14 thoughts on “Hutton Gate Station

  1. I used to travel from Middlesbrough by train to visit my brother who lived in Thweng Way just near the station. Prior to the closure of the railway, the station became a request stop and to get the train back to Middlesbrough one had to wave to the driver to stop just like a bus. Also coming out towards Guisborough the guard had to know when a stop at hutton Gate was required.

  2. In addition to the platform remains there are also foundations of a building or two just where the (new) Belmont mines embankment leaves the main line where the line crosses Aldenham Road. Does anyone know what this building was? There is also one side of the bridge abutment on Hutton Village Road and the railway track can be traced through the gardens of the houses of Sandwood Park(!) up to the Guisborough Forest Walkway.

  3. Having considered my point above, I believe the building on the right of the line just off Aldenham Road may have been a signal box of some description. There would have been a need to control the junction, and I think there were sidings nearby. The book ‘Guisborough Past and Present’ contains several photographs of the line in operation, but sadly none of the junction when it was operational (I believe up to 1933).

    • The junction for the Belmont Mines branch was controlled from Hutton Gate signal box along with all the branch and main line signalling. This also controlled locomotives using the two NER water columns situated beside the Guisborough direction road and between the Middlesbrough direction road and the Belmont road so they could do so safely. The columns were fed from a large metal header tank nearby mounted on a brick and stone base, the tank held about 20,000 gallons of water filtered for loco use. The tank was located on the left hand side of the line facing towards the station and its position is marked by the big rectangular ‘dink’ in the existing boundary fence. NB the blue roofed building nearby has no known railway connection, it looks like it has always been a barn. After the Belmont mine closed, the branch was cut back to a point within the BR boundary (about where Aldenham Road comes in) and used as an additional siding mostly for surplus wagon storage until around 1959/60 when Hutton block post was done away with and the NER signals, sidings, box, columns and water tank et al were taken away and the station became an unstaffed halt. Two BR steel distant signals were installed instead, one at the crossing opposite Highcliffe School, from Hutton Lane to where the white East Park cottage was (now replaced with a new house of the same name and block paved drive), it was the original access to Hutton Hall and where the first Hutton station was situated (1861); the other at the end of the Guisborough bound platform. Guisborough ‘box took over from Hutton ‘box thereafter until closure but I think both signals were fixed (cautions). I think the building in the query sounds like a much earlier signal cabin relating to the first Hutton station and duly replaced by Guisborough box, so very well back into the 19th century; it probably ended up recycled as a lineside hut. Maybe somebody out there can confirm? See also the excellent Disused Stations website for more info.
      Hope this helps.

      • For further clarification – the points leading on to the Belmont Mine siding were situated just past the platform ends at the Guisborough end, hence the water columns being stood between three sets of tracks, and the point rodding for them can be seen between the two running lines from the signalbox in early 50s photos. To date no close up photos have surfaced of these columns or the water tank, but I remember them well enough from family walks in my childhood to be able to sketch them reasonably accurately.
        There was also a crossover between the running lines in front of the ‘box by the level crossing, controlled from it and guarded by two NER ground signals, lit at night with oil lamps and also seen in early photos, as was the coal/timber siding by a separate set. These were all removed at the same time as the rest of the fixtures leaving plain track throughout for the remainder of the railway’s life (and a far less interesting layout!).
        On an unrelated note, I also recall there being a Royal Mail letterbox at the main station house, set into the front of a since-demolished matching outbuilding attached at the Pease Court end, where the panel fence is. I believe it was repositioned nearby at the roadside after the line closed.

  4. Its great that after so long where the whole of this area was covered in trees & undergrowth so it was difficult to see it, its now (March 2011) been cleared of vegetation & plans are afoot for an interpretive board & seat

  5. Hutton Gate station was originally built as a private station for Hutton Hall and it became a public station from 1906 until closure under the ‘Beeching Axe’ in 1964. It had the current station house, a waiting room which occasionally doubled as a Sunday School, an ornate red brick signal box built to complement Hutton Hall, goods siding to handle timber from the estate also including a two arch stone built coal delivery depot (the remnants are a feature in the garden of a nearby house), full signalling, locomotive watering facilities and the junction for the branch line up to Belmont Mine which after closure of the mine became a siding as far as what is now Aldenham Road. A level crossing with manually operated gates and ‘stop look listen’ boards took the private road, now Pease Court, to the Hall although the alternative road access to the Hall and Hutton Village used a nearby girder underbridge situated next to what is now the entrance to Sandwood Park. This was dismantled in 1965 along with the whole route from Brotton to the junction with the Esk Valley line. There was even a limited amount of car parking at the station.
    Up to May 1958 trains ran from Middlesbrough right through down the scenic coast line to Whitby and Scarborough via Hutton Gate, Guisborough and Loftus; in the summer months up to the mid 50s the line was busy not only with normal services but with seaside specials from further afield, although these tended to run non stop unless water needed to be taken, from the two water columns that stood together with their header tank roughly 100 yards (130m) from the end of the platforms towards Guisborough. There was ironstone mines traffic in the early years, also coal and freight of various kinds and latterly, traffic to and from Skinningrove steelworks and Blackett Hutton Foundry in Guisborough (where the council offices are now).
    Some of the Whitby service trains did not call at Guisborough station but at Hutton instead to save time, as Guisborough workings involved a lengthy reversing procedure to and from the dead end terminus in order to regain the main line and continue the journey; so intending passengers needed to be aware of the time tables so as not to miss their train. Hutton Gate was effectively Guisborough’s second station especially with the development of the surrounding housing estates from the late 50s on, regrettably this added market would not be sufficient to prevent eventual closure. Following withdrawal of services to Whitby in 1958, steam hauled trains were replaced by the new diesel railcars which were a great success and were originally intended to run on all of the routes – as it was, services continued to run to Loftus until 1960 and thereafter only to Guisborough until 1964. The closed section between Guisborough and Boosbeck became effectively a long siding used mainly for the storage of condemned surplus rolling stock prior to being scrapped . Boosbeck continued as a public delivery siding until final closure.
    All trains from 1958 on called at Guisborough but only by request at Hutton Gate which by this time had become an unstaffed halt (under the jurisdiction of the Guisborough stationmaster) with a much simplified layout and stripped of most of the infrastructure save two replacement ‘distant’ signals, until closure. The signal box also disappeared, its functions covered by the ‘box at Guisborough. The last passenger trains ran at the end of February 1964, freight lasted until the end of August of the same year and the rails were uplifted in the summer of 1965; the station was subsequently sold and took on its current use. Guisborough station was replaced by a health centre and car parking; the rail link went just before the town’s massive expansion in the 60s and 70s.
    With towns and villages along the routes growing and increasingly popular, it is interesting with the benefit of hindsight to ponder how much value retained lines not only to Middlesbrough but also to Whitby and beyond might have been to the district – and how much revenue they might now have been generating from commuter and tourist traffic?

  6. Correction – the station became public 01/01/1904 not 1906. Lots more background history can be found on http://www.disused-stations.org.uk .

    Great use of the station was made by military personnel based at the nearby army camp (where Farndale Road estate is now) during and after WW2.

    From memory, the girder bridge over Hutton Village Road was painted olive green as were other metal bridges on the line. One stone abutment is still in existence on the station side of the road. The structure consisted of three “hogsback” design girders with the rail support assemblies in between, and handrails painted black welded to the two outer girders. I went under it many times as a child on family walks and remember trains rumbling over it…

    Hutton Signalbox and that at Guisborough Junction (by Enfield Chase) were under the jurisdiction of the Guisborough stationmaster and he was required to visit both boxes three times a week on alternate days to make sure all was well, then Guisborough only after Hutton closed.

    According to the 1920 OS County Series 25″ map of the area, the line up to Belmont Mine when that was open for business (1907-21), was accessed separately from both the down line (eastbound) and the up line (westbound) by separate sets of points, presumably so that ironstone trains bound for Middlesbrough coming on to or off the branch could do so without having to use the crossover by the signalbox, thereby saving time and delays on what was then a very busy route carrying heavy mineral and passenger traffic. After the mine closed in 1921 the branch was cut back to a long siding within the railway company boundary, and the points leading from the eastbound line taken out; access then being only from the westbound line as a ‘kickback’ junction requiring wrong-direction working and use of the crossover, all under the supervision of the signalman. The siding was mostly used for storage of spare rolling stock in its later years.

  7. Diesel locos were also used on the guisborough branch for freight traffic, when I worked at thornaby there was an old boy who tragically killed the crew of a milk float on the crossing at Hutton gate with what became a class 27 loco. Has anyone go a picture of the signal which protected the junction off the station branch, as apparently it was a gas lit colour light. I have a picture of the signalbox diagram and it is shown as a red arm with a circle round it and I have seen local instructions appertaining to it

    • Yes – there is currently on show at Guisborough Museum a selection of photos some in colour, taken on the last day of passenger services to Guisborough, by Maurice Burns and others, and one of the pics is of the signal in question, by Sparrow Lane bridge – it consisted of two gas lit yellow (distant) lights mounted on recycled timber signal posts and an old NER bracket, very much an S&T Dept home made affair by the look of it, and with a relay box and telephone pole right behind linked to Guisborough signalbox; according to the last station master, one light protected the passenger line (former Down) and the other the goods line (former Up) both roads being worked as two single lines off Guisborough Junction, hence the single slip at the junction and the nearby crossover beyond to enable returning trains to access the correct road depending on the direction of their onward journey. The exhibition is on as far as I know until October but with the 50th anniversary of closure looming next year it may be extended; the museum is behind Sunnyfield House and is open Thursdays and Saturdays 10 till 4, 01287 636834.
      Worth a look and you can sometimes park outside the museum if not too busy.

  8. I can remember a visit to Hutton Gate station when I was aged either 3 or 4. We travelled from Middlesbrough in a Sentinel Steam Car. Its colour (green) was particularly noticed. I gather Sentinels worked the Middlesbrough-Whitby coastal route. Many years later I happened to see a Sentinel being towed outside Darlington station.

  9. New for 2017 – model of Hutton Gate Station and whole length of line from Aldenham Road to Sandwood Park including bridge over Hutton Village Road, in Guisborough Museum (behind Sunnyfield House), together with photos, drawings etc.
    Also refreshed model of Guisborough Station to same scale. Open Thursdays and Saturdays 10am till 4pm.

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