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Border Counties Railway

From Alfawiki
Border Counties Railway
Company typeRailway company
IndustryRail transport
Founded1854
Defunct1963
FateClosed
Headquarters
United Kingdom
Area served
Northumberland, Roxburghshire
ProductsRailway transport services

The Border Counties Railway served as a connection between Northumberland and the Waverley Route at in Roxburghshire.

Initially promoted to capitalize on local mineral wealth, the railway was later taken over by the North British Railway, which envisioned transforming it into a continuous main line linking Edinburgh with Newcastle upon Tyne.

Constructed and opened in phases from 1858 through 1862, the railway struggled to generate substantial commercial traffic due to a sparse population and limited regional demand. Passenger operations ceased in 1956, and the entire line was closed by 1963.

Connecting Central Scotland and England

Interest in establishing a rail link between central Scotland and England's network grew during the building of the Edinburgh and Glasgow Railway between 1838 and 1842. Numerous route proposals were considered, but the challenging terrain of the Southern Uplands and Cheviot Hills, along with early steam locomotive limitations, complicated planning efforts.

Local commercial interests heavily influenced route discussions. The Newcastle and Carlisle Railway (N&CR), operational since 1836, proposed extending northwards from Hexham following the River North Tyne. In 1836, the Tyne, Edinburgh and Glasgow Railway plan suggested departing from N&CR at Hexham, then heading north via Carter Bar (elevation ) to Melrose before continuing to Edinburgh and Glasgow. This proposal evolved into the 1838 Hexham and Edinburgh Railway, routing through Kielder and Note o' the Gate[note 1] toward Melrose. Both N&CR and Newcastle supported this plan for its commercial benefits.

As steam technology advanced and funding became more accessible, economic considerations took precedence over political factors in route selection. By 1844, the North British Railway (NBR) received authorization to construct a line from Edinburgh to Berwick, connecting with English railways near the coast to avoid difficult upland terrain; this line opened in 1846. In 1845, the Caledonian Railway was authorized to build routes from Glasgow and Edinburgh to Carlisle, traversing the Southern Uplands at Beattock Summit, elevation.[1][2]

Initial Developments North of Hexham

The ambition for a single Anglo-Scottish main line passing through Hexham was abandoned, with no immediate plans for railway construction northward due to limited population density and mineral prospects. However, in 1853 a new proposal emerged predicated on assumptions of extensive four-foot coal seams near Plashetts. A supportive meeting took place at Bellingham in March 1854, leading to Robert Nicholson being commissioned to survey a route extending from Hexham (on the N&CR) through Reedsmouth to Bellingham and coalfields around Falstone. Nicholson completed his survey rapidly, resulting in submission of a bill for the Border Counties Railway to Parliament that same year. Despite reservations regarding mineral reserves and Nicholson’s use of laminated timber bridges, royal assent was granted on 31 July 1854 via the Border Counties Railway (North Tyne Section) Act 1854 (17 & 18 Vict. c. ccxii), authorizing capital of £250,000.

Securing investment proved difficult; the first shareholders’ meeting convened on 20 March 1855. Following Nicholson’s death that year, his nephew J. F. Tone assumed engineering responsibilities and redesigned the River Tyne bridge at Hexham using iron girders supported by stone piers instead of timber. By October 1855, contracts were awarded to William Hutchinson for portions of construction.

At a sod-cutting event on 11 December 1855, chairman W. H. Charlton declared Hutchinson would build the railway for £180,000 with future plans extending it into Scotland, establishing Hexham as a pivotal railway junction. Hutchinson began foundation piling for the Hexham bridge but encountered unstable ground conditions necessitating redesign; work halted on 10 January 1856. Additional scour-related challenges required further modifications. The initial section opened on 2 April 1858, covering approximately from Hexham across the bridge to Dunkirk Farm near Chollerford. The bridge’s final cost doubled initial estimates, causing financial strain for Hutchinson due to unforeseen site difficulties and unclear design specifications; despite these challenges, Border Counties Railway provided extra-contractual assistance despite financial risk.

The railway was built as a single track with land acquisition and most bridges designed to accommodate future doubling—except for the Hexham bridge.

Public operations commenced on 5 April 1858 with four daily passenger trains each way Monday through Saturday and two on Sundays running between Hexham and Chollerford, including a stop at Wall station.

Finalising the initial authorised section

The railway venture demonstrated profitability, which encouraged positive expectations among the Board of Directors.

Although Hutchinson encountered contractual difficulties, he agreed to complete the authorised stretch from Dunkirk Farm to Falstone.

During the 1858 session of Parliament, the company introduced a bill aiming to extend the line northward into Scotland and to obtain financial support from the North British Railway (NBR). This proposal met resistance from the Caledonian Railway and advocates of the Border Union Railway (BUR), which had not yet submitted its own bill but was allied with the NBR. Consequently, the bill was unsuccessful.

In the subsequent year, the Border Union secured its own Parliamentary approval through the Border Union (North British) Railways Act 1859 (22 & 23 Vict. c. xxiv). Meanwhile, the Border Counties submitted a fresh bill proposing an extension from Bellingham to a junction with the BUR at Lees Bog—later known as Riccarton Junction. With backing from the BUR and despite some opposition, the Border Counties Railway (Liddesdale Section and Deviations) Act 1859 (22 & 23 Vict. c. xliii) received royal assent on 1 August. This legislation extended construction deadlines (which had lapsed eleven days prior), increased authorised capital by £100,000, and permitted the NBR—now principal supporters of the BUR—to guarantee interest on BCR loans and formalise operational agreements.

From Wark, the line reached Reedsmouth, where a temporary goods terminal operated at Countess Park during completion of a river bridge; passenger trains terminated at Wark. A demonstration journey ran from Newcastle to Countess Park on 1 December 1859. Although public opening was expected soon after, it was postponed until 2 September 1861 when services extended through to Falstone.

Merger with the North British Railway

By 1860, the Border Counties Railway (BCR) was in serious financial trouble; it had never fully raised its authorised capital, and predicted coal deposits at Plashetts failed to meet expectations. Facing limited options for further financing, control passed to the larger North British Railway (NBR). The North British and Border Counties Railways Amalgamation Act 1860 (23 & 24 Vict. c. cxcv), enacted on 13 August 1860, increased BCR’s capital to £350,000 and formalised BCR trains’ access to Hexham station on the Newcastle and Carlisle Railway. From this point forward, the BCR network was incorporated within the NBR as its Border Counties Section.

Line completion

By mid-April 1862, construction reached Riccarton and received approval from the Board of Trade. Since Riccarton was an isolated junction without local habitation, this extension only opened following commencement of Border Union Railway operations there. The entire BCR route opened for freight traffic on 24 June 1862 and began passenger services on 1 July 1862.

Operations utilised a train-staff and ticket signalling system throughout.

It is noteworthy that contractor Hutchinson incurred financial losses related to his work with BCR and was declared bankrupt on 5 December 1862.

Running rights

The North Eastern Railway (NER) and Newcastle and Carlisle Railway sought to merge under the NER name. Initially opposed by NBR and other rivals, they withdrew objections after securing running rights: NBR obtained access between Hexham and Newcastle as well as Sprouston to Kelso; meanwhile, NER gained running rights between Berwick and Edinburgh, excluding local and fish trains.

The Wansbeck line linking Morpeth and Reedsmouth was originally routed via NBR’s connection through the Blyth and Tyne Railway, a rather indirect route to Newcastle. With new possibilities arising, NBR pursued a more direct alignment by reorienting Reedsmouth junction southward instead of northward.

NER gained considerable advantage by operating all east coast express trains through to Edinburgh. Although NBR envisaged using the BCR route as an alternative mainline from Edinburgh via Hawick to Newcastle, service levels remained modest with only three daily passenger trains in 1862 taking almost five hours for completion. Some Newcastle-Hexham services terminated at Hawick or Galashiels; however, certain through trains persisted until 1922.

In 1862, NBR acquired property in Newcastle for station facilities at Tyneside Terrace and purchased land for a goods station in March 1863 for £16,166. The total cost of constructing the Border Counties line amounted to £457,153 after deducting £94,000 in paid-up share capital.

The Wansbeck Railway

The Wansbeck Railway, inaugurated on 1 May 1865, ran between Morpeth and Reedsmouth. Initially promoted as an independent venture, it was acquired by the North British Railway (NBR) in 1863. At Reedsmouth, it linked with the Border Counties Railway (BCR) line, oriented towards the south.

Wark accident of 1889

On 16 October 1889, a collision occurred at Wark station involving a northbound passenger train and a goods train. The passenger service was carrying six individuals, five of whom sustained injuries. The incident happened because a southbound goods train improperly occupied the loop siding to collect wagons despite the expectation of an approaching passenger train. The passenger train failed to reduce speed adequately after passing a caution signal and collided with the stationary goods engine, as the driver mistakenly assumed direct entry into the station.

The twentieth century

Throughout the twentieth century, the Border Counties line maintained a relatively consistent schedule with only minor changes to passenger services. Following the expansion of Kielder Forest starting in 1946, additional trains were introduced to accommodate forestry workers.

In 1923, under the Railways Act 1921, major railway companies were grouped, resulting in the North British Railway becoming part of the London and North Eastern Railway (LNER), which was later nationalized in 1948.

After World War II, there was a significant downturn in both passenger and freight traffic, which led to discussions about closing the line. The poor condition of Hexham’s Tyne Bridge influenced the decision to terminate passenger operations on 15 October 1956. Freight services and occasional special trains continued for a short period until complete closure on 1 September 1958. A final excursion for Ramblers is believed to have taken place on 7 September 1958.

The section between Morpeth and Reedsmouth remained in use longer, as did a short stretch from Reedsmouth to Bellingham that supported weekly goods traffic and occasional passenger excursions until its closure on 11 November 1963.

The present day

Significant portions of the former railway route remain visible across remote landscapes, with many station buildings repurposed as private homes.

The construction of Kielder Water reservoir during the early 1980s submerged part of the railway line, ending all rail operations there. In 2006, proposals were made to revive a two-mile segment as the Green Dragon Railway—a narrow gauge tourist attraction featuring a biofuel-fueled wood-burning steam locomotive and a heated passenger coach. While the coach was completed and exhibited in 2007, progress stalled thereafter. The steam locomotive Saccharine (Fowler 13355, built in 1914) was moved to the Statfold Barn Railway in November 2008.

Topography

The Border Counties line branched off from the Newcastle and Carlisle main line just west of Hexham at Border Counties Junction. Important stations along the route included:

  • Wall (opened 5 April 1858; closed 19 September 1955);
  • Chollerford (opened 5 April 1858; renamed Humshaugh in 1919; closed 15 October 1956);
  • Chollerton, Barrasford, and Wark (all commenced service on 1 December 1859; closed on 15 October 1956);
  • Countess Park (opened on 1 December 1859; closed on 1 February 1861 following line extension);
  • Reedsmouth, where it connected with the Wansbeck Railway (opened May 1861; closed 15 October 1956);
  • Bellingham (opened on 1 February 1861; renamed Bellingham North Tyne in 1926; closed on 15 October 1956);
  • Tarset, Thorneyburn, Falstone (opened early in the 1860s; closed by October 1956);
  • Plashetts, notable for extensive mineral railway networks serving local mining operations;
  • Kielder (opened on 1 January 1862; renamed Kielder Forest in 1948; closed on 15 October 1956);
  • Deadwater and Saughtree, both operating intermittently until closure in October 1956;
  • Riccarton Junction on the Waverley Route.

The track ascended gradually from Hexham towards Riccarton Junction with a maximum gradient of approximately one in one hundred. Significant climbs were encountered particularly between Hexham and Wark, as well as from Plashetts to Riccarton, reaching an elevation summit near Riccarton.

Further reading

Darsley, Roger; Lovett, Dennis (2011). The Border Counties Railway: From Hexham to Hawick. Midhurst: Middleton Press. .

Perkins, Roy G; Macintosh, Iain (2014). The Border Counties Railway in Retrospect. Stroud: Amberley Publishing. .

Sources

  • Institute of Mining Engineers British Association at Newcastle, Aug. 1863 Excursion Guide to Canonbie, Liddesdale and Kielder Castle via the Border Counties Railway, issued by The Committee, Newcastle, 1863. Preserved within the North of England Institute of Mining and Mechanical Engineers archives.

External links


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