Stanhope and Tyne Railway

Stanhope and Tyne Railway

Company type	Partnership (initially)
Industry	Railway transport
Founded	20 April 1832
Founder	William Wallis (implied)
Fate	Taken over by Pontop and South Shields Railway company; parts later acquired by Derwent Iron Company
Headquarters	County Durham , England, United Kingdom
Area served	County Durham, England
Products	Mineral transport (limestone, coal), passenger services (later)

The Stanhope and Tyne Railway was one of the earliest British mineral railways, stretching from Stanhope to South Shields, located at the River Tyne's mouth in County Durham, England. Its route passed through towns such as Birtley, Chester-le-Street, West Stanley, and Consett. The railway’s main function was to transport limestone extracted near Stanhope and coal mined around West Consett and adjacent areas to the Tyne and regional markets. Later on, passenger services were introduced on certain sections.

Opening on 15 May 1834, the railway encountered financial difficulties. Initially formed as a partnership, the heavily indebted owners created the Pontop and South Shields Railway company to continue operations and handle outstanding debts. Eventually, a portion of the line was acquired by the Derwent Iron Company, which later became known as the Consett Iron Company.

Built across rugged, sparsely inhabited moorlands in County Durham, much of the railway incorporated rope-operated inclines alongside horse-drawn traction and steam locomotives running on level segments.

The line’s viability depended heavily on mineral extraction activity and faced competition from newer transportation routes, leading to its gradual closure throughout the 20th century. A small section near South Shields still operates today; large stretches of the former railway have been converted into the Consett and Sunderland Railway Path, integrated into the national Sustrans footpath and cycle path network.

Waggonways

The coalfields of Durham and Northumberland have been sources of minerals since medieval times. Transporting heavy mineral loads to market was expensive; waterways such as rivers and coastal shipping were preferred for moving goods. Consequently, early mining operations were situated close to navigable waters like the River Tyne and River Wear. As these deposits were exhausted, mining expanded further inland during the 1600s, necessitating longer overland transportation.

Despite limited public roads in the early 19th century, minerals were hauled by carts to quays, often crossing private properties under wayleave agreements—contracts granting passage rights for a fee calculated by weight.

Because cart transport over undeveloped land remained inefficient, waggonways with wooden rails pulled by horses were developed. Numerous such waggonways appeared in the region over time, also relying on wayleave permissions to cross private estates.

Formation of the Stanhope and Tyne

In early 1831, Pontop Colliery at Medomsley was offered for lease. William Wallis from Westoe obtained leases covering coal seams at West Consett and Medomsley along with limestone quarries near Stanhope. To link these locations, plans were made for a railway using wayleaves to avoid expensive Parliamentary authorization. The extensive limestone reserves around Stanhope were essential for iron production, with initial plans involving transport via the Tanfield Waggonway to reach the Tyne. The area also contained limekilns producing quicklime.

By January 1832, this partnership formalized as the Stanhope Railroad Company and reconsidered how best to access the Tyne. The existing waggonway ended at the River Derwent’s mouth on the Tyne, restricting vessel size upstream of Newcastle bridge. The company decided to construct an independent railway terminating further downstream at South Shields, which significantly increased capital requirements.

On 20 April 1832, the unincorporated Stanhope and Tyne Railroad Company was founded to undertake this expanded scheme. Engineering leadership was secured with Thomas Elliot Harrison appointed engineer—who later became North Eastern Railway’s first General Manager—and Robert Stephenson engaged as consulting engineer, accepting £1,000 in company shares.

Though estimated capital needs reached £150,000, the company continued relying on wayleaves to maintain confidentiality regarding mineral deposits. This resulted in high annual charges by landowners on eastern sections—averaging £300 per mile—while fees were lower in less fertile western uplands. Total yearly wayleave expenses amounted to approximately £5,600. The majority of construction funding originated from financiers based in London.

Construction and opening

The building phase at Stanhope commenced in July 1832, confronted by rugged hilly landscapes and elevated terrain. Work on the eastern segment, which traversed more manageable ground, began in May 1833. The initial intention was to purchase the Beamish Colliery Railway to establish the line from Kyo to near Pelaw Grange; however, these talks were unsuccessful. As a result, the alignment was revised to pass through West Stanley towards Stella Gill before reaching the Durham road. Invitations for tenders were issued on 17 May, with construction starting soon after.

The South Shields Improvement Commissioners opposed any railway running at street level, compelling the company to elevate the track using bridges over principal roads, a project completed by November 1833.

In early May 1834, the first locomotive supplied by Robert Stephenson and Company was introduced onto the track at South Shields. By 15 May, a 15¼-mile stretch from Stanhope to Annfield was operational for traffic. Unfortunately, a wagon accident on the Weatherhill incline caused two fatalities.

The eastern section launched on 10 September 1834, marking Tyneside's inaugural public railway. Both horse-drawn and locomotive power were employed, with inclines managed by stationary engines or self-acting systems. The initial coal consignment from Medomsley collieries consisted of 100 wagons loaded aboard the ship "Sally."

At South Shields docks, three sophisticated coal staiths managed between 25 and 35 chaldrons per hour and allowed vessels to dock even at low water during spring tides. The chaldrons were lowered using swinging derricks equipped with counterbalancing chain mechanisms that efficiently controlled load weight during unloading.

The main line extended 33⅞ miles, including a 1¼-mile spur to Medomsley Colliery and a 2⅛-mile Harelaw branch to Tanfield Moor colliery opened in 1835 by refurbishing an older waggonway. Designed exclusively for mineral transport, the route bypassed major urban centers. Rails consisted of fish-bellied iron weighing from 20 to 40 lb/yd laid on stone blocks; the gauge measured 4 ft 8 in.

In operation

The original shareholders expected significant returns; however, dividends of 5% declared in both 1835 and 1836 were paid out of capital rather than operating profits. Financial management was poor, and traffic levels failed to meet projections.

The company also produced quicklime at Stanhope and Annfield, consuming nearly 10,000 tons of coal annually. Although this generated substantial early traffic through seven depots, the venture proved unprofitable and ceased operations in 1839.

With the exception of one locomotive featuring four uncoupled wheels, the S&T utilized 0-4-2 locomotives—eight of which were constructed by Robert Stephenson and Company. By 1837, seven locomotives were actively running on the line.

Passenger services commenced on 16 April 1835 between South Shields and Durham Road. Initially offered free when traveling on coal wagons, passengers subsequently rode in open carriages attached to coal trains. Landowners demanded increased wayleave fees, citing agreements that permitted only mineral transport.

Engineer T. E. Harrison observed that passenger services imposed financial losses: despite growing ridership in the early years, operations remained unprofitable. By 1839, he advised discontinuing passenger trains due to ongoing deficits; nevertheless, directors maintained the service for public benefit.

Route

Commencing at Stanhope quarries, situated at an elevation of 796 feet, the railway ascended through a series of rope-operated inclines. The initial half-mile stretch led to Crawley engine at 1,223 feet, passing through Hog Hill tunnel. From there, the line extended over a mile to Weatherhill engine, negotiating gradients of 1 in 21 and 1 in 13.

Beyond Weatherhill, the railway climbed a further incline at a gradient of 1 in 57, reaching Parkhead summit at 1,474 feet—the highest railway summit in England. Horses then hauled wagons for the following 1.5 miles along a gentle descent until arriving at the Meeting Slacks stationary engine. This section featured multiple inclines with gradients reaching up to 1 in 35.

A notable engineering accomplishment was the crossing of Hownes Gill ravine, an 800-foot wide and 160-foot deep chasm. Due to financial constraints preventing the construction of a viaduct, the company implemented dual-gauge tracks equipped with specialized cradles that lowered wagons sideways down one incline and lifted them on the opposite side. Powered by a stationary engine delivering 20 horsepower, this mechanism restricted throughput to twelve wagons per hour.

Proceeding past Hownes Gill, the route passed the site of Consett Iron Works and ascended to Carr House, where it connected with the Medomsley colliery branch. It then continued northeastward near Stanley and Annfield Plain collieries, crossing Pontop Ridge via an incline operated by a stationary engine at Loud Bank before reaching Annfield and linking with the Harelaw Waggonway branch.

Heading eastward, gradients became less severe through a series of self-acting inclines: Stanley bank with a maximum gradient of 1 in 21; Twizell bank at 1 in 17½; Eden bank at 1 in 17; and Long Waldridge bank ranging from 1 in 20½ to 1 in 24½. The line intersected what later became the East Coast Main Line north of Chester-le-Street, then continued level through Washington and Boldon before terminating at South Shields quays near Wapping Street.

On 28 August 1839, the Sacriston waggonway commenced operations, connecting its colliery to the Waldridge waggonway via a branch exceeding three miles in length. This addition significantly increased traffic volumes at Pelton Fell.

The inauguration of the Brandling Junction Railway’s Tanfield Moor branch on 11 November 1840 promptly redirected Tanfield Moor traffic away from the Stanhope and Tyne Railway.

Incline working

In 1839, expenses for operating self-acting inclines on the Stanhope and Tyne Railway amounted to £415 per mile, while inclines powered by stationary engines cost approximately £485 per mile. According to Tomlinson (1903), sixty ropes totaling 68 miles were employed daily on these inclines, traveling at speeds between 7 and 11 miles per hour and hauling loads ranging from 24 to 96 tons. Initial ropes made from india rubber proved unsuitable due to swelling when wet; consequently, hemp ropes—sometimes treated with tar to minimize friction—were adopted. These ropes varied in circumference from four to just over eight inches and weighed between two and six tons per mile, typically lasting about seven months. Stationary engines enabled main inclines to transport between two thousand and four thousand tons daily. For example, the "Vigo" engine was capable of completing four trips per hour with trains of twenty-four wagons each, amounting to a total of 1,158 wagons over twelve hours.

Each January, the railway suspended operations for one week to replace ropes and conduct machinery inspections, coinciding with scheduled colliery shutdowns.

The Brandling Junction Railway

Established in 1839, the Brandling Junction Railway linked Gateshead and adjacent collieries with Monkwearmouth and incorporated the Tanfield Waggonway into its network. Its principal line intersected the Stanhope and Tyne Railway at Boldon Lane (later known as Tyne Dock station) and Brockley Whins near Boldon via a flat square crossing. To facilitate connection between these railways, an approximately eight-chain-long loop was jointly constructed by the Stanhope and Tyne Railway, Brandling Junction Railway, and Durham Junction Railway. This loop opened on 9 March 1840, enabling passenger services over the Durham Junction Railway to commence.

Durham Junction Railway

Parliament granted authorization for the Durham Junction Railway on 16 June 1834 through the Durham Junction Railway Act 1834 (4 & 5 Will. 4. c. lvii). The scheme envisioned a seven-mile track linking the Houghton-le-Spring collieries to Washington, where it would connect with the S&TR. The S&TR contributed more than half of the £80,000 share capital, investing £40,000. According to an agreement dated 17 May 1834, locomotives from the S&TR were designated to operate this line. Despite these plans, construction halted at Rainton Meadows and did not proceed further.

Financial Collapse

By the end of 1840, the company found itself unable to fulfill its financial obligations, a situation worsened by the cessation of traffic from Tanfield Moor. As a partnership, the members bore unlimited personal responsibility for debts. Although the authorized capital stood at £150,000, loans amounting to £440,000 had been raised, violating provisions within the company’s deed. To reduce expenditures, the segment between Stanhope and Carr House was shut down; however, payments for quarry leases and wayleave charges persisted.

An extraordinary general meeting held on 29 December 1840 resolved to establish a statutory corporation with capital of £440,000 to take over both the railway and its outstanding debts. Subsequently, on 5 February 1841, the Stanhope and Tyne Railroad Company was dissolved, transferring all assets and liabilities to this new entity.

Pontop and South Shields Railway

The Pontop and South Shields Railway Company (P&SSR) was formed by Parliament under the Stanhope and Tyne Railroad Company (Dissolution) Act 1842 (5 & 6 Vict. c. xxvii) on 23 May 1842. The section from Stanhope to Consett (then known as Carr House), along with limestone quarries at Stanhope, was sold to the Derwent Iron Company due to limestone’s critical role in blast furnace iron manufacturing.

Taking over a railway operating at a loss presented difficulties; however, financial conditions improved in 1844 when a continuous route from London to Gateshead opened, incorporating part of the P&SSR line.

Derwent Iron Company

The area around Carr House was rich in iron ore and coal deposits as well as nearby limestone resources, fostering iron smelting enterprises. Jonathan Richardson established the Derwent Iron Company there in 1840. Within ten years, this ironworks led to a population increase reaching approximately 2,500 residents. When financial troubles struck the Stanhope and Tyne Railway, the Derwent Iron Company promptly secured ongoing access to Stanhope limestone by acquiring related assets.

The company planned a railway link connecting with the Stockton and Darlington Railway at Crook (close to Bishop Auckland) by extending a line from Waskerley on its acquired Stanhope section. Wayleaves were obtained in 1843, and arrangements made for Stockton and Darlington to lease and reopen this route. On 1 January 1845, Stockton and Darlington took control of the line, naming it the "Wear and Derwent Junction Railway." The Crook to Waskerley Junction segment—known as the Weardale Extension Railway—was engineered by John Harris and commenced operations on 16 May 1845. Passenger services began running between Crook and Stanhope on 1 September 1845 but were soon curtailed to Crook–Waskerley only. From April 1846, service extended to Cold Rowley with trains reversing at Waskerley Junction. Due to difficult terrain, passenger trains could not reach Carrhouse station at Consett.

Formed in July 1845, the Wear Valley Railway extended the Bishop Auckland line from Witton-le-Wear to Frosterley and acquired ownership of the Derwent Iron Company’s Stanhope and Tyne lines in 1846. The Wear Valley Railway Act 1847, enacted on 28 September 1847, confirmed this ownership transfer. Essentially functioning as a Stockton and Darlington Railway subsidiary, Wear Valley’s lines were operated by Stockton and Darlington.

Advancements in locomotive technology allowed bypassing rope-worked inclines northward from Crawley up to Parkhead summit. A deviation slightly over long eliminated rope haulage by lowering the track along the hillside; this route opened in 1847 without formal parliamentary sanction.

In 1858, Stockton and Darlington Railway consolidated its control over subsidiaries by formally acquiring ownership of the Derwent Iron Company section on 3 September that year.

Brockley Whins

In 1839, the Brandling Junction Railway's main line intersected the S&TR near Boldon via a flat crossing, incorporating west-to-north and south-to-east connecting curves. Over time, several regional railways combined to establish a north-south corridor, recognized as the early East Coast Main Line, albeit differing from today’s alignment. The completion of the final segment between Belmont Junction and Rainton Crossing in 1844 allowed a special service on 24 May to operate from York to Gateshead. Subsequently, on 18 June 1844, a London-to-Gateshead special train completed its journey in 9 hours and 21 minutes, inclusive of stops; regular public operations commenced the following day. Trains traversed the Durham Junction Railway en route to Washington, then proceeded along the Pontop and South Shields line (formerly S&TR) to Boldon North Junction, where they reversed direction before continuing through Brockley Whins.

On 19 August 1844, a south-to-west connecting curve was introduced—jointly financed by the Pontop and South Shields and Brandling Junction companies—eliminating the requirement for train reversals. This short stretch spanned a deep valley carved by the River Don via an extensive wooden viaduct approximately long and elevated above the water, supported by timber trestles spaced roughly apart. Main line services utilized this path until 1850, when a more direct Washington–Pelaw route opened on 1 October.

The Pontop and South Shields Railway

Established in 1842, the Pontop and South Shields Railway successfully raised enough capital to repay most debts associated with the Stanhope and Tyne line and continued its operations except for the section southwest of Carr House owned by the Derwent Iron Company.

The company underwent several ownership transitions: it was absorbed by the York and Newcastle Railway on 1 January 1847; later that year, on 9 August, this entity expanded into the York, Newcastle and Berwick Railway; and eventually merged into the North Eastern Railway on 31 July 1854. Subsequently, in 1863, the North Eastern Railway acquired the Stockton and Darlington Railway, thereby consolidating control over the entire former Stanhope and Tyne system.

The Stockton and Darlington Railway at Consett

By around 1857, mineral transportation at Consett faced significant challenges. The existing rail infrastructure was designed primarily for moving heavy minerals downhill toward the Tyne estuary and coast; however, iron ore was increasingly sourced from Cleveland in the east and Whitehaven in the west, necessitating lengthy uphill hauls. Many of these routes included rope-operated inclines, which rendered operations both expensive and slow. To aid some self-acting (gravity) inclines, locomotives were introduced to push loaded wagons uphill.

The narrow Hownes Gill gorge posed constraints on both mineral and passenger traffic. Starting in 1853, partial relief was achieved by running groups of three wagons down steep inclines and back up under their own momentum, although there was risk of finished iron goods shifting during descent. Ultimately, in December 1856, interim operators—the Stockton and Darlington Railway—resolved to replace these inclines with a viaduct engineered by Thomas Bouch. This twelve-arch viaduct opened on 1 July 1858. Measuring long and high, it was constructed from firebrick as a single-track structure and represented one of Northeast England’s most impressive engineering accomplishments.

A Newcastle newspaper described it as follows:

Hownes Gill Viaduct Opening on the Stockton and Darlington Railway: On 25 June, a train comprising 72 loaded wagons passed over without any perceptible vibration or deflection. A locomotive named "The Leader" successfully repeated this test. The viaduct incorporated fire-bricks sourced from Pease's and Stobart's factories alongside finely dressed stone from a nearby quarry—utilizing approximately 3.5 million bricks and 100,000 cubic feet of stone. Its total length is 700 feet (210 m), height 175 feet (53 m), featuring twelve arches each spanning 50 feet (15 m). Constructed within fifteen months at a cost of £14,000 for a single track, it stands 45 feet (14 m) taller than the High Level Bridge.

To facilitate improved mineral transit between Crook and Consett, the S&DR inaugurated the Waskerley deviation on 4 July 1859—a line descending gradually from Burnhill junction to Whitehall junction that formed a triangle enabling continuous locomotive operation from Crook to Carr House. Consequently, the former route between Waskerley Junction and Whitehall Junction—including Nanny Mayor's incline—was decommissioned.

Enhancing the route

Around the same period, the P&SSR initiated improvements on its track; the segment stretching from Stella Gill (Pelton Fell) to Fatfield (east of Vigo) was doubled and commenced operation on 8 June 1857. Previously operated by rope-worked inclines, Vigo transitioned to locomotive traction following the doubling. Additionally, the crossing at Durham Turnpike was substituted with a bridge.

Rope-operated inclines continued to be expensive and inefficient. In 1875, the North Eastern Railway secured permission to circumvent some of these with gentler slopes; however, this original proposal was abandoned. The authorization was renewed in 1882 for a revised plan. Consequently, a deviation line south of Annfield Plain, which bypassed the Loud Bank incline, was inaugurated on 1 January 1886.

Between Annfield Plain and Pelton—where the route intersected with the East Coast Main Line (ECML)—three challenging inclines persisted. To facilitate locomotive use, the North Eastern Railway constructed a new line connecting both the ECML and the former Stanhope line. Authorized in 1887, the connection to the ECML opened on 16 October 1893; mineral traffic commenced on the Annfield Plain Branch on 13 November 1893, followed by passenger services starting 17 August 1896. The older line remained operational for servicing collieries; Edenhill and Stanley inclines ceased operations in 1946, while Waldridge incline functioned until the late 1960s.

The Annfield Plain Branch was characterized by steep gradients and gained prominence during the 1960s for iron ore trains traveling from Tyne Dock to Consett, hauled by pairs of class 9F 2-10-0 locomotives ascending slopes of 1 in 50.

Timeline of connecting railways

Traversing a vital mining district from west to east, this line attracted numerous connecting railways.

The portion west of Parkhead sand quarry was closed on 28 April 1951.

The Weatherhill and Rookhope Railway, established in 1846 by the Weardale Iron and Coal Company (WICC), linked at Weatherhill without formal Parliamentary sanction. It ascended northward from Parkhead into areas rich in limestone, iron, and lead near Bolts Law at an elevation of . A steep inclined plane descended to Rookhope. Locomotives operated on the Parkhead side of this incline. From Rookhope, the route climbed Bishop's Seat incline up to Scutterhill above Westgate. Around 1860, a branch extended to a substantial lead smelting facility north of Rookhope. Bishop's Seat incline was self-acting but originally included an engine house.

Also referred to as Weardale Iron Company Railways or Rookhope and Middlehope Railway, it ceased operations beyond Slithill in 1905 and closed entirely by 1923. A horse-drawn service persisted briefly to Bolts Law cottages before dismantling prior to World War II.

At Waskerley Park, the Crook branch (opened in 1845) was closed in 1968; meanwhile, the S&TR segment from there to Whitehall Junction closed in 1859. The Stockton and Darlington Railway connected from Crook at Whitehall Junction (operational between 1859 and 1969).

Lines from Whitehall Junction to Consett junctions were discontinued in 1969. At Hownes Gill Junction, the Rowlands Gill line branched off (1867–1982), serving various ironworks.

Carr House featured a branch serving Medomsley Colliery that extended northward to Derwent Colliery in 1839 via an inclined plane; it closed in 1959. The South Medomsley Colliery branch operated between 1864 and 1953.

At East Castles Junction, the deviation constructed in 1886 diverged; although the original western end of S&TR closed, eastern colliery connections remained active. The Harelaw branch connected near Annfield from Whiteleahead (established in 1834) and later extended to Lintz Colliery (1858); it mostly shut down in 1947 with a remaining section lasting until 1980. Both original and deviation lines merged at Annfield Plain Junction.

At Annfield Plain Junction, the deviation from 1893 branched leftward; meanwhile, the original line served Stanley pits with Shieldrow Waggonway diverging left. The original S&TR route remained operational up to Stanley Bank Top until its closure in 1961; sections beyond had closed earlier in 1946. The deviation itself ceased operation in 1985.

From Stanley Bank Top, the railway descended past Gate Pit of Twizell Colliery down Edenhill Bank toward Pelton Level. Here, Handenhold waggonway—serving both colliery and quarry—joined from the left while Craghead Waggonway merged from the right, channeling traffic originating from West Pelton and Burnhope Waggonway.

Proceeding towards Pelton Fell—a significant colliery district—the Waldridge Waggonway connected from the right; it had been extended in 1839 to Sacriston to serve expanding collieries.

Near Chester-le-Street, a curve linked S&TR northwards to ECML (opened in 1868), remaining active from 1893 until its closure in 1985. The line then negotiated moderate ascents and descents with a summit at Vigo. At Washington South Junction, Durham Junction Railway converged (operating between 1838 and 1991). From Washington station, York Newcastle and Berwick Railway ("Leamside Line") branched left; this section was gradually closed by stages until final closure by 1991 while S&TR beyond Washington ended service in 1968.

At Southwick Junction, Hylton, Southwick and Monkwearmouth Railway diverged rightwards (1876–1926).

Between Boldon and Brockley Whins, S&TR remained operational until closure in 1967. At Hedworth Lane Junction a curve branched right towards Brandling Junction Railway (1839–1988); additionally, a joint P&SSR/Brandling curve led rightward to Brockley Whins station (1844–1940). The west-to-north Brandling curve remains open since its opening in 1839; an east-to-north curve introduced by British Railways in 1965 is also still active. The stretch from here to South Shields continues operating for freight alongside Metro services.

At Harton Junction, Brandling Junction’s route from Monkwearmouth converged on the right (1839–1965); Brandling’s independent Tyne route diverged leftward—also opened on that date—but closed later in 1981.

After 1923

On 1 January 1923, as a result of the Railways Act 1921, the North Eastern Railway was incorporated into the newly formed London and North Eastern Railway (LNER). Later, in 1948, these companies underwent nationalisation.

In 1940, safety concerns regarding the timber viaduct on the Brockley Whins curve prompted its demolition and the subsequent closure of that section of the line.

Passenger services on the S&TR network were discontinued on 23 May 1955. The line itself was eventually closed in the early 1980s, with much of the track removed by 1985.

Preservation and paths

Portions of the old railway have been transformed into pedestrian and cycling routes, some forming part of the national Sustrans network. The stretch between Consett and Sunderland is now known as the Consett and Sunderland Railway Path, extending from Lydgett's Junction in Consett to Roker beach, Sunderland. Meanwhile, the segment from Stanhope to Consett has been converted into the Waskerley Way public footpath.

The winding engine dating back to 1833 from the Weatherhill Incline is preserved and exhibited at the National Railway Museum, York.

In January 2019, the Campaign for Better Transport categorized the Consett to Washington route as Priority 2 for potential reopening, indicating its viability for redevelopment contingent upon factors such as housing expansion.

Topography

The Stanhope and Tyne Railway was initially not intended for passenger transport; when passengers were carried, it was usually informal and primarily served miners aboard coal trains. Early stops frequently lacked formal facilities, and there was no continuous passenger service spanning the entire line.

Significant locations along the route from Stanhope included:

• Stanhope quarries;
• Crawley; commenced service on 1 September 1845; closed by 31 October 1845; reopened on 1 April 1846; ceased operations after December 1846;
• Waskerley; opened on 1 September 1845; closed on 4 July 1858;
• Waskerley Junction; branching point toward Crook line;
• Whitehill Junction; junction merging from Crook line;
• Rowley; opened on 1 September 1845; renamed Rowley in 1868; closed on 1 May 1939;
• Consett; inaugurated on 1 September 1862; superseded by Benfieldside station on 2 December 1867;
• Carrhouse; opened on 1 July 1858; closed on 1 October 1868;
• Leadgate; began service on 17 August 1896; ceased operations on 23 May 1955;
• Pelton; operational by March 1862; closed after January 1869;
• Durham Turnpike; started service on 16 April 1835; closed after December 1853; reopened by March 1862; closed again after January 1869;
• Vigo; opened on 16 April 1835; closed after December 1853; reopened from March 1862; ceased operations after January 1869;
• Biddick Lane; opened in February 1864; closed after January 1869;
• Washington; began service on 16 April 1835; closed after December 1853;
• Jarrow; operational by August 1844;
• South Shields; opened on 16 April 1835; services transferred to Brandling Junction "Low" station on 19 August 1844, leading to closure. In 1879, a new NER station was constructed at this location, remaining until replaced by a Tyne & Wear Metro station in 1981 approximately southward. A newer Metro station replaced this one in 2019, situated roughly further south once more;
• South Shields quays.

Further reading

• Langham, Rob (2020) The Stanhope & Tyne Railroad Company, Amberley, ISBN 978-1445697666

External links

• Pontop and South Shields Railway Company (RAIL 569) – The National Archives
• Stanhope and Tyne railway – PastScape
• Stanhope & Tyne Railway – disused-stations.org.uk
• Stanhope and Tyne Railway map – railbrit.co.uk