86-604: The Stanhope and Tyne Railway was an early British mineral railway that ran from Stanhope to South Shields at the mouth of the River Tyne in County Durham , England. It ran through the towns of Birtley , Chester Le Street , West Stanley and Consett . The object was to convey limestone from Stanhope and coal from West Consett and elsewhere to the Tyne, and to local consumers. Passengers were later carried on parts of
172-406: A 20-horsepower (15 kW) stationary engine situated at the bottom, the ascending and descending cradles partly balancing one another. Only one railway wagon could be handled in each direction at a time, limiting the throughput to twelve an hour. After Hownes Gill the line passed the site of Consett Iron Works, later very much enlarged and developed; the line climbed at 1 in 71 to Carr House. There
258-444: A 5-ton chain was housed in a shaft, and at first it was coiled on the base. As the load descended the chain was increasingly pulled up, neatly counterbalancing the weight of the loaded chaldron; when the chaldron was discharged the weight of the chain pulled it back up. The main line was 33 + 7 ⁄ 8 miles (54.5 km) in length; there was a branch to Medomsley Colliery ( 1 + 1 ⁄ 4 miles (2.0 km)), and in 1835
344-467: A branch to Tanfield Moor colliery was opened, partly by restoration of an earlier waggonway, 2 + 1 ⁄ 8 miles (3.4 km), this was known as the Harelaw branch. There were no large towns on the line of route, which was planned purely for mineral transport. The rails used on the line were of fish-bellied form, weighing 20 and 40 pounds per yard (10 and 20 kg/m), on stone blocks. The gauge of
430-669: A director, later becoming Chairman (1904-5; curtailed by his appointment as Foreign Secretary). In his autobiographical work Twenty-Five Years Grey later wrote that ‘…the year 1905 was one of the happiest of my life; the work of Chairman of the Railway was agreeable and interesting…’. After leaving the Foreign Office Grey resumed his directorship of the NER in 1917, and when the North Eastern Railway became part of
516-515: A figure of 1,602 in the 2011 census for the ONS built-up-area which includes Crawleyside. In 2011 the parish population was 4,581. Stanhope parish is the largest parish area in England, at 85 square miles (221 km ) It has some land in common with the neighbouring Wolsingham civil parish. On 31 December 1894 "Stanhope Urban" parish was formed from part of Stanhope parish, but on 1 April 1937 it
602-488: A loss-making railway was not a plan for easy success, and it was not until 1844 when the through route from London to Gateshead opened, using part of the P&;SSR line, that the finances improved. Around the area of Carr House there were extensive deposits of iron ore as well as coal, and the availability from relatively near of abundant limestone encouraged consideration of iron smelting, and in 1840 Jonathan Richardson founded
688-536: A mile annually. The wild hills of the western section were less useful agriculturally and the wayleave fees were considerably less. Nonetheless the annual wayleave charge was about £5,600. Most of the capital required for the construction was found by London financiers. The terrain at the western end of the line was exceedingly difficult due to its hilly nature and the high altitude; construction at Stanhope started in July 1832. The eastern section across much easier terrain
774-534: A partnership was formed. They arranged wayleaves to get their line from Consett to Stanhope, avoiding the expense of obtaining an act of Parliament. Stanhope was the location of extensive reserves of limestone, required in the process of smelting iron ore. At this stage, the plan was to use the Tanfield Waggonway to transport the materials to the Tyne. As well as the limestone quarries at Stanhope, there were limekilns, producing quicklime . The partnership
860-619: A railway from Waskerley on the section it had acquired from the Stanhope company. It arranged wayleaves for the purpose in 1843, and arranged with the Stockton and Darlington Railway for the latter to lease the line from Waskerley and the existing former section, which it reopened. The Stockton and Darlington Railway took possession on 1 January 1845 and named the lines "the Wear and Derwent Junction Railway". The line from Crook to Waskerley Junction
946-674: A relatively compact territory, in which it had a near monopoly. That district extended through Yorkshire , County Durham and Northumberland , with outposts in Westmorland and Cumberland . The only company penetrating its territory was the Hull & Barnsley, which it absorbed shortly before the main grouping. The NER's main line formed the middle link on the Anglo-Scottish "East Coast Main Line" between London and Edinburgh , joining
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#17327833354251032-469: A siding containing spare wagons; a man and a boy were killed. The eastern section was opened on 10 September 1834, the first public railway on Tyneside. Horse traction was used as well as locomotives, and in the hilly section there were inclines worked by stationary engines as well as self-acting inclines. The first consignment of coal was brought from the Medomsley collieries in a train of 100 wagons, and
1118-604: A story about the Bells and the NER: As the heirs of the director of the North Eastern Railway, the Hugh Bells were transport royalty. At Middlesbrough the stationmaster doffed his hat to them and ushered them onto the train at Redcar. Many years later, Florence's daughter Lady Richmond was to remember an occasion when she was seeing her father off from King's Cross, and he had remained on the platform so that they could talk until
1204-460: A through north-south route: the beginnings of an East Coast main line, although not the present-day route. In 1844 the final link in this chain (Belmont Junction to Rainton Crossing) was opened and on 24 May 1844 a special train carrying the directors of the Newcastle and Darlington Junction Railway ran through from York to Gateshead. On 18 June 1844 a special train was run from London to Gateshead,
1290-621: Is a market town and civil parish in the County Durham district, in the ceremonial county of Durham , England. It lies on the River Wear between Eastgate and Frosterley , in the north-east of Weardale . The main A689 road over the Pennines is crossed by the B6278 between Barnard Castle and Shotley Bridge . In 2001 Stanhope had a population of 1,633, in 2019 an estimate of 1,627, and
1376-552: Is largely drawn from Appendix E (pp 778–779) in Tomlinson. 1854 1857 1858 1859 1862 1863 1865 1866 1870 1872 1874 1876 1882 1883 1889 1893 1898 1900 1914 1922 1853 1857 1893 Having inherited the country's first ever great barrel-vault roofed station, Newcastle Central, from its constituent the York Newcastle & Berwick railway,
1462-415: Is still extant but in non-transport use since 1991 as a second-hand book warehouse, the others having been demolished during the 1950s/60s state-owned railway era, two (Sunderland and Middlesbrough) following Second World War bomb damage. The NER was the first railway company in the world to appoint a full-time salaried architect to work with its chief engineer in constructing railway facilities. Some of
1548-402: The 17th (N.E.R. Pioneer) Battalion and 32nd (N.E.R. Reserve) Battalion, Northumberland Fusiliers . This was the first time that a battalion had been raised from one Company. The company also sent two tug boats, NER No.3 . and Stranton The latter became HM Tug Char and was lost at sea on 16 January 1915 with the loss of all hands. The NER Heraldic Device (seen above the tile map photo)
1634-890: The Great Northern Railway near Doncaster and the North British Railway at Berwick-upon-Tweed . Although primarily a Northern English railway, the NER had a short length of line in Scotland, in Roxburghshire , with stations at Carham and Sprouston on the Tweedmouth-Kelso route (making it the only English railway with sole ownership of any line in Scotland), and was a joint owner of the Forth railway bridge and its approach lines. The NER
1720-753: The London and North Eastern Railway he became a director of that company, remaining in this position until 1933. At the Railway Centenary celebrations in July 1925, Grey accompanied the Duke and Duchess of York and presented them with silver models of the Stockton and Darlington Railway engine Locomotion and the passenger carriage Experiment . (Post renamed Superintendent of the Line): (Post then divided between General Superintendent - Henry Angus Watson - & Chief Passenger Agent) The above list only covers
1806-411: The River Wear . The deposits very close to the waterways soon became worked out, and the location of the mining moved progressively away in the seventeenth century, requiring longer transits overland. The mineral could be conveyed to a quay by cart. Even in the early decades of the nineteenth century, there were very few public roads, and the carts made their way across private land, paying a wayleave to
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#17327833354251892-570: The 12th–13th centuries, with restoration in 1663 and 1867. The earliest known Rector was Richardus in 1200. Joseph Butler , later Bishop of Bristol, was Rector in 1725. Stanhope Castle may be on the site of a motte and bailey castle according to some evidence from the 1790s. Furthermore, Bishop Anthony Bek granted land "to the west side of Stanhope castle". The present castle was built for Cuthbert Rippon (1744-1801) in 1798 with additions in 1823 by his son, also Cuthbert (1797–1867) and Member of Parliament for Gateshead. Ignatius Bonomi (1787–1870)
1978-642: The 2001 United Kingdom foot-and-mouth outbreak and times of bad weather. Stanhope is the current terminus of the Weardale Railway , a heritage line operating mainly at weekends from Bishop Auckland, with stations at Frosterley , Wolsingham and Witton-le-Wear . Stanhope station stood in for the fictional Partlington Station in an episode of the criminal drama series Vera . In order of birth: [REDACTED] Media related to Stanhope, County Durham at Wikimedia Commons North Eastern Railway (United Kingdom) The North Eastern Railway ( NER )
2064-680: The Carrhouse station at Consett was not feasible for passenger trains at the time because of the means of crossing the deep ravine and Hownes Gill on the intervening section. The Wear Valley Railway company had been established in July 1845, to extend the Bishop Auckland line from Witton-le-Wear to Frosterley, and in 1846 the Wear Valley Railway took possession of the Derwent Iron Company's lines taken from
2150-524: The Crawley engine was 1 ⁄ 2 mile (0.8 km) long on gradients of 1 in 8 and 1 in 12, passing through Hog Hill tunnel, about 120 yards (110 m) long. At the Crawley engine (1,223 feet (373 m) above sea level) the ropes were changed and the sets of wagons were drawn up to the Weatherhill engine, over 1 mile (1.6 km) away, over gradients of 1 in 21 and 1 in 13. From Weatherhill
2236-538: The Derwent Iron Company there. Within ten years the district had a population of 2,500 due to the iron works. When the Stanhope and Tyne Railway fell into financial difficulties, the Derwent Iron Company had to take urgent steps to ensure continuity of the Stanhope limestone, and it was this factor that caused the acquisition referred to above. The Derwent Iron Company sought to connect with the Stockton and Darlington Railway at Crook (near Bishop Auckland ) and projected
2322-520: The Medomsley colliery branch of the S&;TR trailed in. From Carr House the line continued, falling at 1 in 108; both inclines were worked by a stationary engine at Carr House. The line then ran northeast along the ridge near the collieries of Stanley and Annfield Plain. It passed over the Pontop Ridge (between East Castle and Annfield) on an incline, gradient 1 in 148, worked by a stationary engine at
2408-483: The NER during the next half century built a finer set of grand principal stations than any other British railway company, with examples at Alnwick , Tynemouth , Gateshead East, Sunderland , Stockton , Middlesbrough , Darlington Bank Top , York and Hull Paragon ; the rebuilding and enlargement of the last-named resulting in the last of the type in the country. The four largest, at Newcastle, Darlington, York and Hull survive in transport use, as does Tynemouth. Alnwick
2494-559: The NER had a reputation for innovation. It was a pioneer in architectural and design matters and in electrification. By 1906 the NER was further ahead than any other British railway in having a set of rules agreed with the trades unions, including arbitration, for resolving disputes. In its final days it also began the collection that became the Railway Museum at York, now the National Railway Museum . In 1913,
2580-592: The Northern and Southern Divisions. The NER was one of the first main line rail companies in Britain to adopt electric traction , the Lancashire and Yorkshire Railway having opened its first electrified line between Liverpool and Southport one week earlier. The Tyneside scheme commenced public operation on 29 March 1904. The scheme was known as Tyneside Electrics and totalled about 30 miles: The last-named
2666-481: The Park Head wheelhouse, the waggons were attached to a tail-rope and let down an incline at gradients of 1 in 80 and 1 in 82, 1 + 1 ⁄ 2 miles (2.4 km) in length, to a stationary engine at Meeting Slacks. Here the rope was changed, they continued their descent down a second incline 1 + 1 ⁄ 4 miles (2.0 km) in length; the steepest gradients were 1 in 35, 1 in 41 and 1 in 47. This brought
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2752-515: The Parkhead summit were on moderate gradients and the technical improvements in locomotive design enabled consideration of their use. A deviation over a distance of just over 1 mile (1.6 km) bypassed the inclines and located the line a little further down the hillside. This enabled elimination of the rope-working and was inaugurated in 1847. It was done without Parliamentary authorisation. The Stockton and Darlington Railway took direct control of
2838-656: The Pontop and South Shields Railway Company (P&SSR); it was incorporated by an act of Parliament, the Stanhope and Tyne Railroad Company (Dissolution) Act 1842 ( 5 & 6 Vict. c. xxvii), on 23 May 1842. The section of line between Stanhope and Consett (then called Carr House), and the limestone quarries at Stanhope, were sold to the Derwent Iron Company . The blast furnace method of iron production required considerable quantities of limestone. Taking over
2924-598: The S&TR at an oblique angle at Boldon Lane (the later site of Tyne Dock station) and at Brockley Whins near Boldon, where there was a square flat crossing (see Brockley Whins, below). It was desired to connect the two lines, and this was done by a loop line about 8 chains (160 m) in length, the cost of which was borne by the S&TR, the Brandling Junction Railway, and the Durham Junction Railway in equal proportions. This loop
3010-502: The S&TR. The S&TR subscribed more than 50% of the share capital of the Durham Junction Railway: £40,000 of the £80,000 share capital. An agreement had been made on 17 May 1834, that the line would be worked by the locomotives of the Stanhope and Tyne Railway Company. In fact the company never progressed the line further south than Rainton Meadows. At the end of 1840 the company was unable to pay its debts, and
3096-478: The Stanhope and Tyne Railroad Company, was formed for the purpose. This much more ambitious scheme required engineering expertise, and Thomas Elliot Harrison was appointed as the company's engineer. Harrison later became the first General Manager of the North Eastern Railway . Robert Stephenson was appointed consulting engineer, and he accepted his fee of £1,000 in stock of the company. Although
3182-699: The Stanhope and Tyne was forced to fall back upon a line running by way of West Stanley to Stella Gill and thence to the Durham road. On 17 May the tenders were let, and the works began very soon afterwards. The South Shields Improvement Commissioners objected to the railway passing through the town at street level, and the Company was forced to alter the line to run at a higher level, crossing the main roads by bridges; these were completed in November, 1833. Early in May 1834,
3268-515: The Stanhope and Tyne. The Wear Valley Railway was still building its own line. A further act of Parliament, the Wear Valley Railway Act 1847 ( 10 & 11 Vict. c. ccxcii) confirmed the statutory position of those lines on 28 September 1847. The Wear Valley Railway was in effect a subsidiary of the Stockton and Darlington Railway, which worked the Derwent Iron Company section. The rope-worked inclines leading north from Crawley to
3354-537: The Waldridge waggonway, and together they formed a branch railway over 3 miles (5 km) in length. The Sacriston pit was to bring considerable traffic to the S&TR. It joined the S&TR at Pelton Fell. On 11 November 1840 the Brandling Junction Railway opened its Tanfield Moor branch. This resulted immediately in Tanfield Moor traffic diverting away from the Stanhope and Tyne line. The cost of working
3440-425: The area. The waggonways too required wayleaves to traverse privately held land. Early in 1831, Pontop Colliery (a landsale pit) at Medomsley was advertised to be let. William Wallis of Westoe (near South Shields) found the potential attractive and later in the year he agreed to leases of coal seams at West Consett and Medomsley, and limestone quarries at Stanhope. A railway would be needed to connect those places, and
3526-438: The arms of the three places in its title) Constituent companies of the NER are listed in chronological order under the year of amalgamation. Their constituent companies are indented under the parent company with the year of amalgamation in parentheses. If a company changed its name (usually after amalgamation or extension), the earlier names and dates are listed after the later name. The information for this section
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3612-399: The coal train, afterwards we ran a coach once a fortnight on pay days with an engine at considerable loss. In 1835, from 16 April, we carried 2,814 passengers. There was a considerable loss that year by carrying passengers, not less than £220. In 1838 we carried 17,490 passengers. There was an apparent gain that year of £117 15s. In 1839 we carried 15,010 passengers. In that year I consider
3698-613: The company achieved a total revenue of £11,315,130 (equivalent to £1,406,360,000 in 2023) with working expenses of £7,220,784 (equivalent to £897,470,000 in 2023). During the First World War, the NER lost a total of 2,236 men who are commemorated on the North Eastern Railway War Memorial in York. An earlier printed Roll of Honour lists 1,908 men. They also raised two 'Pals Battalions' ,
3784-471: The course of present-day East Coast main line, opened here in 1868, north of Chester-le-Street. This section was level enough for locomotive working, passing through Washington and Boldon, and near Brockley Whins to reach South Shields. Running at high level through the town, the line ended at quays off Wapping Street and Long Row. On 28 August 1839 the Sacriston waggonway opened; it ran from the colliery to
3870-607: The earlier ones—those originally used on the Stanhope and Tyne Railway—were of india rubber solution, a material found to swell and become soft in wet weather, and therefore unfitted to stand the friction on the inclines. From 1835 to 1841 no other than hempen ropes were used and, as these were occasionally tarred, a smooth and glossy surface was soon formed upon them which diminished the wear from friction. Varying in girth from 4 to 8 + 1 ⁄ 8 inches [10 to 21 cm] and in weight from nearly 2 to 6 tons per mile, these ropes rarely lasted longer than 10 months—their average duration
3956-487: The entire line was closed for a week so that the ropes could be changed and the machinery inspected; this coincided with colliery closures for corresponding reasons. In 1839 the Brandling Junction Railway opened much of its network. It was conceived to connect Gateshead and collieries nearby to Monkwearmouth, and its main line was on that axis. It also took over the Tanfield Waggonway. It intersected
4042-429: The first locomotive (built by Robert Stephenson & Company) was placed on the line at South Shields, and on 15 May the upper part of the line, a section of 15 + 1 ⁄ 4 miles (24.5 km) from Stanhope to Annfield, was opened for traffic. The day was marred when a shackle broke on a set of four wagons, conveying 40 people, on the Weatherhill incline. The wagons ran away down the incline and were diverted into
4128-409: The force of circumstances that compelled us to take passengers at all. We had constant applications from poor people to ride on the coal waggons and, at first, permission was granted them to ride on the waggons without any payment at all, then passenger carriages were put on the way to save the trouble of these applications and to obviate the risk of accidents. We first put on an open carriage attached to
4214-471: The journey lasting 9 hours 21 minutes, including 70 minutes of stoppage. The following day a public service was inaugurated. The trains ran over the Durham Junction Railway to Washington and then over the Pontop and South Shields line (former S&TR) to Boldon North Junction, reversing there and running over the Brandling Junction line via Brockley Whins. On 19 August 1844 a south-to-west curve
4300-437: The landowner. The wayleave was a contract for permission to cross the land in return for a payment, usually based on a rate per unit of weight. Even so, crossing undeveloped land by cart was slow and difficult, and waggonways were developed; at first they consisted of wooden rails, and individual wagons were hauled along the route by horse traction. In the course of time a considerable number of such waggonways were constructed in
4386-410: The line climbed on a further rope-worked incline at 1 in 57 to the summit level at Parkhead, 1,474 feet (449 m) above sea level. This was the highest railway summit in England. Horses worked the next section, about 1 + 1 ⁄ 2 miles (2.4 km) in length, descending gently for over 1 ⁄ 2 mile (0.8 km), and then for 1 mile (1.6 km) at the rate of 1 in 80 and 1 in 88. At
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#17327833354254472-428: The line was 4 feet 8 inches (1,420 mm). The original proprietors had forecast considerable profits but this did not prove to be the case. Dividends of 5% were declared in 1835 and 1836, but these were paid from capital, not income. The finances of the company were mismanaged and traffic did not reach expected volumes. The company burnt lime at Stanhope and Annfield, consuming nearly 10,000 tons of coal in
4558-580: The line. The line opened on 15 May 1834, but it was not financially successful. It had been formed by a partnership, and the heavily indebted partners floated a new company, the Pontop and South Shields Railway , to continue operation and take over the debt. Part of the line was bought by the Derwent Iron Company , which later became the Consett Iron Company . Much of the S&TR system was built through hilly, sparsely populated terrain across
4644-432: The line. The cleft at Hownes Gill is 800 feet (240 m) wide and 160 feet (49 m) deep, with steep rocky sides. When the line was planned, it was obvious that a viaduct was unaffordable and an alternative means of crossing was adopted. A track of with four rails, the outer pair at a gauge of 7 ft 1 ⁄ 8 in (2,137 mm) and the inner pair at 5 ft 1 + 3 ⁄ 4 in (1,568 mm),
4730-404: The loss of the Tanfield Moor traffic emphasised the difficulty. As it was a partnership the partners were each liable for the debt without limit. The authorised capital of the company was £150,000 and loans to the extent of £440,000 had been taken, in violation of the terms of the deeds of the company. It had closed the Stanhope to Carr House section to save money, although it was obliged to continue
4816-442: The loss was £166 6s. 10d. Up to the close of 1839 I think there was distinctly a loss to the Company and I recommended the directors to discontinue it. They thought it a great public convenience and determined not to discontinue it. The quarries at Stanhope are at an altitude of 796 feet (243 m) above sea level. The railway left the quarry sidings and turned north up the hillside, by rope worked inclines. From Stanhope to
4902-434: The men appointed were based in, or active in, Darlington . Professional design was carried through to small fixtures and fittings, such as platform seating, for which the NER adopted distinctive 'coiled snake' bench-ends. Cast-iron footbridges were also produced to a distinctive design. The NER's legacy continued to influence the systematic approach to design adopted by the grouped LNER. The initial NER Board of Directors
4988-498: The moors of County Durham, and it incorporated several rope-worked inclines as well as using horse traction and steam locomotives on level sections. Dependent on the activity of mineral workings, and subject to competition from more modern routes, the line closed in stages in the 20th century, although a short section near South Shields is still extant; today much of the route is used as the Consett and Sunderland Railway Path , part of
5074-486: The most senior officers of the company and its passenger department. Further lists covering the officers in the Engineering, Locomotive and Docks departments will be summarised here as they appear. The Northern and Southern Divisions were established for operating and engineering purposes on the creation of the NER in 1854. When the merger with the Stockton and Darlington Railway took place in 1863 their lines became
5160-474: The national Sustrans foot and cycle path network. The Durham and Northumberland coalfield was rich in the mineral, and it was extracted in increasing volumes from the Middle Ages. Transport of the heavy mineral to market was expensive and difficult; water transport, on rivers and by coastal shipping was the most practicable, and the earliest pits were close to waterways, particularly the River Tyne and
5246-444: The numerous subsidiary companies in 1858 and on 3 September 1858 ownership of the Derwent Iron Company section was transferred to the Stockton and Darlington Railway. When the Brandling Junction Railway main line was constructed in 1839 it crossed the S&TR near Boldon by a flat crossing, with a west-to-north connection curve and a south-to-east curve. In the following years a number of local railways were opened which together formed
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#17327833354255332-456: The opening for passengers on 1 October 1850 of a line between Washington and Pelaw enabled trains to run by a more direct route. The Pontop and South Shields Railway, established in 1842, generated enough capital to pay off the bulk of the debt of the Stanhope and Tyne line, and continued operating as before, except for the Derwent Iron Company section southwest of Carr House. Stanhope, County Durham Stanhope / ˈ s t æ n ə p /
5418-406: The process; the resultant quicklime was distributed at seven depots, and it was a significant traffic in the early years, but it was not profitable and it was discontinued in 1839. Except for one locomotive with four uncoupled wheels, the S&T had 0-4-2 locomotives, of which eight were built by Robert Stephenson and Company . There were seven locomotives on the line by 1837. On 16 April 1835,
5504-432: The railway began to carry passengers, between South Shields and Durham Road, near the corner of Lambton Park. At first this was free of charge in coal wagons, but later in open carriages attached to the coal trains. The landowners now demanded higher charges for the wayleaves on the grounds that the earlier arrangement had been for the carriage of minerals only. The engineer of the line, T. E. Harrison, recorded: It as only
5590-403: The rental of the quarry and the wayleave fees for the line. On 29 December 1840 an extraordinary general meeting was held at which it was decided to promote a statutory company, with capital of £440,000, to take over the railway and its debts. On 5 February 1841 the Stanhope and Tyne Railroad Company was dissolved, and its assets and debts transferred to a new company. The new company was called
5676-425: The scheme was now to be a considerable railway with an estimated capital of £150,000, in the interests of keeping confidential the rich mineral resources to be exploited, the company decided to continue the practice of arranging wayleaves rather than applying to Parliament for authority to build the line. In the event this resulted in massive charges being demanded by the landowners on the eastern section, averaging £300
5762-526: The second largest of a current 40 such areas in England and Wales. Features of interest include: Stanhope was at the centre of the Weardale campaign (1327), when Sir James Douglas of Scotland invaded England and faced Edward III and Roger Mortimer , Earl of March. A series of skirmishes took place on the valley floor and in Stanhope Park. The parish church dedicated to St Thomas is mostly from
5848-504: The self-acting inclines on the Stanhope and Tyne Railway in 1839 was £415 per mile; the inclines with stationary engines in the same period was about £485 per mile. Tomlinson, writing about the North Eastern Railway in 1903, said: Sixty great ropes, of a total length of 68 miles [109 km], were daily travelling over these stationary engine and self-acting inclines at a speed of from 7 to 11 miles per hour [11 to 18 km/h] with loads of 24, 32, 48 and even 96 tons attached to them. Some of
5934-656: The summit, at Loud Bank, then reaching Annfield. Here the Harelaw Waggonway, adopted by the S&TR as a branch, trailed in. The gradients then fell further towards the east, descending by self-acting inclines consisting, from west to east, of the Stanley bank (maximum gradient 1 in 21), Twizell bank (1 in 17 + 1 ⁄ 2 ), Eden bank (1 in 17), and the Long Waldridge bank (1 in 20 + 1 ⁄ 2 to 1 in 24 + 1 ⁄ 2 ). The line then crossed
6020-826: The train left. The packed train failed to leave on time. Remarking on its lateness, they continued to talk until they were approached by a guard. 'If you would like to finish your conversation, Sir Hugh', he suggested, doffing his hat, 'we will then be ready to depart'. Among the other famous directors of the NER were George Leeman (director 1854–82, Chairman 1874–80); Henry Pease (director 1861–1881); Sir Joseph Whitwell Pease, Bart. (director 1863–1902, Chairman 1895–1902); John Dent Dent (director 1879–94, Chairman 1880–94); Matthew White Ridley, 1st Viscount Ridley (director 1881–1904, Chairman 1902–04); Sir Edward Grey, Bart (see below); George Gibb (solicitor 1882–1891, general manager 1891–1906, director 1906–1910); and Henry Tennant (director 1891–1910). In 1898 Sir Edward Grey became
6106-417: The wagons to Waskerley. Next the line descended down to the valley by means of a self-acting plane called Nanny Mayor's bank (or Nanny Mayer's bank); it was 3 ⁄ 4 mile (1.2 km) long, with a gradient of 1 in 41. From the bottom of this incline, horses drew the wagons along the near-level past White Hall and Rowley (or Cold Rowley), then reaching the ravine at Hownes Gill where a break occurred in
6192-479: The ‘Darlington Section’ until 1873, and then the Central Division. In 1888 the boundaries were altered to remove anomalies; for example, the former Clarence Railway routes became part of the Central Division. The engineering and purchasing autonomy of the three divisions brought about diverging styles of infrastructure. In 1899 it was decided to abolish the Central Division and its area was divided between
6278-410: Was 7 months... By means of these stationary engines it was possible to work over the principal inclines from 2,000 to 4,000 tons a day... The power of the "Vigo" engine was the measure of the carrying capacity of the Stanhope and Tyne Railway. In 1837, with waggons at both sides, it was capable of making 4 "runs" an hour with 24 waggons, equal to 1,158 waggons in a day of 12 hours. In January of each year
6364-684: Was a combination of the devices of its three major constituents at formation in 1854: the York and North Midland Railway (top; arms of the City of York); the Leeds Northern Railway (lower left; arms of the City of Leeds along with representations of the expected traffic, wool and corn, and connection to the sea via the West Hartlepool Harbour and Railway ); and the York, Newcastle and Berwick Railway (lower right; parts of
6450-536: Was an English railway company. It was incorporated in 1854 by the combination of several existing railway companies. Later, it was amalgamated with other railways to form the London and North Eastern Railway at the Grouping in 1923. Its main line survives to the present day as part of the East Coast Main Line between London and Edinburgh . Unlike many other pre-Grouping companies the NER had
6536-504: Was begun in May 1833. From Kyo (near Annfield Plain) eastward to the Durham turnpike road near Pelaw Grange, it had been intended to take over the Beamish Colliery Railway and use it for the line. The Beamish had recently been converted from wooden rails to iron rails; it was to be reached along the old Shield Row waggonway. However the negotiations with Morton John Davison for the purchase of his railway fell through, and
6622-485: Was designed by John Harris and known as the Weardale Extension Railway , and it opened on 16 May 1845. A passenger service was operated from Crook to Stanhope from 1 September 1845, but at the end of October 1845 it was cut back to run from Crook to Waskerley only. From 1 April 1846 it started running from Crook to Cold Rowley (later simply "Rowley"), reversing at Waskerley Junction. Continuation to
6708-437: Was drawn from the directors of its four constituent companies. A director of the NER from 1864, and deputy chairman from 1895 until his death in 1904, was ironmaster and industrial chemist Sir Lowthian Bell . His son Sir Hugh Bell was also a director; he had a private platform on the line between Middlesbrough and Redcar at the bottom of the garden of his house Red Barns. Gertrude Bell 's biographer, Georgina Howell, recounts
6794-697: Was formalised as the Stanhope Railroad Company under the deed of 30 January 1832 and the company reviewed the means of reaching the Tyne. The waggonway had the disadvantage of reaching the Tyne at the mouth of the River Derwent . As this was upstream of Newcastle bridge, the size of vessels reaching the berth was seriously limited, and it was decided to make an independent railway to a downstream location, at South Shields. This would require considerably more capital than had been envisaged so far, and on 20 April 1832 an unincorporated company,
6880-492: Was laid down each face of the ravine, with gradients of 1 in 2 + 1 ⁄ 2 on the west side and 1 in 3 on the east. A special cradle was built for each side, with the lower wheels larger than the upper wheels, so as to keep the platform level. The wagons were run onto one of these cradles and were lowered to the bottom, where they were transferred to the other cradle for the ascent of the other side. The wagons travelled sideways-on. Both cradles worked simultaneously, driven by
6966-473: Was loaded on a ship named "Sally". There were three drops or staiths at the South Shields quays, of a design considered to be advanced for the period; they were capable of dealing with 25 to 35 chaldrons per hour, and the berths could take vessels at low water of spring tides. The chaldrons were lowered to the ship on a swinging derrick; as they descended the tension on the restraining cable increased;
7052-501: Was merged back. In 1894 Stanhope became an urban district which contained Stanhope Urban parish, on 1 April 1937 the urban district was abolished and merged with Weardale Rural District . On 1 April 1946, 2,396 acres (969.6 ha) were transferred to the parish from Wolsingham. Stanhope Town Hall was completed in 1849. Stanhope is surrounded by moorland in the North Pennines Area of Outstanding Natural Beauty (AONB) –
7138-500: Was opened on 9 March 1840, when the new service of trains was started, and passengers were carried for the first time over the Durham Junction Railway. On 16 June 1834 the Durham Junction Railway obtained its authorising act of Parliament, the Durham Junction Railway Act 1834 ( 4 & 5 Will. 4 . c. lvii), to build a 7-mile (11 km) railway from collieries at Houghton-le-Spring to Washington where it joined
7224-641: Was opened, avoiding the reversal. It had been constructed at the joint expense of the Pontop and South Shields and Brandling Junction companies. Although a short line it involved a crossing of a deep valley of the River Don, and a considerable wooden viaduct had had to be built. The structure was 217 feet (66 m) long and was 42 feet (13 m) above water level. It consisted of single timber trestles of various heights, about 20 feet (6 m) apart, on which were laid longitudinal beams and cross girders. Use of this route by main line trains continued until 1850, when
7310-478: Was the architect. In 1941 the castle was adapted by the Home Office as a school for boys and remained so until 1980, when it was converted into apartments. Part of the gardens lie to the north of the castle across the main road, including the park wall and gazebo. Stanhope Agricultural Show is held on the second weekend of September each year. It has been held annually since 1834, except in world-war years,
7396-487: Was the only English railway to run trains regularly into Scotland, over the Berwick-Edinburgh main line as well as on the Tweedmouth-Kelso branch. The total length of line owned was 4,990 miles (8,030 km) and the company's share capital was £82 million. The headquarters were at York and the works at Darlington, Gateshead, York and elsewhere. Befitting the successor to the Stockton and Darlington Railway,
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