for Scarborough and a refreshment car which came off at York. The 9.55 AM called at Pocklington on Mondays, Wednesdays and Saturdays 'to take up passengers only'. In 1933 the following train services were available: from York 7.55 AM, 10.05 AM A, 12.32 PM., 1.55 PM. C, 2.42 PM., 5.10 PM., 7.00 PM. A, 8.25 PM. - from Hull: 7.15 AM , 8.25 AM A, 11.45 AM, 4.00 PM., 5.00 PM. B, 7.37 PM. A had three stops. B had three stops, took 57 min., then ran through to Newcastle. C stopped at Beverley only, taking 51 min. This ran through from Newcastle. Probably the most striking development of the 30's though was a 7.55 PM. Sunday Hull to York express. Timed for just 53 minutes it was clearly routed via Kipling Cotes and across Lord Hotham's estate. But although shown in the timetable up to World War II there is some doubt as to whether it actually ran. In 1937 a Sunday train had appeared from York to Bridlington, stopping at Earswick, Stamford Bridge, Pocklington and Market Weighton, to reach the coast at 10.45 AM. The return working of what was obviously a day excursion left at 8.22 PM. with the same stops, reaching York at 9.40 PM. 1937 from York:7.55 AM,10.05 AM, 12.32 PM., 2.35 PM. C, 2.50 PM., 4.48 PM. B, 5.10 PM., 7.00 PM. A , 9.24 PM. A* - from Hull: 7.15 AM, 8.25 AM A, 11.25 AM, 12.20 PM. C, 3.25 PM. D, 4.00 PM., 5.00 PM. A, 7.30 PM. An additional service started from Market Weighton at 1.15 PM for York. Trains marked A made three stops only. B was a nonstop railcar, which reached Hull at 5.40 PM The C trains were those which stopped at Beverley only but which were not now advertised as through services to or from Newcastle. A* stopped additionally at Stamford Bridge on Saturdays. Of the stopping trains, the 7.30 PM. from Hull was a particularly slow train for the time, taking 1 hour 37 minutes. Right up to 1965 this was a heavy train consisting mostly of parcels and mail vans for as far afield as Glasgow. On the other hand the 3.25 PM. from Hull and 4.48 PM. from York still took only 52 minutes. The 8.25 AM from Hull which had run from the 1920's when usually hauled by a D17/1 or D17/2 only stopped at Beverley and Market Weighton connected at York with the Leeds to Glasgow express which was now known as the "North Briton". At Market Weighton it picked up passengers from the 7.52 AM Bridlington-Leeds express The "North Briton" ran Leeds-York-Edinburgh-Glasgow. Introduced by the NER in the early 1900's it originally ran Leeds-Edinburgh, being extended to Glasgow in 1910 around which time it was also named. Running to Glasgow ceased in 1965 and the name dropped in May 1978. By 1939 no fewer than five of the eight trains from York and four out of seven from Hull were expresses, though the Newcastle diner had disappeared. The timetable for the end of 1939 was from York: 7.55 AM, 10.10 AM A, 12.20 PM., 2.55 PM. A, 4.48 PM. B, 5.10 PM., 6.55 PM. - from Hull: 7.10 AM , 8.15 AM, 12.30 PM. A*, 3.25 PM. C, 4.00 PM, 5.00 PM. A, 7.20 PM. A train stopped only three times, except for the 12.30 PM. which also called at Stamford Bridge. B ran nonstop to Hull, arr. 5.43. C ran nonstop to York, arr. 4.28 PM., with a connection for Newcastle arr. 6.50 PM. It must have been quite an unusual experience to run through not just one, but three overall roofs at speed without stopping! When the Second World War began in September 1939, an emergency timetable was issued with massive cuts in passenger services as resources were concentrated on moving vital supplies. On the York-Hull line the service was reduced to six trains each way. Summer services to Bridlington were withdrawn. Once the timetables had settled down in 1940, the offerings were as follows: from York: 7.55 AM, 10.15 AM A, 12.30 PM., 3.1 0 PM. A, 5.10 PM., 7.55 PM. from Hull: 7.12 AM, 8.25 AM A, 1.15 PM. A, 4.00 PM. A, 4.45 PM, 7.17 PM. The As called at the three main stations, the fastest taking 57 min. (The 4 PM) With the end of hostilities in 1945 the timetable was restored to eight trains each way for the first time in years. A new 10.25 AM stopping train from Hull corrected the previous imbalance, although it took almost 1½ hours. Towards the end of the 1940s it cost 10½d to go to York. But although full services were restored, the rundown condition of track and locomotives after the war kept speeds down. The average time for an express was 1 hour 12 minutes and the fastest was still 12 minutes slower than in 1939. In 1948 there were still eight trains each way via Market Weighton - from York: 7.55 AM, 10.10 AM, 12.15 PM., 3.1O PM. B, 5.05 PM., 5.20 PM., 7.15 PM., 9.45 PM - from Hull: 7.00 AM, 8.00 AM., 10.30 AM, 12.15 PM., 3.10 PM., 4.00 PM., 4.55 PM. B , 7.33 PM. Four trains from York were semi-fast, as were three from Hull. The B trains had a buffet car and took 1 hr. 3 min. and 1 hr. 9 min. In June 1950 a large, easy to read North Eastern Region timetable was produced - from York via Beverley: 7.50 AM, 10.10 AM, 12.15 PM. , 3.15 PM. B, 5.13 PM., 5.30 PM., 7.25 PM., 10.,05 PM - from Hull via Beverley: 7.00 AM, 7.55 AM, 9.40 AM , 12.15 PM. B, 3.00 PM. SXB, 3.57 p., 5.15 PM. B, 7.33 PM. B trains were again with buffet cars, plus an extra one SX, covering the run in 61 min. The next significant timetable changes came in 1957 with the official introduction, on 29 July, of diesel multiple units (DMU) on all but a few trains, and two years later the closure of several intermediate stations. Together these steps reduced journey times considerably and brought a return to under-the-hour timings. Although not as fast at the prewar 52 minutes, several DMU's were covering the journey in an hour exactly and there were far more under-the-hour trains and they were making more stops. A shadow of the Newcastle diner returned in the 1950's in the shape of a summer Saturday 10.27 AM Hull to Glasgow express with restaurant car service, calling only at Beverley before York. In 1963 it was retimed to leave at 11.10 and cut back to Edinburgh, and was withdrawn at the end of the summer's timetable in 1964. Surprisingly it was quite slow for such an express, taking 62 minutes from Hull to York. Trains
from Hull, Paragon Station to York between 16 Sept 1957 and 8 June 1958
were as follows:- 6.55 York and intermediate stations (except Cherry
Burton, Kipling Cotes, Warthill); 7.50 AM Cottingham, Beverley, Market
Weighton, Pocklington, York; 9.45 AM York and intermediate stations
(except Warthill, Earswick), (SO calls Fangfoss); 12.12 PM. Cottingham,
Beverley, Market Weighton, Pocklington, Fangfoss, Stamford Bridge,
Earswick, York; 3.00 PM. Cottingham, Beverley, Market Weighton,
Pocklington, York; 3.56 PM. York and intermediate stations; 5.15 PM.
Cottingham, Beverley, Market Weighton, Pocklington, Earswick, York;
7.35 PM. York and intermediate stations (except Cherry Burton). The line was still on the crest of a wave as late as 1960 when services were increased to nine each way the most ever. The extra trains were a 7.46 AM from York and the reintroduced 8.25 AM express from Hull, both DMU's. Arriving in Hull at 8.51 AM, the 7.46 AM at last made commuting there for a day's work possible from such places as Pocklington. By this time all weekday trains were formed of DMU's except the 8.14 AM and 5.16 PM. from York and the 7.38 PM. from Hull, the 7.38 being the return working of the 5.16 PM. from York. On summer Saturdays the locomotive and stock off the 8.14 AM from York, usually strengthened with a motley collection of old Gresley and Thompson coaches, would replace the DMU on the 12.08 PM. from Hull. On weekdays the locomotive off the 8.14 AM returned about midday with a short parcels/fish train. Similarly, the 3.40 PM. from York was also loco-hauled on summer Saturdays and both continued to be worked by steam, usually a B1 4-6-0, right up to the end. Pocklington School had a particularly close association with the railway, contributing much revenue to the line with boys traveling to and from their studies. Such was the school's influence with BR that trains were altered to suit school times. One - originally the 3.10 PM. from York - was retimed twice between 1957 and 1962, ending up as the 3.40 PM. to provide a better service for home going pupils. In 1964 it was again retimed to leave York at 4.15 PM , and this and the 3.53 PM. from Hull would cross at Pocklington at 4.36 PM., making things very hectic when the platforms became crowded with schoolboys. As well as the York-Hull service there were trains to and from the coast via the Market Weighton-Driffield section during the summer. This traffic grew rapidly with the popularity of the day excursion following the opening of the Driffield line in 1890, and lasted right up to the spread of car ownership in the 1960's. By 1908 the number of through trains from both the Selby and York lines had reached such proportions that the NER even considered building a spur northwards from Cherry Burton to the Hull-Scarborough line to ease the pressure on the congested and steeply graded Driffield line. The summer 1939 timetable showed two regular Saturday trains from Bridlington to York, at 10.00 AM and 1.15 PM., and one from York at 3.25 PM., all running nonstop and taking about 55 minutes. On weekdays there was a regular day excursion which let York at 10.15 AM, called at Pocklington to pick up as required and returned nonstop, leaving Bridlington at 7.00 PM. Trippers from Pocklington would return by the 7.30 PM. Bridlington to Leeds, changing at Market Weighton to arrive home at 8.33 PM. Unaffected by Lord Hotham's conditions, seaside trains also provided the York line with a Sunday service during the summer. One train left York at 9.35 AM, calling at Earswick, Stamford Bridge, Pocklington and Market Weighton, while the second left at 4.07 PM., running nonstop and taking 58 minutes. Only the stopping train returned via Market Weighton, starting back at Filey at 8.00 PM. Following the austerity years of wartime the demand for holidays grew more than ever, especially with the opening in 1947 of Butlin's Holiday Camp near Filey, complete with its own station. On summer Saturdays in the 1950's and 60's holiday trains from industrial regions crammed the Selby-Driffield line, weaving their way almost nose to tail through Market Weighton. On the York line regular Saturday expresses were the 10.00 AM Leeds and 3.30 PM. York to Filey Holiday Camp, the 9.35 AM Filey to York, and the 10.24 AM Filey to Leeds. Most outstanding though were the 8.55 AM Filey Holiday Camp to Newcastle, and the 10.26 AM from Newcastle, which stopped only at Bridlington. The pre-war Monday to Saturday day excursion from York to Filey still ran during July and August. It now left York at 9.40 AM, calling at Pocklington and Market Weighton to arrive Bridlington at 10.52 AM . It gave holidaymakers a good day out at the seaside, leaving for home at 7.03 PM. There were two Sunday trains each way which became extremely popular with day trippers. First of the day was an 8.52 AM Church Fenton to Bridlington which ran during July and August calling at York, Earswick and Pocklington, returning from Bridlington at 6.10 PM. The second left Wakefield Westgate at 8.38 AM and called also at Stamford Bridge to reach Filey at 11.23 AM. Running throughout the summer timetable it returned from Filey at 6.00 PM. The Bridlington train, latterly a DMU, started at York from 1961 and was withdrawn in 1963. The Wakefield train, steam-hauled to the end, ran until the end of the 1964 summer timetable. As car ownership spread in the boom years of the 1960's, traffic declined and more cutbacks, even closure, were rumoured. Worst fears were confirmed with publication of the Beeching Report in 1962, and from 1963 there were swinging cuts in services. First to succumb at the end of the 1963 summer season was the 5.16 PM. York to Hull express with the rostered locomotive and stock taking the place of the DMU on the 5.40 PM stopping train. Summer services to the coast were cut too. The 9.40 AM York to Filey and its return working ceased to run on Saturdays from 1962, followed by withdrawal of the Saturday Leeds and York to Filey Holiday Camp trains. From 1964 the midweek train was cut back to Bridlington and the 9.35 AM and 10.35 AM from Filey Holiday camp to York and Leeds were withdrawn. The Newcastle trains were diverted via Scarborough and as can be imagined, very little coast traffic remained on the York line by 1964. In 1964 the penultimate year of operation, there were eight weekday departures from York at 7.46 AM, 8.14 AM, 10.10 AM, 12.31 PM., 3.40 PM. (SO), 4.14 PM. (SX), 5.40 PM., 7.25 PM. and 9.45 PM. Most trains took about an hour for the 42 1/4 miles but others were slower particularly the remaining steam trains at 8.14 AM and 5.40 PM. which were allowed additional time for loading parcels. The loco off the 8.14 AM returned from Hull around midday with a parcel train Mondays to Fridays but on Saturday it hauled the 12.12 PM. passenger service taking 11 minutes longer than the Mondays to Fridays DMU. It then worked back from York on the 3.40 PM. In midsummer there was a Saturdays only Hull to Edinburgh through train at 11.10 AM. This ran nonstop from Beverley to York and had no corresponding working in the other direction. Again in midsummer only there was a York to Bridlington train at 9.40 AM Mondays to Fridays and 8.44 AM on Sundays. The Sunday train, which was from Wakefield Kirkgate, returned from Bridlington at 7.50 PM. and caused all stations, signal boxes and level crossings to be manned between Bootham and Market Weighton. Through tickets could be booked from Beverley, Market Weighton and Pocklington to London King's Cross throughout most of the line's history, but at one time bookings could also be made to Euston and St. Pancras. In 1885 the single fare from Hull to King's Cross or Euston via York was 25/11d first class, £1 second class, and 14/- third to all three London stations. A special feature around the turn of the century were first and third class tourist tickets from Beverley, Cherry Burton, Kipling Cotes and Market Weighton to a variety of destinations throughout the NER. A third class tourist ticket from Cherry Burton or Market Weighton to Alnwick was 26/3d in 1900, while a similar ticket from Kipling Cotes to Redcar was 14/3d though there can't have been may takers. First class season tickets were also available, valid for one year, and covering various NER districts identified with numbers. The NER's Nos. 4, 5, 6 and 7 District Annual Tickets, costing £25 or £30, took in the York-Beverley line in whole or in part, as well as other lines. In modern times special excursions were available for Sunday trains to the coast, and second class day return fares in 1963 were 9/9d to Filey from all stations between York and Pocklington (inclusive); the day return fare between Pocklington and Bridlington was 8/3d. Two other popular special tickets were the Weekly Runabout, especially for holidaymakers using the Bridlington and Filey trains, and the Saturday Football Special Half Day Excursion to York and Hull. There were also special fares for York race days and trains would have extra coaches to accommodate the increase in passengers. Sometimes extra trains would run from Hull. Train and bus tickets were interavailable between Beverley and Hull, recalling the one- time part ownership of the local bus operators, East Yorkshire Motor Services, by the railways. Seats could be reserved on two of the summer Saturday trains, the Hull-Glasgow and Newcastle-Filey Holiday Camp the charge in 1957 being 1/-.
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