Blyth and Tyne Railway

The railway had timber track:

The railway was constructed of a double line of beech rails, and laid upon oaken sleepers. The railway from Plessy continued to be made of wood till the road was discontinued in 1812. Originally the wagons had wooden wheels, and to prevent the wear and tear of the wheels, which were extremely expensive to maintain, they were studded with nails driven up to the head... Each wagon required a horse, and a man to conduct it; three journeys or "gaits", as they were termed, was a day’s work.

There was considerable expenditure on new pits at Seghill and Cramlington in 1822 and 1823. The Tyne was six miles away and the problem of transport to water arose once again. The Cramlington waggonway was only two miles away, however. It was opened in 1822 and ran from the pit later known as Ann Pit to Murton Row where it joined the Backworth line. Backworth Colliery had had a primitive railway, but the section between Backworth and Allotment was converted to rope haulage by stationary steam engine in 1821. Two years later the incline between Allotment and Percy Main was altered and eased, and the whole line was rope worked by 1827. About 1838 the line was extended north-westwards to West Cramlington, and when the Newcastle and Berwick Railway was constructed, a junction was made with it there.

In 1839 the Seaton Delaval coal company sunk a new pit, and formed a waggonway 1¼ miles in length from there to Mare Close where it was connected to the Cramlington line. In the same year the Cramlington company, considering that their dependency on the congested Backworth line was becoming impossible, constructed their own line to the staiths, parallel to, and to the east of, the Backworth line, leaving it at Murton Row.

The Seghill Railway

The Seghill colliery owner was also dissatisfied with the route to the staiths, and in early 1839 Robert Nicholson made a survey for a private mineral railway from Seghill to Howdon. Nicholson had been engineer of the Newcastle and North Shields Railway, which was shortly to open. The owners of the colliery at Seghill had used the Cramlington waggonway, owned by the Cramlington Coal Company, but the latter favoured its own traffic and put obstructions in the way of the Seghill coal.

The main part of the route ran straight south east, crossing the old line of the Cramlington Coal Company by a low timber bridge of two laminated arches each of 81 feet 6 inches (24.84 m) span.

There were steep gradients on the line; from Seghill to Prospect Hill rising as steep as 1 in 61, and from Prospect Hill to the Tyne falling gradients, the steepest of which was 1 in 25. The line was worked mainly by stationary engines, one at Prospect Hill, near the Allotment, which hauled up the loaded wagons from Holywell, and the empty wagons from the Newcastle and North Shields road. The other engine was at Percy Main, hauling the empty wagons from the staiths. From Prospect Hill to Percy Main and from Percy Main to the staiths the loaded wagons ran by gravity, unwinding as they descended a tail rope from the drum of the engine, to bring hack the empty wagons. The remainder of the line from Seghill to Holywell was worked by locomotives; those used at first were the Samson and the John, both built by Timothy Hackworth.

The Newcastle and North Shields Railway contemplated building an extension of the Seghill line to Blyth, but the takeover of the N&NSR by the Newcastle and Berwick Railway diverted attention to wider horizons.

Harbours

The onward transport of coal by water was restricted by the fact that the only harbours available were at Blyth and Seaton Sluice, both of them small and incapable of handling larger vessels. From 1842, the Bedlington Coal Company developed a novel method of shipping its coal: loaded chaldron wagons, 40 at a time, were taken in an iron twin-screw steamer, the Bedlington, from the staiths on the north side of the River Blyth near Mount Pleasant to Shields Harbour; there they were discharged into the coastal shops by means of steam derricks fitted to Bedlington. This arrangement continued in use until 1851. Other proposals involved further railways and waggonways but for the time being they were not implemented.

Nevertheless, the limitation of Blyth as a harbour spurred consideration of a railway connection directly to the Tyne, and it was this cause that led ultimately to the formation of the Blyth and Tyne Railway.

The Blyth and Tyne Junction Railway

From 25 June 1844, the Newcastle and North Shields Railway (N&NSR) worked the passenger and goods traffic on the Seghill Railway, but in November 1844 George Hudson, "The Railway King," made a provisional agreement with the N&NSR to merge that undertaking with the Newcastle & Berwick Railway which he was promoting at the time; the N&NSR gave his Berwick company access to central Newcastle. When the N&NSR was authorised on 31 July 1845, the arrangement was confirmed. In the changed circumstances the Seghill Railway and the projected extensions assumed a new importance. In July 1845, Jobling & Partners decided to construct a part of the proposed railway, and, by forming a junction with the Seaton Delaval Railway and arranging for the connection of that railway with the Seghill Railway, to create a route to the Tyne. The line was named the Blyth and Tyne Junction Railway. Construction was started in August 1845, but the line was not opened for passenger traffic until 3 May 1847; on that date the whole 4½ miles between Seghill and Blyth began to cater for passengers.

Bedlington extension

Bedlington colliery needed to be connected to the network, and on 12 June 1850 a private line was opened from the colliery to Newsham, a distance of 2¾ miles. Mineral traffic only was carried at first, but it was opened for passengers also on 1 August 1850. In effect this was an extension of the growing Blyth and Tyne Railway; it crossed the River Blyth by a timber viaduct 80 feet in height and 770 feet in length. Described as a "splendid viaduct" by newspapers, it was designed by Robert Nicholson.

Incorporation of the Blyth and Tyne Railway

There were now several separate private railways, and there was a movement to make them into a single, incorporated company. The spur was passenger duty imposed on private railways, and also concern about promotion of a possible competing railway. They connected two parts of the group together by cutting through Prospect Hill in the year 1851 to enable the adoption of locomotive power; the new cut formed considerably gentler gradients. With other improvements the expenditure was about £130,000. The act of Parliament incorporating the Blyth and Tyne Railway, the Blyth and Tyne Railway Act 1852 (15 & 16 Vict. c. cxxii), received royal assent on 30 June 1852, capital £150,000. The line controlled by the new company totalled 13 miles, consisting of the main line from Blyth to the Hayhole on the Tyne (12 miles), a short branch to the York. Newcastle and Berwick Railway at Percy Main, the connection with the former Newcastle and North Shields Railway, and several short branches to shipping places on the Tyne. The new company came into existence on 1 January 1853.

A rival company, the Tynemouth Docks and Morpeth and Shields Direct Railway, proposed a dock at the Low Lights, North Shields, and a railway from Morpeth running directly to North Shields, with branches to Ashington and Seaton Sluice. The Blyth and Tyne Railway produced plans for lines occupying part of the same ground to spoil the competing line, and both proposals went to Parliament.

The promoters of the Tynemouth Docks Direct Railway hoped to take advantage of avoiding the cost of wayleaves with which the Blyth and Tyne was burdened, and the B&TR found itself uniting with the landowners who imposed these charges against the newcomer. Its reward was a concession by the landowners, reducing their terms by a third. The Tynemouth Dock Bill was thrown out in Parliament, and the Blyth and Tyne Railway succeeded in getting the powers it had applied for, by the Blyth and Tyne Railway Branches Act 1853 (16 & 17 Vict. c. clxxii) of 4 August 1853. There was to be a branch from Newsham to Morpeth and another from New Hartley to the Dairy House near Seaton Delaval, a line ultimately planned to reach Tynemouth. The B&TR intended to buy some existing private lines and continue one of them to Morpeth. The B&TR was committed to the completion of a line to Tynemouth and obtained the Blyth and Tyne Railway Consolidation and Extensions Act 1854 (17 & 18 Vict. c. lxxix) to make this extension, as well as a building a branch from Bedlington to Longhirst.

Improvements

From 1855 a number of extensions were built to consolidate the network. Prospect Hill was further improved and double track provided over six miles of railway, and more staiths were built in the Tyne. They purchased two short colliery lines which formed portions of their main line between Seaton Delaval and Hartley and between Bedlington and Newsham, and constructed the branch line to Morpeth. They also planned the eastward extension to Whitley and Tynemouth. Northumberland Dock was opened on 22 October 1857 and their presence there was a valuable asset in taking Northumberland steam coal to market. On 1 October 1857 the Morpeth branch was opened for mineral traffic, and on 1 April 1858 for goods and passenger traffic.

In 1855 passengers on the Blyth and Tyne were conveyed in low-roofed springless carriages locally called "bumler boxes," but the company decided to improve the passenger carriages while they made the network extensions. The company obtained new passenger rolling stock of modern design. The third class carriages were of a type then probably unsurpassed elsewhere in the country. They were designed in 1854, and twenty years later had given such satisfaction that the travelling public desired no change.

North British Railway

In the period from 1857 the North British Railway was frustrated by its dependency on the North Eastern Railway (which had taken over the York, Newcastle and Berwick Railway in 1854). It had proved a wily partner in the traffic between Edinburgh and Newcastle. The NBR was anxious to secure independent access to Newcastle if possible. The NBR supported the promotion of the Border Counties Railway, which was being built in stages from Hexham, on the Newcastle and Carlisle Railway to Riccarton on the Border Union Railway (which became known as the Waverley Route). Although this was to be a slow and circuitous line, mostly single line through thinly populated terrain, it served the NBR purpose of providing, or at least threatening, a separate route to Newcastle from the north. However the Newcastle and Carlisle Railway was not unfriendly to the YN&BR and might prove an uncertain ally.

The Wansbeck Railway was then promoted, with the intention of forming a connection between Reedsmouth on the Border Counties Railway and Morpeth. The commercial viability of this line was even more shaky—Lee says "a thinly-populated district without manufactures and with very few mineral resources"—than the Border Counties Railway, but it gave access to Morpeth, avoiding the Newcastle and Carlisle Railway altogether. If the Blyth and Tyne Railway could be befriended, then the desired access to Newcastle was secure—but by a very roundabout route.

When the Wansbeck Railway was constructed, the North British (who were in control of it) considered how to connect to the Blyth and Tyne at Morpeth. That company's station was alongside, but on the south side of, the York, Newcastle and Berwick station, and direct connection was difficult. (Running over the YN&BR line, even for a few yards, would defeat the notion of independence.) In fact the Wansbeck line crossed the YN&BR line by a bridge and connected to the Blyth and Tyne line further east. For simple through running that was practicable, but in the event only local traffic ran, and all of that started or ended at Morpeth B&T station. This involved reversal at the point of junction, and propelling between there and the station.

This was a dangerous practice, and a collision took place in 1871 from that cause. By then hopes of independent main line running to Newcastle were over, and in 1872 the Wansbeck line was diverted to connect into the YN&BR station in the ordinary way. Although NBR passenger trains began using the connecting line in May 1872, it was not until August that the Board of Trade formally sanctioned the use of the line; the delay was due to the lack of a turntable at the NER Morpeth station. The Blyth and Tyne station at Morpeth remained in use for its own passenger trains until 24 May 1880, after which B&T trains used the NER station.

Extension to Newcastle, and others

The chairman of the Blyth and Tyne Railway, Joseph Laycock, proposed to build an extension to Newcastle. The necessary powers were secured in the Blyth and Tyne Railway Amendment Act 1861 (24 & 25 Vict. c. xcviii) on 1 May 1861. It authorised the extension to Newcastle, as well as some branches, forming the loop from Newcastle through South Gosforth and Benton to Monkseaton; and from Seghill to the Seaton Burn waggonway, from Bothal Demesne (North Seaton) to Newbiggin, and from the B&TR existing line at Tynemouth to proposed docks at the Low Lights.

The Blyth and Tyne line between the Dairy House and Tynemouth was opened on 31 October 1860.

The new extension from Hotspur Place (near Benton) to Newcastle, and from Hotspur Place to Monkseaton in the other direction, was formally opened on 22 June 1864; the public opening took place on the 27 June. The Newcastle terminus was at New Bridge Street, on the north side of the city beyond the present-day Manors station; it was designed by John Dobson, who had also designed the Central station.

At the same time a further connection was made at Tynemouth, where an extension ran from the earlier terminus of 1860 to a location close to the North Eastern Railway station there. The Blyth and Tyne Railway charged the same fares to Tynemouth as the North Eastern Railway, and the new line was extremely well patronised: 17,000 passengers, mostly third class, were carried during the first week. Third class business was proving popular and the B&TR announced that from 1 October 1864 third class travel would be available on all trains. Third class carriages had formerly only been attached to one train each way daily; misgivings that this would abstract income by trading down were stated by the chairman to have been misplaced.

In 1867 a branch was opened extending the Bedlington stub eastwards to Cambois, on the coast north of the River Blyth.

Some years elapsed before the opening of the final extension of the Blyth and Tyne Railway during its independent days: on 1 March 1872 the Newbiggin branch of 3½ miles was opened. It joined the Cambois branch at West Sleekburn Junction.

Amalgamation

During 1872 the North Eastern Railway approached the Blyth and Tyne Railway to discuss a merger. The directors of the B&TR were agreeable, but they held out for the best terms they could get, and towards the end of January 1874, terms of amalgamation were settled. The North Eastern Railway would guarantee a dividend of 10 per cent on Blyth and Tyne ordinary stock (then capitalised at £315,000) and to pay £50,000 in cash for distribution among the ordinary shareholders, as well as taking on all the liabilities of the B&TR. The merger was ratified by the North-eastern Railway (Blyth and Tyne Transfer) Act 1874 (37 & 38 Vict. c. cxcii) of 7 August 1874.

The Blyth and Tyne section of the North Eastern Railway continued to have an individual identity.

Whitley Bay new line

When the Tynemouth branch had been built in 1860, it ran north to south from Monkseaton (at first called Whitley) at some distance from the coast. As residential travel increased in subsequent decades, the emphasis was on locations nearer the coast. The Blyth and Tyne Railway had obtained powers to build a parallel line to serve those areas in the Blyth and Tyne Railway Act 1872 (35 & 36 Vict. c. l), but the authorisation was never put into effect. After the amalgamation, the North Eastern Railway decided to reactivate the powers, and obtained a fresh act of Parliament, the North Eastern Railway Act 1875 (38 & 39 Vict. c. xciii) on 29 June 1875. There was still delay in carrying out the work, but on 3 July 1882 the new line opened. It ran to make an end-on connection (from the east) with the existing Tynemouth terminus, and a lavish new station was provided there. A new station was provided at Monkseaton on the new line, and a complex layout of short spurs connected it into the old system there. Whitley Bay and Cullercoats also had new stations. (Whitley Bay was further enlarged in 1910.) The old route from Monkseaton to Tynemouth was closed down, except for a short length at Tynemouth used to access the goods depot there.

North Blyth

In 1867 the Cambois branch had been opened. In 1893 further expansion was necessary on the River Blyth and extensive facilities were provided on the north bank; rail connection was provided by extending the Cambois line. This work was commissioned on 13 July 1896; at the same time a curve was installed near Sleekburn Junction giving direct running from North Blyth towards Ashington; this was brought into use at the same time. In 1903 the North Eastern Railway introduced 40-ton bogie coal wagons to operate a shuttle service between Ashington and North Blyth.

Locomotives

Most of the Blyth and Tyne locomotives were of the 2-4-0 and 0-6-0 type. The 2-4-0s mostly had 5 ft 6 in wheels and two 16 by 24-inch cylinders, with a typical working boiler pressure of 140 lb. The 0-6-0 goods engines had cylinders of the same size but the wheels were of 4 ft 6 inch in diameter. In the 1860s a three-cylinder 0-6-0 engine was built.