47-646: The South Durham and Lancashire Union Railway (SD&LUR) built a railway line linking the Stockton and Darlington Railway near Bishop Auckland with the Lancaster and Carlisle Railway (the West Coast Main Line ) at Tebay , via Barnard Castle , Stainmore Summit and Kirkby Stephen . The line opened in 1861 and became known as the Stainmore Line . The Stockton and Darlington absorbed
94-491: A cantilever bridge , was drawn up by Sir Benjamin Baker and Sir John Fowler . The Forth Bridge was completed in 1890. Bouch also seems to have been involved in the design of pleasure piers. He designed Portobello Pier in 1869, which opened in 1871. The structure rusted badly and by 1917 was uneconomic to repair and was demolished. Thomas was a brother of William Bouch , the railway engine designer. Thomas Bouch bought
141-619: A 12-arch design constructed in brick, carried the Stanhope and Tyne Railway 175 feet (53 m) above Hownsgill. Today it forms part of the Sea to Sea Cycle Route . Bouch returned repeatedly to the problem of bridging the two great East Coast firths. Eventually authorisation was given to bridge both the Tay and the Forth; in both cases Bouch was the engineer selected to design the bridge. Bouch designed
188-688: A country house in Moffat , "his health", already not good, "more rapidly gave way... under the shock and distress of mind" caused by the disaster. However he kept offices in Edinburgh, at 111 George Street, his Edinburgh address being 6 Oxford Terrace, near Dean Bridge . He died at his house in Moffat on 30 October 1880 a few months after the public inquiry into the disaster finished. He is buried very close by, in Dean Cemetery . "In his death", said
235-483: A day between Darlington and Tebay, with five trains a day between Kirkby Stephen and Penrith, and the line was also used for specials from Newcastle to Blackpool. The 1947 LNER timetable shows three trains a day between Darlington and Penrith, and another between Darlington and Kirkby Stephen, via the Darlington and Barnard Castle route. There were three trains a day from Darlington to Barnard Castle that continued on
282-610: A direct connection between the West Cumbrian haematite mines and the area served by the Stockton and Darlington (which was behind them): His response to a toast at a dinner after the cutting of the first sod on the Eden Railway gave his philosophy on the engineering of those lines: The works were all of a light and inexpensive character, and if he gave them a first-class railway, - one upon which any speed attainable by
329-399: A locomotive engine could be run with perfect safety and ease - if he gave it without any extravagance, then he should only have done his duty, but if he failed then he should deserve all the obloquy and discredit attaching to the failure of light works. … Mr Whitwell had spoken of his character as a maker of cheap railways, but in giving a cheap Eden Valley railway he had relied entirely upon
376-510: A mine and the S&;DR started hauling ironstone to their blast furnaces west of Bishop Auckland. By 1851 Derwent Iron had opened a mine in the area and began moving ironstone 54 miles (87 km) to Consett. The iron ore from Cleveland is high in phosphorus and needs to be mixed with purer ores, such as those on the west coast in Cumberland and Lancashire . In the early 1850s this ore
423-494: A result of defects in design, construction and maintenance, for all of which Bouch was held responsible. He died within 18 months of being knighted. Bouch's father (a retired sea-captain) kept the Ship Inn at Thursby and Thomas was educated locally (Thursby and then Carlisle) before at the age of 17 beginning his civil engineering career as assistant to one of the engineers constructing the Lancaster and Carlisle Railway . After
470-958: A route from the East Coast Main Line (ECML) at Northallerton via Richmond , Barnard Castle , the Tees Valley , Stainmore and the Eden Valley to the L&;CR at Clifton . A rival scheme, the Yorkshire & Glasgow Union Railway, left the ECML at Thirsk , crossed the Pennines to Hawes , then Kirkby Stephen , Appleby and so reached Clifton. The Leeds and Carlisle left the Leeds Northern Railway near Headingley and passed through Wharfedale to Hawes and
517-510: A short section of the former SD&LUR line west of the main station building, which has also been restored by volunteers. Public passenger services were launched in August 2011 as part of a Stainmore 150 gala, which celebrated 150 years since the SD&;LUR was opened. As part of this celebration, a replica Stainmore Summit sign was cast and was erected in the position of the original. Parts of
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#1732780334688564-907: A short spell working in Leeds (1844–45) he was for four years one of the Resident Engineers on the Stockton and Darlington Railway , leaving in 1849 to become manager and engineer of the Edinburgh and Northern Railway , one of the precursors of the North British Railway . He introduced the first roll-on roll-off train ferries in the world, across the Firth of Forth from Granton to Burntisland in Fife (3 February 1850.) Others had had similar ideas, but Bouch put them into effect, and did so with an attention to detail (such as design of
611-419: A southwards facing junction was built at Tebay after protracted negotiations with the L&CR. A new station was built to replace the terminus at Barnard Castle. A mineral train ran between Barnard Castle and Barras on 26 March 1861, and mineral traffic worked through to Tebay from 4 July 1861. After an opening ceremony on 7 August 1861, the SD&LUR was open to passengers the following day. Stations opened on
658-494: The Duke of Cleveland between Bishop Auckland and Barnard Castle, and it was a condition of the enabling Act that work on the two lines must be simultaneous. Attempts in 1847 and 1848 to repeal this clause failed and the company failed to raise the necessary finance to start work, its powers lapsed and was wound up. In summer 1850 Henry Bolckow and John Vaughan discovered a seam of iron ore at Eston , North Yorkshire. They opened
705-583: The Eden Valley . These schemes came together as the Northern Counties Union Railway, which was given authority by the Northern Counties Union Railway Act 1846 ( 9 & 10 Vict. c. cclx) for a 69 miles (111 km) line from Thirsk to Clifton and a 50 + 1 ⁄ 4 miles (80.9 km) line from Bishop Auckland to Tebay . However, it would have cost £35,000 to pass through the estate of
752-456: The Edinburgh and Northern Railway he introduced the first roll-on/roll-off train ferry service in the world. Subsequently as a consulting engineer, he helped develop the caisson and popularised the use of lattice girders in railway bridges. He was knighted after the successful completion of the first Tay Railway Bridge , but his reputation was destroyed by the subsequent Tay Bridge disaster , in which 75 people are believed to have died as
799-505: The London & North Western Railway , to the south. The ceremonial cutting of the first sod for the SD&LUR was at Kirkby Stephen on 25 August 1857, and that for the EVR was at Appleby on 28 July 1858. Land for two tracks purchased, but a single track line was laid. Bouch had laid out an economical route that followed the contours and avoided tunnels, but there were formidable gradients up to
846-474: The South Esk Viaduct , at Montrose , but after another inspection, the bridge was demolished and replaced. The remains of the original Tay bridge were demolished and replaced by an entirely new design by William Henry Barlow and his son Crawford Barlow. Some of the wrought iron girders were re-used in the new double track bridge by cutting them in half and re-welding to form wider structures for
893-645: The ferry slip ) which led a subsequent President of the Institution of Civil Engineers to settle any dispute over priority of invention with the observation that "there was little merit in a simple conception of this kind, compared with a work practically carried out in all its details, and brought to perfection." Bouch then set up on his own as a railway engineer, working chiefly in Scotland and Northern England. Lines he designed include four connecting lines all built by separate companies, which together allowed
940-523: The 1,370 feet (420 m) high Stainmore Summit . Valleys were crossed by viaducts, including three made from wrought-iron that crossed the Tees, Deepdale and Belah rivers and cost a total of £77,400. The viaducts at Tees Valley, Deepdale, Belah and Smardale Gill were built wide enough for two tracks. The route between West Auckland and Barnard Castle was changed after negotiations with the Duke of Cleveland, and
987-401: The 1860s, some surviving and still carrying railway traffic. Being the engineer, Thomas Bouch was blamed for the collapse of the Tay bridge. His assistant, Charles Meik , conveyed the impression that he "was aptly named", implying that he had no real influence over the design and construction. After the inquiry, Bouch rapidly removed and reinforced similar lugs on the new bridge he had built,
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#17327803346881034-759: The Derwent Valley; by 1860 this had grown into the Newcastle, Derwent & Weardale Railway, which now bypassed the S&DR and linked with the SD&LUR, and the North British and London & North Western (LNWR) railways were providing two thirds of the capital. The LNWR proposed to build warehouses in Hartlepool and buy shares in the West Hartlepool Railway . The North Eastern Railway (NER), formed in 1854 by amalgamation, at
1081-708: The SD&LUR, and the Stockton and Darlington became a constituent of the North Eastern Railway . The line closed in stages between 1952 and 1962. A short section of the line at Kirkby Stephen East station has been restored by the Stainmore Railway Company . When the Lancaster and Carlisle Railway (L&CR) was approved in June 1844 there were a number of schemes for a railway over the Pennines . The York & Carlisle Railway proposed
1128-748: The St Andrews Railway showed). Bouch did the initial survey for the Edinburgh Suburban and Southside Junction Railway , laid out tramway systems in Edinburgh, Glasgow, Dundee and London, and designed the Redheugh viaduct a road bridge across the Tyne at the same height as and not far upstream of Stephenson's High Level Bridge . He also designed Hownes Gill Viaduct in Consett , County Durham, which at 700 feet (210 m) long and using
1175-653: The Tees Valley Junction. The NER opened the Tees Valley Railway to Middleton-in-Teesdale in 1868. Doubling of the line to Tebay, except for Belah and Kirkby Stephen and Kirkby Stephen and Sandy Bank had been approved by 1875. The section between Belah to Kirkby Stephen was approved in 1889, and this involved the doubling of the Aitygill, Merrygill and Podgill viaducts. Smardale Gill Viaduct was built wide enough for double track, but single track
1222-616: The Wikimedia System Administrators, please include the details below. Request from 172.68.168.237 via cp1104 cp1104, Varnish XID 196607855 Upstream caches: cp1104 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 07:52:14 GMT Thomas Bouch Sir Thomas Bouch ( / ˈ b aʊ tʃ / ; 25 February 1822 – 30 October 1880) was a British railway engineer . He was born in Thursby , near Carlisle , Cumberland , and lived in Edinburgh . As manager of
1269-503: The aim of increasing speed and reliability, steam trains were replaced with electric and diesel traction and Diesel Multiple Units took over local passenger services on the line in February 1958. A proposal to close the line between Barnard Castle and Penrith was published at the end of 1959. Freight was diverted via Newcastle and Carlisle from July 1960 and, despite objections, the last train ran on 20 January 1962. The passenger service
1316-524: The boundary. Local passenger trains were withdrawn between Kirkby Stephen and Tebay on 1 December 1952, although steam-hauled summer Saturday services from the north-east to Blackpool continued to use the route until the end of the 1961 holiday season. The 1955 Modernisation Plan , known formally as the "Modernisation and Re-Equipment of the British Railways", was published in December 1954. With
1363-568: The branch to Middleton in Teesdale, and two a day between Kirkby Stephen and Tebay. There were four services a day between Bishop Auckland and Barnard Castle, three of which continued to Middleton in Teesdale. Britain's railways were nationalised on 1 January 1948 and the lines were placed under the control of British Railways . In the early 1950s control was divided between the North Eastern and London Midland regions with Kirkby Stephen as
1410-519: The cabs that were unpopular with the crews. Kirkby Stephen became a junction station when the EVR opened to mineral traffic on 8 April 1862 and passengers began to be carried on 9 June 1862. The line between West Auckland and Barnard Castle opened for minerals in July 1863 and passengers on 1 August 1863. In 1859 a company had been formed to link the Newcastle & Carlisle Railway with the S&DR via
1457-418: The contractors to the railway company sacrificed safety and durability to save costs. Sloppy work practices, such as poor casting of the metal, and the re-use of girders dropped into the estuary during construction, were factors in the bridge's collapse. The inquiry concluded that the bridge was "badly designed, badly built, and badly maintained". The entire "high girders" section, in which trains ran inside
South Durham and Lancashire Union Railway - Misplaced Pages Continue
1504-534: The detailed engineering of the Belah viaduct piers (and described the viaduct as one of the lightest and cheapest of the kind that had ever been erected.) Elsewhere, Bouch's forte was cheapness, and an ability to construct branch lines at a capital cost that might allow them to pay their way, especially if operated frugally (In 1854 Bouch advised the directors of the Peebles Railway that the company should work
1551-529: The easy district, and not on inferiority of the works. The line would be carried out in the most permanent and substantial manner possible. He made considerable use of lattice girder bridges, both with conventional masonry piers and with iron lattice piers; the most notable examples of the latter being on the Stainmore line: the Deepdale and Belah Viaducts . A contemporary treatise on iron bridges praised
1598-645: The first Tay Rail Bridge while working for the North British Railway, and the official opening took place in May 1878. Queen Victoria travelled over it in late June 1879, and she awarded him a knighthood in recognition of his achievement. The bridge collapsed on 28 December 1879, in the Tay Bridge disaster , when it was hit by strong side winds. A train was travelling over it at the time, and 75 people died. The subsequent public inquiry revealed that
1645-528: The girders rather than on top of them, fell during the accident, taking the train with it. Analysis of the archives has shown that the design, which featured cast-iron columns with integral lugs holding the tie bars, was a critical mistake, because cast iron is brittle under tension. Many similar bridges had been built using cast-iron columns and wrought iron tie bars, but none used that particular design detail. Gustave Eiffel built many such bridges in France in
1692-472: The line at: The S&DR worked traffic from the start, and initially two return services a day were provided between Redcar (except one early morning that started from Middlesbrough) and Tebay via Darlington. Two locomotives, No. 160 Brougham and No. 161 Lowther, had been built for the line in 1860 by Stephenson and Co. with a 4-4-0 wheel arrangement and enclosed cab. William Bouch designed four more that were made in 1862; these were similar but without
1739-728: The line have also been preserved as public footpaths by the Northern Viaduct Trust , who also care for Smardale Gill, Podgill and Merrygill viaducts which all survive. Another small section of the line, in close proximity to the current operating limits of the Stainmore Railway Company, has been converted into Waitby Greenriggs Nature Reserve , which is owned and operated by the Cumbria Wildlife Trust . Stockton and Darlington Railway Too Many Requests If you report this error to
1786-519: The line themselves, as they could do so much more economically than a large undertaking.) Examples included branches to St Andrews , to Leven , and to Peebles , the Peebles line being described in his obituary as "long the pattern for cheap construction". This could leave over-optimistic clients with a railway designed and built to a price and not making enough money to support proper maintenance (and hence laying up problems for itself as an accident on
1833-563: The return journey, the assisting locomotive then running light from the summit to Barnard Castle. Snow could a problem on the line, especially between the summit and Belah, and the line was closed by the weather in 1942, 1947 and 1955. As a result of the Railways Act 1921 , on 1 January 1923 the North Eastern Railway became part of the London and North Eastern Railway (LNER). Until 1932 there were three passenger trains
1880-529: The time was the largest railway company in the country and controlled the East Coast Main Line from Knottingley , south of York, through Darlington to Berwick-upon-Tweed . When they approached the S&DR with a proposal to merge, the S&DR deciding they preferred a merger with the NER than eventually become part of the LNWR, entered negotiations. Opposed by the NER, the Newcastle, Derwent & Weardale Railway bill
1927-425: The track. The brick and masonry piers from the old bridge were left as breakwaters for the new piers, which were monocoques of wrought iron and steel. Bouch's design for a suspension bridge to take a railway across the Firth of Forth , had been accepted and the foundation stone laid, but the project was cancelled following the Tay Bridge disaster . One of the piers still remains at the site. A different design,
South Durham and Lancashire Union Railway - Misplaced Pages Continue
1974-467: Was approved by the House of Commons in 1861, although the line was eventually rejected by the House of Lords. The SD&LUR and EVR merged with the S&DR on 30 June 1862, and the S&DR and North Eastern Railway merged on 13 July 1863. Traffic increased rapidly and the line was doubled, starting with the section from Bowes to the summit at Stainmore in 1866, followed by the line from Barnard Castle to
2021-542: Was given royal assent on 3 July 1854 and the railway opened on 8 July 1856. Both the South Durham & Lancashire Union Railway (SD&LUR) and the Eden Valley Railway (EVR) companies were formed on 20 September 1856. The SD&LUR route left the Stockton & Darlington Railway Haggerleases branch west of West Auckland, then crossed the Pennines to Tebay via Barnard Castle, Kirkby Stephen. The route
2068-410: Was laid to ease the curve. At the end of the 19th century the line would be typically used by twenty freight trains, mostly mineral traffic. Westbound, 'double load' trains of 32 wagons would be assisted on the rising gradient by a locomotive at the rear. At the summit, where there was a reservoir to provide water, trains would be split into two for the descent. Up to 50 empty wagons could be managed on
2115-475: Was surveyed by Thomas Bouch and the company received permission on 13 July 1857. The EVR had a choice of following the east and west bank of the Eden and the cheaper route on the east bank was chosen even though it was a mile longer. An Act received Royal Assent on 21 May 1858, the line turning south as it joined the main line at Clifton on the insistence of the L&CR so it could not be used to bypass its allies,
2162-578: Was travelling the long way round via Newcastle and Carlisle from the Barrow-in-Furness area, and Durham coke was returning. A railway to serve Barnard Castle was proposed in 1852 that bypassed the Duke of Cleveland's estate, running from junction near North Road station and following the River Tees to Barnard Castle. An application in 1852 failed, but the 15 + 1 ⁄ 4 -mile (24.5 km) Darlington and Barnard Castle Railway Act 1854
2209-637: Was withdrawn on the remaining section of the former SD&LUR between Bishop Auckland and Barnard Castle on 12 June 1962. In 1963 Dr Beeching published his report "The Reshaping of British Railways", which recommended closing the network's least used stations and lines. This listed the route Darlington–Barnard Castle–Middleton-in-Teesdale and the former Darlington and Barnard Castle Railway and Tees Valley Railway to Middleton in Teesdale closed to passengers on 30 November 1964 and completely on 5 April 1965. The Stainmore Railway Company , based at Kirkby Stephen East station, were formed in 2000. They have re-instated
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