ejrg.com
E-JRG ejrg.com E-JRG. E-Joint Review Group
Acronym Definition
JRG Jim Roberts Group
JRG joint review group (US DoD)
EJR East Jersey Railroad & Terminal Company
EJR European Journal of Radiology
EJR: Easton Junction Railway
The Ambergate, Nottingham, Boston and
Eastern Junction Railway was an early British railway company, which opened in
1850.
In the event it only opened from Nottingham to Grantham, the original aim being
to proceed alongside the Midland Railway's Erewash Valley Line or using running
rights over the line. At the, then, terminus near Pye Bridge, it would proceed
down the Amber Valley following an alignment that was later used by the Midland
in 1875. Not only were subscriptions minimal, some investors reneged on their
pledges - a common state of affairs in early railway history.
It received Parliamentary approval in 1846, and the engineer was John Underwood,
an associate of John Urpeth Rastrick
For all that it crossed a number of river valleys, the terrain was favourable.
The major engineering work was the Radcliffe-on-Trent Viaduct. The Trent
Navigation Company insisted on a clear span of at least 100ft and so a 110ft
cast iron arch was constructed on the northwest side, with three masonry arches
on the appoach.
Route of the railway
Opening
Rather than build its own expensive station in Nottingham, the ANB&EJR sought
running powers into the Midland Railway's Carrington Street station, from a
junction at Colwick. With the support of the city fathers it obtained these, but
the Midland insisted that it bought out the Nottingham and Grantham Canals. This
final blow to the company's overstretched finances were to have unfortunate, and
unintended, repercussions for the Midland.
The line opened for passengers in 1850 from its own terminus at Grantham Old
Wharf to Colwick.
Initially it was worked by E. B. Wilson and Company under contract to the
proprietors, with David Joy as the locomotive foreman. The opening seems to have
been somewhat chaotic. We have an informative account in David Joy's diary in
which he tells us that, when he arrived two days before the opening, nothing was
ready for him, and no engines to be found. He prevailed upon the Midland to lend
him two Bury Singles. However the first train departed at 9 a.m. with half a
dozen second and third class carriages and a number of wagons.
Takeover battle
Both the Midland and the LNWR were interested in making a takeover, since it
would impede the progress of the Great Northern's progress. Meanwhile, the Great
Northern was keen to penetrate Nottinghamshire and its coalfields, something
that Midland in particular was resisting, making a takeover offer in 1851.
However a member of the GNR board had acquired a holding of ANB&EJR shares and
was able to resist the offer.
Over the following months, the company's financial position worsened until in
1852, it was forced into a "financial arrangement" with the Great Northern when
it arrived in Grantham. Closing its station at the Wharf, the ANB&EJR ran into
the GNR station, and running rights were agreed such that the latter was able
advertise through coaches from Nottingham to London in competition with the
Midland.
The latter obtained an Order in Chancery preventing the GN from running into
Nottingham, but in 1852 an ANB&EJR train arrived in Nottingham with a GNR
locomotive at its head. When it uncoupled and went to "run around" the train it
found its way blocked by a Midland loco, while another blocked its retreat. The
engine was shepherded to a nearby shed and, for good measure, the tracks were
lifted. This episode became known as the "Battle of Nottingham" and, though the
action moved to the courtroom, it was seven months before the loco was released.
Acts of Parliament in 1853 and 1854 meant that the GNR took over completely but,
though the Midland grudgingly accepted passengers into its station, it refused
to handle goods which had to be carted from the terminus at Colwick. The GNR
therefore built its own terminus at London Road in 1857. In 1900 a new station,
Nottingham Victoria, was built jointly with the Great Central Railway.
The GNR built its GNR Derbyshire and Staffordshire Extension in 1878 then
acquired the Stafford and Uttoxeter Railway in 1881 thus gaining a through route
from Grantham to Wales.
Present Day
The line is still open to passengers and the table shows the present day
stations. It departs from the Nottingham line at Colwick Junction as a double
line, reducing to single immediately on the approach to Grantham station
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