D5108 and a short test train stand at Bensham sometime during 1968. The purpose of the test train now appears to be lost to the sands of time, unless anyone can shed any light on this matter.

This page has grown considerably since it was first introduced, it is broken up into several sections:

Part 1: D5102 - D5111 from 1960 to 1966 - life at Gateshead.
Part 2: D5102 - D5111 Tyne Dock - Consett Interlude November 1966 - May 1974, including history of the iron ore service to 1974.
Part 3: 24102 - 24111 & the post Consett years - service on the the Scottish Region and withdrawal.
Part 4: Consett - after the Class 24's - 1974 - 1985.
Part 5: 2009 - Twenty Five Years On.

D5102 - D5111 from 1960 to 1966 - life at Gateshead

1960
This batch of ten locomotives were delivered from Darlington Works between July & November 1960, all being delivered to Gateshead (52A), as part of the batch D5096 - D5113. At this time they were factory standard machines, equipped with steam heating boilers, D5102 - D5111 would later have the boilers and water tanks removed in part to create room for the air pumps necessary for them to work the Consett iron ore services.

A refinement to the diesel diagram covering the evening parcels to Carlisle involved the locomotive returning on the eastbound Stranraer boat train, D5103 was noted August 10th on this duty.

	A view of the other side of D5107 not long after delivery seen here at Gateshead depot. The breakdown crane to the left awaits its next duty, the large brick building was once part of the lodging turn house. About the only features now left in this view are the blocks of flats in the background & these have been refurbished. Photograph from the Rex Conway collection
	D5110 poses for its portrait at Blaydon shed, date unknown. It had soon become obvious that the new diesels frequently lacked sufficient brake force on the typical loose coupled freights which they often worked. Brake tenders were constructed to assist with the brake forces needed to control these freights, one is seen here attached to D5110. Photograph from the Rex Conway collection.

Blaydon became a refuelling point for the diesels outstationed from Gateshead. There still remained much coal traffic locally, but as this diminished, the closure of the Blackhill branch in 1963 and the increasing use of Tyne Yard saw the shed close to steam on March 4th 1963 and completely two years later on March 15th 1965.

1961
North of Newcastle two English Electric Type 4 turns were converted to pairs of Gateshead Type 2's, handling the 6.55am & 9.18am Newcastle - Edinburgh, returning with the 1.30pm 'Heart of Midlothian' & 2.25pm service. D5107/08 were on the 6.55am diagram on December 17th! The Gateshead Type 2's were also encroaching further into the local J39 freight workings, now including the Ponteland branch.

April 11th found D5106 visiting Scarborough whilst on a training trip from Leeds.

September 3rd found D5097/5108 & B1 61002 in charge of the Clifton (York) - Manchester Red Bank empty coaching stock.

D5102 was noted at Darlington Works during November & December with accident damage, whilst D5108 spent much time at Darlington between November 1961 & May 1962.

1962
Joining D5108 for an extended stay at Darlington was D5107 seen frequently between January and June. D5105 - D5108 all spent some time in Darlington between December 1962 & February 1963, perhaps due to frost/freeze damage inflicted by the severe winter.

Gateshead's Type 2's now held a virtual monopoly on the local trip freights, now frequently assigned to the Berwick, Carlisle, Thornaby & York workings. The Carlisle trips included two parcels workings, one of which returned on the 2.50am Carlisle - Newcastle passenger. They also frequently enjoyed outings on the 9.18am Newcastle (6.55am ex York) - Edinburgh, returning with the 2.25pm ex Edinburgh. From April 16 - 19 this turn was powered by D5147, 5097, 5104 & 5148.

From the postings of Ron Healey to 'alt binaries pictures rail' comes this fine view of D5107 leading a line up of several others at Blaydon in August 1962. Still visible is the Darlington trademark of the detailing of the grilles in light grey. Also intact is the curved roof hatch for the roof mounted water filler. These hatches very quickly became a nuisance and were discarded. The opening of Tyne Yard would lead to the closure of many of these small yards in the Newcastle area.

1963
On July 27th D172 on a Peterborough - Edinburgh passenger failed at Aycliffe, assistance arrived in the shape of D5103 & D5150, complete with brake tender! D264 was waiting at Newcastle to replace all three machines.

1965
With Darlington Works slated for closure the overhauls for this batch of Type 2's was gradually transferred to Glasgow. The heavy maintenance for the ScR Type 2's had originally been split between Inverurie and St Rollox, the recent modernisation of latter led to a greater influx of other BR Type 2's, not only the Inverness based ones, but also those from Gateshead and various LM depots, early June found D5012, 5107/5119 & 5129 under repair.

A fine study of D5106 at Newcastle Central on September 19th 1965. Photograph courtesy Alec Swain/Transport Treasures.

1966
Darlington Works closed on April 2nd, so closing out part of the history of the Type 2's.

Consett shed had closed on May 22nd (or is it May 24th 1965) but remained as a signing on point, three diesel shunting locomotives were in use here.

During June & July D5101 - D5106 all received Works attention, D5102 & D5103 at Crewe, the remainder at Derby. On May 24th D5638 was noted on the Leamside line towing D3675 & D5106, possibly on their way to Derby Works?

With the Type 2's gradually taking over the iron ore workings there were a number of unusual workings reported during August. On 15th D5149 was noted at Consett heading east with nine empty iron ore wagons and a brake van. On 24th D5111 was noted on the branch with a single coach, possibly an inspection train, at this time D5111 still retained its boiler water tank, suggesting it had not yet been fitted with the equipment necessary to work the iron ore wagons. And surprisingly on 26th a loaded iron ore train of nine wagons and a brake van headed westwards through West Stanley behind a very clean D5179 with English Electric Type 4 No.277 banking. The Type 4's were regularly employed on banking duties for a while, but the use of non-air pump fitted 5179 is most interesting.

5179 is also reported to have worked some iron ore turns during September 1966.

D5102 - D5111 Tyne Dock - Consett Interlude November 1966 - May 1974

Gateshead's small allocation of BR/Sulzer Type 2's had spent their first six years on allocation in the North East working a variety of local freight and secondary passenger services, overshadowed somewhat by the fervour created by the decline of steam in the North East. One local service that had relied on a dedicated pool of steam locomotives was the iron ore service running between Tyne Dock & Consett, for many years using the NER Q7 0-8-0's which were later replaced by the impressive BR Standard 9F 2-10-0's. From late 1953 dedicated wagons were used on this route and were equipped with air-operated doors to allow for the quick, automated unloading of the wagons. This system required the locomotives to carry additional air pumps to allow for the operation of the wagon doors. The ten dedicated 9F's had been fitted with Westinghouse Air pumps prior to taking over this run from the NER Q7 0-8-0's. Trains were generally composed of eight or nine ore wagons and a brake-van, totalling approx 500 tons.

In order to replace the 9F's a small pool of ten of Gateshead's Type 2's (D5102 - D5111) were selected in replacement. They required Works attention for the fitting of the additional air compressors/reservoirs and pipework. The train heating boiler and associated water tank were removed and the boiler exhaust sheeted over. With this work completed the Type 2's took over the iron ore workings, finally displacing the last 9F's during November 1966.

By the time the Type 2's were set to take over the iron ore trains the reasons for the location of the steelworks and its associated industries at Consett had long since disappeared. It was at Consett that the discovery of ironstone deposits during the 1830's anchored the industry to the Consett location. The other main components of iron & steel making - coal & limestone were also available locally. The ironstone was quickly mined out and from the early 1850's ore was brought in from the Cleveland Hills. This source provided the supply for about twenty years, by the 1870's iron ore was being imported through Sunderland and later Tyne Dock, from a number of overseas locations including Spain & Sweden. The locally mined coal and limestone eventually suffered a fate similar to the iron ore, requiring it to be brought in from further afield, the coal from mines further east and limestone from the Wear Valley.

With Consett situated on top of a hill the four lines that approached it presented a challenge to the goods trains bringing in the raw materials. The routes were (in order of opening to Consett):

(1) Stanhope & Tyne (Consett - Annfield - South Pelaw - Washington - South Shields) (1834)
(2) Bishop Auckland - Tow Law - Consett (1858)
(3) Reilly Mill - Lanchester - Consett (1862)
(4) Blaydon - Blackhill - Consett (1867)

On a map the Stanhope & Tyne appeared the most direct route for the imported iron ore, but the continued presence of rope worked inclines on the route and the lack of a passenger service saw changes completed in 1893 with a new route from Annfield to South Pelaw. This provided a passenger service for the first time on this route and avoided the rope worked inclines. The new route was 22.5 miles from Tyne Dock to Consett. Iron ore was first imported through Tyne Dock in 1880 over the the original Stanhope & Tyne route with its rope worked inclines, from 1893 the new route was used.

For just over seventy years (1867 - 1939) the routes and services remained intact, but increasing road competition in the inter-war years lead to the inevitable withdrawal of passenger services commencing in 1939. During May 1939 the Darlington - Blackhill service was cut back to Tow Law, with the line northwards closed completely to Burnhill Junction. At the same time the Durham - Lanchester - Consett route lost its passenger service. The two remaining passenger services to Consett survived the war years but both succumbed during the 1950's. The service to Blackhill & Blaydon was withdrawn during February 1954 and the service through Annfield Plain to Newcastle followed a year later during May 1955.

The next twenty five years saw Consett remaining connected to the national rail network in order to serve the steelworks and local collieries. Deliveries to the steelworks included iron ore, coke, coal and fuel oil, leaving the Works were varied steel products. However goods traffic at the intermediate stations did not fair well, by August 1964 the only remaining station open for goods traffic weas Consett.

A head-on smokebox view of Q7 0-8-0 No. 63460 at Hownes Gill sometime in September 1963. This locomotive was one of the those Q7's equipped with air-pumps to operate the iron ore trains. In this view the locomotive was on railtour duty and is stopped on the line leading from Consett station down to Hownes Gill viaduct. The photographer is looking back towards Consett, to the left are parts of the coke works, on the extreme left is the top of the gasholder and a chimney. Photograph collection of webmaster/original negative A E Durant.

The locomotives that worked the iron ore trains certainly looked like they were up for the job. A series of 0-8-0 locomotives dominated the workings from the turn of the century. These were the NER T Class, with three variants - the T1, T2 & T3 designations. The T3's dated from 1919, originally five were built, followed by ten more in 1924. These fifteen locomotives would dominate the Consett workings - they had three cylinders, produced 36,965lb of tractive effort, the locomotive & tender weighed just over 115 tons. The T3's were later reclassified as the Q7's. A pool of about four hundred 21 ton unbraked hopper wagons were used to transport the iron ore, being loaded by mechanical grabs & buckets.

The 1950's brought a number of changes, one of the major improvements called for more automated loading/unloading of the iron ore. To achieve this new wagons were required to handle the estimated 1.25 million tons of ore to be handled at Tyne Dock/Consett. Thirty purpose built bogie wagons were constructed at Shildon with the first one sent to Marylebone for inspection by the Railway Executive on December 10th 1951. The wagons were introduced late in 1953 working alongside the old wagons until these were finally displaced in February 1954. Air operated doors allowed for rapid unloading of the wagons at Consett which required the locomotives on this service to be fitted with dedicated air pumps - five Q7's (63460/63/65/69/73) were so fitted and were joined by five air pump equipped O1 2-8-0's (63712/55/60, 63856/74) to assist the Q7's.

During February 1954 British Railways and the Consett Iron Co Ltd signed a 20 year contract for the movement of iron ore from Tyne Dock to Consett.

	This view of a brand new bogie ore wagon shows the high level air pipe which required the Consett locomotives including the Class 24's to be modified with their own high level air pipe. The four doors on each wagon could be controlled from the locomotive cab, or individually by means of levers on each wagon. The wagons were built at Shildon, with a tare weight of 28tons 13cwt and could carry up to 56 tons of ore.
	In contrast to the view of the ex-shops shiny, pristine looking wagon above, this view indicates the working reality of these wagons. The wagon is covered in road dirt and the dust from its continuous loads of iron ore, only the area displaying the wagon number is kept free of the coating of dirt and iron ore. Photograph courtesy Keith Hoult.
	Class 01 2-8-0 No.63760 awaits its next turn of duty, date & location unknown. This locomotive is a 1944 Thompson rebuild with type 100A boiler, Walschaerts valve gear and new cylinders. The combined weight of locomotive and tender was about 121 tons, with a tractive effort of 35,520lb. Clearly visible are the two air pumps and their associated pipework, including the additional hoses mounted on the buffer beam. Photograph collection of webmaster.

The arrival of these new wagons with their automated air-operated unloading mechanisms led to the issuance of a small booklet to assist railway staff in the handling of them. Each wagon was fitted with a vacuum operated automatic brake and four power operated side discharge doors which were under the control of the driver. Two manually operated safety lock levers were also fitted, one at each end of the wagon but both on the same side. When closed the levers were held in the bottom position by pins inserted above them. The levers were only to be raised when the wagons were being prepared for opening of the doors on arrival at the Consett unloading gantry. Each wagon had four compressed air mechanisms to operate the levers that opened the doors. Two of these mechanisms were mounted centrally on the wagon whilst one mechanism was placed at each end. Each door mechanism had a dedicated 14" and 16" cylinder.

Another view from Tyne Dock shed, this time featuring Class 01 2-8-0 No.63712. Visible are the air pumps and associated pipework including the pipe connections on the front bufferbeam. Although the view is not dated the locomotive is undergoing maintenance as much of the motion is missing. Photograph collection of webmaster.

The doors were kept closed by air pressure delivered from the locomotive through the No.1 pipe to the 14” cylinder. Compressed air pumped through the No 2 pipe and the 16” cylinder would open the doors. The discharge doors were not capable of being operated independently.

In addition to the special requirements for the operation of the discharge doors, the coupling of the wagons was also mentioned in the booklet. Three pipes ran between the locomotive and all the wagons. The most obvious was the standard vacuum pipe which ran the whole length of the train, from the locomotive, through the wagons to the brake van. The No.1 pipe - the constant air pressure pipe was fitted to end cocks located below the locomotive buffer beams and wagon headstocks. The pipe coupler heads, cocks and main pipes were painted black. The No.2 pipe, used for door opening was mounted on elevated pipes fitted to end cocks on the locomotives and wagons. This pipe was easily recogniseable on the cab fronts of the dedicated Class 24's. The coupler heads, stand pipes and the main pipes were painted yellow. The colour coding of the pipes and connections was an aid to the railway staff, however in practice these no doubt became covered in dirt, grime and iron ore dust.

The loading/unloading gantries were dangerous places and with the introduction of the new wagons and their automated door opening mechanisms a new hazard was introduced. Empty trains would terminate in Tyne Dock Bottom yard reception lines with the incoming locomotive immediately going to the shed. The guard’s brakevan was removed by a pilot engine and placed on the van siding (or kip) at the entrance to the Bunkers line. An inspection of the wagons was carried out to ensure their suitability for the next loaded westbound trip. Defective wagons could be removed at this point. The locomotive for the westbound working would be attached at the inlet end of the reception sidings and would propel the train to the Bunkers line. The yard pilot could also carry out this function if necessary, but in no event were locomotives or brakevans allowed to travel under the loading bunkers.

Prior to the final push-back under the loading gantry C&W staff would ensure that the locomotive had all three hoses properly connected and that the air cocks were closed on the last wagon. By using a marker a railway employee would ensure that the wagons were positioned correctly under the gantry when being pushed back whilst the train crew would ensure that 86lbs psi air pressure was maintained in No.1 pipe to keep the wagon doors closed.

The Tyne Improvement Commission employees were responsible for the operation of the loading bunkers and the paperwork to accompany the train. This included details of the wagon numbers and the weight of loaded iron ore. Prior to loading the guard was to ensure that all wagon door lock handles were in place and that the safety pins were correctly fitted. Because the wagons generally ran in fixed formations the wagons were marshalled to ensure all safety catch handles were on the same side. If a wagon needed replacing the C&W staff were advised of which way round the replacement wagon had to be in order to line up all the handles. After loading of the iron ore the guard was to recheck the safety pins, and repeat this again just prior to departure. Once loaded the train would draw forward off the Bunker line and allow the brakevan to roll onto the train using gravity. Once the vacuum pipe had been connected the train drew forward a little further to allow the banking engine to be attached.

On reaching Consett the loaded trains would use the new ore gantry to unload. After passing Carr House West Box the new lines ran to the new Fell Box, which was owned by the Consett Iron Company but operated by British Railways staff. Beyond Fell signalbox were three reception lines, normally the No.1 (right hand) line would receive the loaded iron ore trains. At some point the guard would provide one set of the train's documents to the Traffic Agent and the other to the Consett Iron Company’s gantry leading man. Once stopped the Consett Iron Company staff would release all the safety levers and advise the guard when this was completed. The train would then move forward onto the gantry under the control of the Gantry Leading Man. When the train was positioned correctly for unloading the guard notified the driver to open the doors. After the wagons had emptied the guard advised the driver to close the doors. With the train set to reverse off the gantry the guard would operate the ground frame to allow the reverse move. Once clear of the gantry line Consett Iron Company staff would re-instate all the safety lock handles and pins. After this was completed a couple of ground frame operations and shunting moves would position the train for its journey back to Tyne Dock.

The thirty wagons specially built for this service were numbered 446000-29 and maintained at Tyne Dock shed. Two of the wagons, marked Y & Z were to be held as spares at Tyne Dock Bottom whilst the remaining 28 were divided into seven trainsets of four wagons each, the sets being labelled A,B,C,D,E,F & S. This letter was stencilled on the wagons (see view of wagon above). The Carriage & Wagon Dept established maintenance cycles for the four wagon sets. Each Friday one set of four wagons would be taken out of service and undergo maintenance for a week at the Tyne Dock facility. The wagon set labelled 'S' or another available set would replace the set taken out of service. Presumably if the spare wagons 'Y' & 'Z' were required for service they would be replaced as soon as repairs had been completed on the defective wagon from sets A - F or S.

The delivery of these braked wagons allowed for shorter running times on the descent from Consett back to Tyne Dock. The loading facilities at Tyne Dock allowed a complete train to be loaded in less than a minute. Unloading at Consett took about five minutes.

The Class 24's replaced the impressive 9F's on the iron ore trains. In this c1956 view of 92061 one can clearly see the Westinghouse air pumps specially fitted to this small fleet of locomotives. Photographer unknown.

Each locomotive was fitted with two 10" Westinghouse compressors operated by a red-painted valve mounted in the cab. The No.1 position allowed compressed air into No.1 pipe and the wagon mounted 14" cylinders, keeping the hopper doors closed. If the No.2 position were selected air would be allowed into the No.2 pipe and the 16" cylinders, causing the wagon doors to open. An isolating cock was kept in the closed position except when the wagon doors required opening. The guard was the only person authorised to instruct the driver when to open or close the wagon doors.

The arrival of the BR Standard Class 9F 2-10-0's in 1954/55 provided the authorities with the chance to release the Q7's & O1's to other duties. After successful testing with 92037, ten brand new 9F's (92060-92066, 92097-92099) equipped with Westinghouse air pumps were allocated to Tyne Dock shed to work the iron ore trains. For the crews the 9F's sported a more comfortable cab than the O1's or Q7's - something very much appreciated on the exposed lines during harsh winter weather frequently found in County Durham. The 9F's had a slightly greater tractive effort (39,670lb) which allowed the number of wagons in each train to be increased by one to nine wagons with a brake van - the unloading gantry at Consett could not handle longer trains. Banking locomotives were still required at two points on the route. The 1 in 40 gradient from Tyne Dock up to Tyne Dock shed and the 1 in 56 from South Pelaw to South Medomsley (Leadgate) saw a variety of steam locomotives used including examples from classes O1, Q6, Q7 & 9F. 350hp diesel-electric shunters were also used on the push up from Tyne Dock.

As a sign of future changes on September 28th 1962 Type 4 No.171 was tested between Tyne Dock & Consett with a loaded nine wagon train. No bankers were used on the trip. The working was considered a very good one - the 800 ton train ran on a 78 minute schedule, instead of the normal 104 minutes.

The Tyne Dock 9F's did not generally deviate from their iron ore duties but extremely cold weather in the north east in late December 1963 caused an excessive number of diesel failures. To cover the shortages five 9F's were loaned to Heaton from Tyne Dock for two weeks. They were primarily used on goods trains to Tees Yard & York. However on December 21st 92061 reached Millerhill on a special freight from Heaton. And on Christmas Eve 92097 handled empty stock workings between Heaton & Newcastle!

For just over ten years the 9F's handled the iron ore services, their days ended on November 19th 1966 when 9F 92063 received a special cleaning, some fresh paint and 'The Tyne Docker' headboard in commemoration of the last day of steam operation of the iron ore service. For nine of these 9F's their working days were done, being withdrawn and sent for scrapping. Only 92065 survived a little longer, being transferred to Wakefield to work out a few more days on Yorkshire coalfield traffic. Whichever way you look at it these fine machines were thrown away after a brief career of barely eleven years.

The withdrawal of the Consett 9F's took place during the summer/autumn, presumably being retired as suitably equipped Type 2 diesels were received from the Works. Withdrawal dates were:
92060 10/66
92061 9/66
92062 6/66
92063 11/66
92064 11/66
92065 transfered to Wakefield 56A 11/66 and withdrawn 4/67
92066 ??
92097 10/66
92098 7/66
92099 9/66

The withdrawn 9F's congregated at Tyne Dock shed until delivery could be made to scrapyards in the north-east. Disposals were:
Drapers, Hull: 92060/61/97/98/99
Hughes Bolckows Ltd, North Blyth: 92062
Thompsons, Stockton on Tees: 92063/64
Cohens, Middlesborough: 92066

Replacement for the 9F's arrived in the form of ten Gateshead allocated BR/Sulzer Type 2's D5102 - D5111. A number of other diesel types had been tested on the Consett route but it fell to the Type 2's to take over the iron ore duties. Before taking up their duties, Works attention was required to remove their train heating boilers and water tanks and receive the necessary compressors and pipework to operate the wagon doors. The diesel locomotives operated in pairs with eight or nine wagons, though occasionally a single locomotive was noted with just four wagons. One result of using pairs of locomotives was that the trains had to be reversed onto the unloading gantry at Consett. The steam workings had pulled directly onto the gantry and then reversed around the north leg of the triangle to face in the right direction for the return to Tyne Dock.

Photographs taken of the diesel hauled iron ore services in the week following the last steam hauled 9F service show remarkably clean Type 2's in green livery with small yellow warning panels and reasonably clean grey roofs. Prominent was the missing boiler water tank and the addition of the air pipe mounted on the buffer beam. Some had a blanking plate over the boiler room grills, some still carried the round exhaust port in its original position near the boiler room roof. All still carried the frame level valencing

It should perhaps be noted that in other parts of the country other BR/Sulzer Type 2's would be put in charge of equally demanding mineral trains. A small group of Class 25's were responsible for the dieselisation of the Tunstead - Northwich ICI limestone trains whilst on the Wirral Peninsula Stoke Division allocated Class 24's were in charge of the iron ore trains running between Bidston Dock & Shotwick - these iron ore workings had previously been in the hands of Birkenhead's large fleet of 9F's.

	A pair of Class 24's, led by D5110 power through Boldon station on an unknown winter's day. Photograph courtesy Bryan Battewell.
	Another pair of Class 24's work through Pelaw station, date unknown. This particular working has only eight wagons attached. Photograph courtesy Bryan Battewell.

The Type 2 diesels would remain in charge of the Tyne Dock - Consett iron ore workings for seven and a half years. Although primarily dedicated to the iron ore workings (no other locomotives could operate the wagon doors) they did occasionally wander off and cover other workings operated by Gateshead allocated locomotives.

1967
Heavy repairs for the Consett Type 2's continued to be handled at Derby Works, noted were D5104 between February & March and D5106 between May & July.

1968

D5108 stands at Bensham (district of Gateshead) with a test coach and three bogie hoppers, the date is believed to be about 1968. Bensham hospital is the building on the right and the two blocks of high-rise flats are in the Teams, the line still exists today between Low Fell Junction and Norwood Junction, the photograph is taken from what is now the Low Fell Royal Mail Terminal. The paintwork on the cab and bufferbeam looks remarkably fresh, so either its been cleaned up for some reason or the locomotive has been in the shops recently for repair work. Photographer unknown.

The view above clearly shows the two pipes fitted to the locomotives to operate the iron ore wagon door mechanisms. The more obvious pipe (the No.2 pipe) is at waist level with the metal portion painted white, though once placed in service the pipe quickly became covered in ore dust and other grime. The No.1 pipe occupies the position on the bufferbeam previously used by the steam pipe.

1969
From the beginning of 1969 Glasgow Works was the primary workshop for handling various repairs to the locomotives working the Consett turns.

1970
Another familiar landmark fell into disuse effective February 28th when Tyne Dock shed closed, with all workings now handled from Tyne Yard or South Dock. This included the Tyne Dock - Consett iron ore workings, though the Class 24's were always allocated to Gateshead. Trouble befell the 04.15 Tyne Dock - Consett working of April 7th led by 5102 & 5109, whilst standing at Tyne Yard it was run into by 6777. A quantity of iron ore spilled from the wagons, blocking the down slow line. 6777 received considerable nose end damage, necessitating major surgery at Doncaster Works.

5103 & 5104 received classified repairs at Glasgow between April & June.

On November 23rd authorities did not have a dmu available for the 17.40 Newcastle - Carlisle (and 19.55 return), a scratch set of four coaches and no heat 5105 was used. The mild weather and pre-heated stock presumably kept the passengers reasonably comfortable. Loco haulage over this line was then currently limited to one train a day, the 23.15 SO Newcastle - Carlisle (and 02.50 SU return). A boiler equipped Class 25 was regular power, 7586/93/96 being frequently used.

The information below is taken from a Working Timetable for the Tyne Dock - Consett route. A page from the WT refers to the use of headcodes 6K00 - 6K13 for these services. Standard formaton was two Class 24's hauling 9 x 86 ton GLW ore carriers, total weight 934 tons. Thank you to John Bainbridge for sending copies of the WT containing this information.

Working Timetable Extract
Tyne Dock and Tyne Yard to Consett
5th October 1970 to 2nd May 1971

Location	Mileage	6K00	6K01	6K14	6K02	6K03	6K04	6K15	6K05	6K06	6K07	9K45	6K08	6K09	6K10	6K11	6K12	6K13
		MX	MX	MX	MX			MSO			SX	SO	SK	SK	SK	SK	SX	SX
Tyne Dock Bottom	0.00	00.05	01.57	03.00	04.39	07.00	08.15	09.25	10.30	11.57	13.30	..	15.00	16.29	17.56	19.30	20.47	22.30
Boldon Colliery	1.69	00.12	02.04	03.07	04.46	07.07	08.22	09.32	10.37	12.04	13.37	..	15.07	16.36	18.03	19.37	20.54	22.37
Pelaw	4.66	00.19	02.11	03.14	04.53	07.14	08.29	09.39	10.44	12.11	13.45	..	15.14	16.45	18.12	19.44	21.02	22.44
High Street Junction	7.71	00.27	02.19	03.22	05.01	07.22	08.39	09.47	10.52	12.19	13.52	..	15.22	16.55	18.25	19.52	21.19	22.52
King Edward Bridge Jct	8.32	00.29	02.21	03.24	05.03	07.24	08.43	09.49	10.54	12.21	13.54	..	15.24	16.57	18.27	19.54	21.23	22.54
Tyne Yard arr	12.18	..	..	..	05.15	..	..	..	..	..	..	..	15.36	17.09	18.39	..	21.35	..
Tyne Yard dep	12.18	00.42	02.32	03.35	05.17	07.35	08.55	09.59	11.07	12.34	14.05	15.19	15.38	17.11	18.41	20.05	21.44	23.05
Ouston Junction	14.50	00.51	02.38	03.41	05.25	07.41	09.03	10.05	11.16	12.40	14.11	15.27	15.46	17.19	18.49	20.11	21.52	23.11
South Pelaw	15.27	00.53	02.40	03.43	05.27	07.43	09.05	10.07	11.18	12.42	14.13	15.30	15.48	17.21	18.51	20.13	22.54	23.13
Annfield	22.06	01.15	03.02	04.05	05.49	08.05	09.28	10.29	11.40	13.06	14.35	15.53	16.10	17.43	19.13	20.36	23.16	23.35
Carrhouse West	26.39	01.34	03.15	04.18	06.02	08.18	09.41	10.42	11.53	13.19	14.48	16.06	16.23	17.56	19.26	20.50	23.29	23.48
Consett Works	26.77	01.38	03.18	04.21	06.05	08.21	09.45	10.45	11.56	13.22	14.51	..	16.25	17.59	19.29	20.53	23.32	23.51
Consett Low Yard	27.67	..	..	..	..	..	..	..	..	..	..	16.15	..	..	..	..	..	..

Working Timetable Extract
Consett to Tyne Yard and Tyne Dock
5th October 1970 to 2nd May 1971

Location	Mileage	6K13	6K14	6K00	6K12	6K01	6K01	6K14	6K02	6K15	6K15	6K03	6K04	6K15	6K02	6K05	6K05	6K06	6K06
		MX	MX	MX		MO	MX	MX	MX	MO	SO			MSO	SX	SX	SO	SX	SO
Consett Low Yard	0.00	..	..	..	..	..	..	..	..	..	..	..	..	..	..	..	..	..	..
Consett Works	0.70	00.12	..	01.59	..	..	03.39	04.42	06.26	..	..	08.42	10.06	11.06	..	12.17	12.17	13.43	13.43
Carrhouse West	1.28	00.15	..	02.02	..	..	03.42	04.45	06.29	..	..	08.45	10.09	11.09	..	12.20	12.20	13.46	13.46
Annfield	5.61	00.28	..	02.15	..	..	03.55	04.58	06.42	..	..	08.58	10.22	11.22	..	12.33	12.33	13.59	13.59
South Pelaw	12.40	00.45	..	02.32	..	..	04.12	05.15	06.59	..	..	09.15	10.39	11.39	..	12.50	12.50	14.16	14.16
Ouston Junction	13.17	00.47	..	02.34	..	..	04.14	05.17	07.01	..	..	09.17	10.41	11.41	..	12.52	12.52	14.18	14.18
Tyne Yard arr	15.49	00.55	..	02.42	..	..	04.22	05.25	07.09	..	..	09.25	10.48	11.49	..	13.00	13.00	14.26	14.26
Tyne Yard dep	15.49	00.57	01.50	03.32	05.20	06.35	06.35	..	..	07.47	08.21	09.27	10.50	..	12.25	13.50	..	15.16	..
King Edward Bridge Jct	19.35	01.09	02.02	03.44	05.32	06.47	06.47	..	..	07.59	08.33	09.40	11.02	..	12.36	14.02	..	15.28	..
High Street Junction	19.76	01.11	02.05	03.46	05.34	06.49	06.49	..	..	08.01	08.35	09.43	11.05	..	12.39	14.04	..	15.30	..
Pelaw	23.01	01.19	02.12	03.54	05.42	06.57	06.57	..	..	08.09	08.43	09.51	11.13	..	12.47	14.13	..	15.41	..
Boldon Colliery	25.78	01.26	02.19	04.01	05.49	07.04	07.04	..	..	08.17	08.50	09.58	11.20	..	12.54	14.20	..	15.49	..
Tyne Dock Bottom	27.67	01.33	02.26	04.08	05.56	07.11	07.11	..	..	08.24	08.57	10.05	11.27	..	13.01	14.27	..	15.56	..

Location	Mileage	6K07	6K08	9K56	6K09	6K10	6K11	6K12
		SX	SX	SO	SX	SX	SX	SX
Consett Low Yard	0.00	..	..	16.50	..	..	..	..
Consett Works	0.70	15.12	16.46	..	18.20	19.50	21.14	22.53
Carrhouse West	1.28	15.15	16.49	16.58	18.23	19.53	21.17	22.56
Annfield	5.61	15.28	17.02	17.12	18.36	20.06	21.30	23.09
South Pelaw	12.40	15.45	17.19	17.41	18.53	20.23	21.47	23.26
Ouston Junction	13.17	15.47	17.21	17.45	18.55	20.25	21.49	23.28
Tyne Yard arr	15.49	15.55	..	18.02	..	..	21.57	23.36
Tyne Yard dep	15.49	16.53	17.30	..	19.01	20.31	22.57	..
King Edward Bridge Jct	19.35	17.05	17.43	..	19.12	20.42	23.09	..
High Street Junction	19.76	17.08	17.45	.	19.14	20.44	23.11	..
Pelaw	23.01	17.17	17.53	..	19.22	20.52	23.19	..
Boldon Colliery	25.78	17.25	18.00	..	19.29	20.59	23.26	..
Tyne Dock Bottom	27.67	17.32	18.07	..	19.36	21.06	23.33	..

1971
5106 received classified repairs at Glasgow between February & April, whilst 5102 & 5110 were present between April & June.

By this time the only Class 24's not allocated to the LM or ScR were the Gateshead based 5102-11 for the Consett - Tyne Dock service.

On December 7th 5110 was noted en route heading for Stratford, for maintenance?

1972
An interesting visitor to March on January 23rd was 5110 whilst Stratford Works received 5106 towards the end of February. After release from the Works it was noted at Colchester on February 25th.

1973
At the beginning of 1973 Derby took over some of the repair work from Glasgow, 5103 was noted at Derby in January and 5107 in March.

The Consett iron ore service suffered two derailments during April, both at Ouston Junction. The resulting shortage of serviceable wagons led to 5109 working just four wagons on April 22nd.

Ilford car sheds, normally the preserve of ER multiple units recieved diesels for maintenance during August when 5111 was noted there on August 14th and 6736 the next day. These machines were present for use of the wheel lathe, the volume of work at Stratford necessitating this. 5111 was later noted on September 24 heading north with a freight through Cambridge.

1974

	A pair of Class 24's and nine wagons head westwards through Annfield East with another train load of iron ore bound for Consett. The locomotives are not identified but they appear to be renumbered which would suggest a date of the winter of 1973/74 for the photograph. Photograph collection of webmaster.
	Another view taken at Annfield, this of an eastbound empty working heading back downhill to Tyne Dock. Photograph collection of webmaster.
	24103 and an unidentified Class 24 wait at Consett station for their next turn of duty. 24103 was renumbered during February 1974, providing a clue to the date of this photograph, which is close to the end of operations out of Tyne Dock. Photograph collection of webmaster.

Early in 1974 the twenty year contract for the improved movement of iron ore established in 1954 ended. However the steelworks at Consett still required delivery of iron ore, upto 1.6 million tons a year. Its owners were now the British Steel Corporation (BSC) who were concentrating the import of iron ore at its Redcar facility. As a result of these changes the shipment of ore from the Tyne Dock facility ended on March 26th when two trains were used to clear the bunkers at Tyne Dock. The 10.45 working was hauled by 24106 & 24110 whilst the 12.00 working was handled by 24109 & 24103. One of the trainsets only had eight wagons so 24102 was sent from Gateshead to deliver an extra wagon. This delayed departure of the last train to about 14.00, arriving Consett two hours later.

With iron ore delivery now to be received from Redcar using more modern wagons powered by pairs of Class 37's, the need for Gateshead's fleet of specially equipped Class 24's was gone. Thus 24107/108/109/111 were quickly transferred to Haymarket, their first move since arriving at Gateshead during October/November 1960, whilst the ore wagons went to store at Heaton. After a month at Haymarket these four moved to Eastfield.

In May all the remaining locomotives moved to Scotland, 24102/03/04 to Inverness, 24105/06 to Eastfield and 24110 to Haymarket. During December 24111 moved to Inverness from Haymarket. As none of these locomotives had train heating boilers they tended to be confined to freight and parcels workings, though they could frequently be found on passenger workings in the summer months.

24102 - 24111 & the post Consett years - service on the the Scottish Region and withdrawal

1975
During March 24111 moved from Inverness to Eastfield whilst 24110 moved from Haymarket to Inverness in May.

The infamous summer of 1975 brought mass withdrawals of the Type 2's both on the LMR and the SCR. For 24102 - 24111 the results were splintered. 24104 & 24105 were stored in August whilst 24106 - 24109 & 24111 moved from Eastfield to Haymarket. September saw 24105 as the first of the batch to be withdrawn. More went into storage in October, selected were 24102, 24103, 24106, 24108 - 24110, though this latter machine moved from Inverness to Haymarket in October! During November 24106 was reinstated to Haymarket.

On July 22nd the 20.55 Euston - Stranraer became a failure at Ayr behind 47040, rescue arrived in the shape of 24109, leading to a sixty minute late arrival.

The infamous 1E83 17.10 Edinburgh - Newcastle continued to run behind a variety of motive power during September with 55004 (8th), 24110 (15th) & 24147 (19th).

1976
In February 24103 & 24104 were re-instated to Haymarket whilst 24102, 24109 & 24111 were finally withdrawn.

April 6th found the double headed 16.35 Inverness - Glasgow Queen Street in trouble at Kingussie when leading locomotive 26034 failed, being removed and replaced by 25029 off a northbound freight. However 25029 was later detached at Stirling after parts from it hit a freight train near Dunblane, leaving 24121 to carry on alone reaching Glasgow two hours late. The next day these same two trains were involved in further locomotive exchanges when 47424 working the northbound 'Clansman' caught fire at Dalnaspidal. 26027 was removed from the Glasgow working to assist the 'Clansman' northwards, whilst 24107 off the freight was added to the Glasgow train for the run south.

On April 19th the 21.00 Edinburgh - Glasgow Queen Street arrived twenty minutes late behind 25237, its return working the 22.00 to Edinburgh was only thirteen minutes late leaving, in charge of 24106.

Photograph courtesy Tony Sayer
Its June 9th 1976 and this is the last active summer for the Scottish Class 24's. Here 24107 runs north through Stirling with a parcels train. Distinguishing features include the extra air pipe still fitted from the time of the Consett iron ore workings, the absence of a boiler water tank, and the two rows of four air filters on the side. The centering of the headcodes discs in the middle of the cab front is a sign that a classified repair was carried out at Glasgow.

24108 was withdrawn in July, with 24103 re-entering storage during August.

24106 powered August 19th's 17.15 Edinburgh - Glasgow Queen Street (via Grahamston), normally a dmu turn.

September would see much activity for the few remaining Class 24's, their demise was imminent with the expected arrival of more Class 25's from the WR. Amongst many freight and parcels workings 24113 & 26027 worked the 13.10 Edinburgh - Inverness passenger (11th), 1E83 Edinburgh - Newcastle (?) had 24115 (15th), 24106 (17th), this day also found 24115 & 24120 on 07.40 Aberdeen - Edinburgh, whilst the last day of the month saw 24120 & 24104 on 12.30 Aberdeen - Edinburgh.

On October 4th 24110 worked the Townhill trips but quickly re-entered unserviceable storage at Millerhill, though this was somewhat academic as the instruction had been received to turn off all the remaining Scottish Class 24's effective October 22nd.

On October 5th 24107 was in charge of the 04.57 Inverness - ? empty coaching stock. It was then stored unserviceable at Millerhill.

On October 14th 24106 worked some Millerhill trips and then was stored serviceable at Millerhill.

On that last day 24104 was in charge of the 19:35 Sighthill freight (from Millerhill??). Official withdrawal for 24103, 24104, 24106, 24107 & 24110 did not come until December.

	24103 & 24121 stand withdrawn at Polmadie on October 9th 1976, they were still in the same position on March 5th 1977 when I photographed them!! 24103 still retains its extra air pipe from its days at Consett, and the positioning of the center discs on the cabfront reveal that its last major repair was done by Glasgow Works. Photograph courtesy Peter Wilmott.
	In the atmospheric confines of Edinburgh Waverley 24107 drifts by on June 6th 1976. Photograph courtesy Tony Sayer.
	A fine portrait of 24110 & 25023 at Eastfield on June 5th 1976. The Glasgow practice of centering the inner headcode discs has been carried out on 24110. When Derby sheeted over the gangway doors the central discs kept their original position over the left hand door. Photograph courtesy Tony Sayer.

1977
With the exception of 24107, the Class 24's featured on this page were all broken up at Doncaster, 24107 remarkably went to Swindon with three others. After being taken out of service they congregated at Polmadie, Millerhill and Carlisle. The movement that took 24107 and three others to Swindon went via the ECML, taking 24107 past its former stomping grounds in the Newcastle area and crossing the former S&T line at Ouston Junction.

Its the end of the line for 24111 & 24109 at Kingmoor, two of a great number of Class 24's stored there. These two would eventually be towed off to Doncaster for breaking. Photograph courtesy Ian Mawson.

Where known their final movements are detailed below:

24103/16/23 & 08426 9F45 Polmadie - Doncaster March 17th 1977
24065, 24107/15/24 02.20 Millerhill-Derby-Gloucester-Swindon May 4th 1977
24103/12/13/50 Millerhill - Doncaster w/e June 18 1977
24007/14/90, 24108 14.00 Carlisle - Doncaster 9Z14 December 8th 1977
24013, 24105/109/111 07.00 Carlisle - Doncaster 9Z14 December 29th 1977
24019/66, 24102/121 07.00 Carlisle - Doncaster 9Z14 February 14 1978. (25191 to Skipton, then 31183 to Doncaster)

The first of the batch to be broken up was 24110 at Doncaster during April 1977, the last survivor was 24102, broken up at Doncaster in April 1978.

	The end for 24105 & 24109 as their stripped out shells await final movement to the cutting area at Doncaster Works. They were broken up in March 1978 so presumably this photo is during the winter of 1977/78. Photograph courtesy Ian Mawson.
	Its Millerhill sometime in the latter half of 1977 and only 24106 is present. In the middle of May there had been thirteen present, four moved to Swindon, followed by two more batches of four going to Doncaster. 24106 eventually ended its days at Doncaster in October 1977. Photograph courtesy Ian Mawson
	Another depressingly dull Sunday afternoon visit to Doncaster Works on December 18th 1977 reveals 24108 & 24014 at the back of the Works awaiting scrapping. 24014 is from the original production batch of D5000 - D5019 so sports an extra air filter on the top row, as compared to that of 24108.

Consett - after the Class 24's

1974

With the Class 24's transferred to Scotland and the 1950's era wagons in store, the iron ore shipments now arrived from Redcar in block trains of nine 100 ton bogie wagons carrying a payload of 675 tons of ore, hauled by pairs of Class 37's. The loading of the wagons at Redcar was similar to that at Tyne Dock, by the use of overhead gantries that could load the nine wagon sets in about fifteen minutes. From Redcar the trains made their way through Teeside to join the East Coast mainline for a short distance before turning off at Tursdale Junction and joining the Leamside line to reach the former Tyne Dock - South Pelaw route at Washington. This route had been closed in 1970, now the section from Washington to South Pelaw was re-opened to accomodate the iron ore workings. It was necessary to run round the train at Washington. At Consett the unloading process was different - the new wagons were emptied using a rotary tippler, the wagons being equipped with rotating center couplers, allowing the train to remained coupled as each wagon was unloaded. The unloading of these trains was slower than the former method of using the gantry at Consett.

1975

During the Stockton & Darlington 150 Anniversary celebrations a special passenger working took place on Saturdays between July 19th and September 27th. The trips started at Darlington then on to Washington, Newcastle, Ouston Junction, Consett North (reverse), Washington, Pelaw, Sunderland, Hartlepool, Darlington, Shildon, Bishop Auckland (reverse) & Darlington. Obviously the journey over the Consett branch was one of several highlights on the trip.

The two views below, courtesy John Bainbridge show one of these workings at Consett.

At the time of the specials Consett station was still standing as seen in the left view as the DMU heads eastwards towards Annfield Plain. The right view shows the DMU passing Carr House West signal box, it has made the short run to Consett North where it reversed direction and is seen here on its way back eastwards. The sidings in the foreground led to one part of the steelworks.

The Carr House West signalman recalled one of the 150 specials was worked by one of the older drivers who took the train on to Blackhill rather than reversing at Consett North!

Two glorious views of the sidings alongside Consett station showing the local tripper jobs comprised of coal wagons hauled by Class 37's. After all the steelworks traffic ended the only freight remaining was local coal traffic for one supplier at Blackhill and two at Consett. This of course was insufficient to run the line at a profit.

1979 - 1980

	A Consett - Redcar train of iron ore empties heads past Consett High Yard in charge of 37057 & 37067 during October 1979 Photograph courtesy Malcolm Braim
	Its May 1980 as 37072 & 37070 approach Tursdale Junction with a train of empties bound for Redcar. Photograph courtesy Malcom Braim

1983

Six years after 24102 - 24111 had been laid to rest, so the giant complex at Consett fell silent for ever during 1983. As the 24's had been cut up into small pieces, so now Consett's infrastructure fell to the scrapman, with much of it being taken away by rail to the smelters in Sheffield. The last loaded scrap run took place on September 14th 1983, whilst the final clearance of five empty wagons took place on September 30th 1983 behind 37023.

1984

On Saturday March 17th 1984 Consett received its last passenger train, chartered by the Derwentside Rail Action Group to mark the end of an era in light of the imminent removal of the track and remaining infrastructure from the branch. Originally a four car diesel multiple unit was allocated to work the special, but bookings were so heavy that a locomotive hauled set of seven Mk 1 coaches was substituted on the service. The scheduled timing was:
Newcastle depart: 11.15am
Consett arrive: 12.18pm
Consett depart: 14.52pm
Newcastle arrive: 15.55pm

As part of the route the Bensham curve and the Low Fell slow lines to Ouston Junction were included in the itinerary. On the Consett branch only the Up line was available for use, contractors were already removing the Down line, its valuable sections of continuously welded rail would soon be relaid on other routes. Once the special had returned to Newcastle the branch's Up line would be removed by the contractors.

March 17th arrived overcast with snow on the ground in the Consett area. As promised hauled stock with Gateshead's only named Class 46, 46026 were provided for the trip. A substantial headboard was carried, complete with wreath and smokebox numberplate from former Tyne Dock 9F 92066. The three views below show 46026 and its train at the site of Consett station. The left view shows the front of 46026 adorned with headboard, numberplate & wreath. The center view shows the locomotive before it has run round the train, this is the site of the former Consett station. The right view shows the train waiting to return to Newcastle, the adornments on the cab front have been transferred from the other end ready for the run down to Newcastle. The lack of a platform at Consett required the use of a number of portable wooden footsteps to allow for detraining of the passengers.

Three photographs courtesy John Bainbridge.

After 46026 and its train headed eastwards for the final time all would fall quiet until the contractors arrived to remove the rails and sleepers (see below).

The removal of the rails and other infrastructure commenced from the west end of the line, by the beginning of October 1984 Consett High Yard (the station area) had been cleared. This view taken on October 2nd 1984 shows 37058 heading east at Leadgate with its wagons containing the final track panels from the High Yard, a little piece of history disappears into anonymity. Unfortunately the photographer was caught by surprise (& who hasn't been) at the appearance of the train, but in true enthusiast fashion obtained this photograph from inside his car!

The three views below feature some of the demolition trains in the Leadgate area used to remove the lines eastwards from Consett. The left view shows the ironically named 37078 Teeside Steelmaster with a train of track panels at Villa Real, just before Leadgate, with the view looking towards Leadgate roadbridge. The center view is at Leadgate, looking towards Consett. The final special with 46026 used the right hand line on the day it visited Consett. In the third view a Class 46 has been turned out to work the demolition train and is seen near The Jolly Drovers Pub just outside Leadgate, the view looks towards Consett. This location is now a roundabout for the improved A692 road.

Three photographs below courtesy John Bainbridge.

And with that the chapter of 150 years of operational railway history connected to the Stanhope and Tyne Railway slowly closed.

As the demolition trains pulled away from Consett for the last time, the two views below (courtesy Mark Smith) show another section of the S&T route, in the vicinity of Washington during July 1984.

The left view looks westwards along the abandoned trackbed of the S&T curving towards the right in the direction of Ouston Jct, this was the route originally taken by the steam hauled iron ore services from Tyne Dock and later by the ore trains from Redcar. The line to the left heads south to Leamside and the junction with the ECML at Tursdale Junction. The right hand view looks eastwards to Washington with the station in the distance. It was in this area that the loaded iron ore workings would stop to allow the locomotives to run round and head west.

1985

An overcast April 11th 1985 reveals work is well advanced in the complete eradication of any signs of the steelworks complex and its associated railways. In this view of Consett Lower Yard the demolition contractors have removed anything of value and earth and spoil are now being positioned to return the land to its former contours. For some reason the brick building has not yet been demolished! Photograph courtesy Mark Smith

Consett memories

John Bainbridge writes: I live in Consett and remember the Class 24's on the ore trains. In the days when the ore came from Tyne Dock you could set your watch by them as they ran to a timetable better than some trains today. They always ran in pairs with eight wagon sets but I do remember one locomotive could haul four wagons & did see one such combination once. When I was on my way to school after dinner at 13.00 one working always came through Consett station & everyday we would see it. The last one of Gateshead I ever saw was 24109 leaving Consett low yard with four Class 08's in tow. This one must have been the only one which was not a regular performer on the ore trains. After the ore started to come in from Tees Port the ore trains could be anything from ninety minutes early to ninety minutes late & were now all powered by Class 37s.

I once saw 4 wagons with one Class 24 which may have been the one which went into the Low Yard. I don't know why only one went into Low Yard as the ore gantry was accessed from west of Consett station and was near the Coke works. It was then conveyor belted to the blast furnaces. I knew a signalman who let me in Carrhouse West box which controlled the access to the ore gantry & used to go in on a Saturday morning as ore, coal & steel rains ran. As the timetable shows only ore trains ran in the afternoon.

Andy Thompson writes: I grew up on the street which ended up next to Boldon Colliery station, on the Newcastle to Hartlepool line. Traffic over this route included the Tyne Dock - Consett iron ore trains. After the closure of the original route via Stanhope and Tyne line the ore trains ran via Gateshead & Tyne Yard. My happiest memories include watching two Class 24's held on the branch line from Tyne Dock wating for a clear path towards Newcastle. If you stood on the platform footbridge you could look down into the cab of the leading locomotive. A friend lived at a house near the top of the street, with the railway on the other side of the fence. Any excuse I could get would be used to take a look at what was passing by. The iron ore trains would come slowly round the curve from Tyne Dock, often being held for a Sunderland - Newcastle DMU to pass by. If forced to stop the wagons would all clank together and iron ore pellets would fall onto the track. These little rusty balls could be found on the ground all around the end of the Sunderland side platform. On return visits to the line during the 1980's these dropped iron ore pellets could still be found. And the memory of these trains restarting and getting underway was unforgettable. Alas I was too young to photograph these workings and we soon moved away to another part of town. By the time my interest in railways had blossomed the Class 24's were long gone from this route.

Edward George writes: I was most interested in the comments about the ore trains to Consett. My father, F.B.George, was, at the end of World War Two responsible for new development at the Consett Iron Works before becoming Managing Director. He told me that negotiations for ore trains started before the post war nationalisation of the railways and the coal industry. The Consett Iron Company had an American transport consultant investigate the concept of ore trains fron Tyne Dock to Consett. His report recommended 100 ton wagons with diesel locomotives in multiple. The railway responded by offering 25 ton wagons. To this the Consett Iron Company said that, using land they owned or had use of they would put in a 14 mile conveyor belt. Their negotiating position was weakened when the coal industry was nationalised. This led to a compromise with the introduction of the 56 ton wagons.

When the contract was to be signed the railway officials arrived in the York engineer's saloon hauled by a newly outshopped Pacific. After signing my father was asked where he would like to go for lunch. He replied Parkhead at top of the inclines from Stanhope. The saloon was duly propelled there and lunch was served by the guard.

My father joined Consett after taking a mechanical engineering degree at what is now Newcastle University and a part apprenticeship at Swan Hunter's shipyard. He completed his training in Pittsburgh which influenced his thinking. He always wanted size, eg ensuring internal user wagons were of 100 ton capacity on bogies. When he joined Consett his father was General Manager becoming Managing Director and Deputy Chairman.

Chris Pendlenton writes: I have no photos unfortunately but would like to add to your summary. Between 1964 and 1967 I was a railway trainee in the Newcastle Division and was sent on a brake van trip to Consett. It was the time of changeover to diesel power and my hoped for ride on a 9F became instead a trip behind a single Type 2 with banking from both Tyne Dock Bottom and South Pelaw. I think the load was 9 and we were banked up to Green Lane by a Q6 whose roaring front end just feet away from the van veranda was quite something. From Green Lane we staggered to South Pelaw with the Type 2 ripping its guts out. At South Pelaw we took on an English Electric Type 4 as banker but when this dropped off at the customary point the Type 2 again had a very hard time of it. I don't know how long this trial continued but we know the decision.

An anonymous contributor writes: As a youth growing up in the north-east I attended Park View Comprehensive School, at what they called the “lower school” at North Lodge between 1977 and 1979. At the back of the school playing field was a high embankment which I soon found out was a railway when a train with double headed class 37 diesels thundered past at speed. I found out these were iron ore trains from Redcar heading for Consett steelworks. The section of S & T from Washington to South Pelaw Junction was used again when the ore trains changed from Tyne Dock to Redcar. The ore trains would come up the Leamside line through Fencehouses and Penshaw, across Victoria Bridge and into the sidings at Washington. The engines would then run round and set off for Consett via Biddick Lane Level Crossing and past the back of my school. These heavy trains moving at speed atop that high embankment were a memorable sight and looked very permanent when I left in July 1979. Little did I know that they would be gone forever inside one year.

Once I was able to drive I spent some of my time watching the final death throws of the line as the contractors lifted the rails. I was not alone and a friend of mine at that time, John Appleton, kept a comprehensive record of the demolition. In a time without mobile phones getting information to one another was not easy and I missed the last train in Consett high yard, as the station area was known, which was EE Type 3 number 37283 on April 18th 1984, only a month after the last special train. I did however managed to catch the last train ever in Consett as it left with the rails that once lay on the trackbed into Consett. This was another EE Type 3 37058 on October 2nd 1984. I have attached a picture of it coming to Leadgate bridge travelling east with its loaded wagons. I only just got there in time to see it as this shot taken from inside my car shows.

In a very small way part of Consett’s railways lives on. On the South Tynedale Railway (STR) running out of Alston in Cumbria there are a number of signals which were purchased from the demolition contractors who cleared the lower yard. Many other sundry signalling items were also purchased and used on the STR. We didn't buy the signal gantries, we had no use for them, but we had asked if we could collect some fittings for our poles from the gantries because some brackets and things were missing. They agreed. We took this as a bit of an open invitation to remove all the brackets and lamps we could! Shortly after the photo was taken the foreman turned up at the base of the gantry and called up to me in his broad Lancashire accent saying, "I hope you're not pinching all the #!**#@! scrap off that signal". We decided we had pushed his hospitality far enough and called it a day at that point. We had bought five poles and come away with fittings for twelve!

2009 - Twenty Five Years On

The last train at Consett ran during 1984, twenty five years later a visit to the area to view the remnants of the line found scenes far removed from those days of round the clock iron ore trains behind steam or diesel locomotives. The series of views below follow the line westwards from Tyne Dock to Consett.

Tyne Dock The huge industrial complexes that once bordered the Tyne have long since given way to housing developments and small commercial concerns. Some remnants of the past do linger but all trace of the iron ore terminal is long gone. This view looks south west up the Tyne, the iron ore terminal was to the left of the cranes in the center distance. The tracks still exist on the dockside, now used for occasional coal shipments.

Currently (2009) the tracks remain in place from Tyne Dock to the junction at Brockley Winns station. As with many other locations the views from 30+ years ago are very difficult to replicate due to new development and the extensive growth of trees, bushes and other greenery.

Tyne Dock Shed The steam locomotives that worked the iron ore services were generally allocated to Tyne Dock shed (52H). The shed was situated about a mile from from Tyne Dock, and was alongside many running lines and sidings. In this view the single line still serves coal traffic from Tyne Dock, but little else remains of the once extensive railway facilities. The site of Tyne Dock shed is now occupied by the houses on the left.

Pontop Crossing The Tyne Dock - Consett route at one time crossed the Newcastle - Sunderland line at grade level at Pontop Crossing. The three views above are taken at the former Pontop Crossing. The first view shows the route looking southwards, now the start of a walking path. This was the location of Boldon Colliery, no trace of it now remains. The center view looks northwards, the overhead electrification wires of the Newcastle - Sunderland route are visible beyond the fence. Also visible is the electric transmission line and towers that parallel the route towards Tyne Dock and are visible in many of the BR era views of this area. A signalbox once stood in the triangle of lines, to the left of the S&T running lines. The third view shows the remnants of the bridge seen at track level in the previous view.

The line from Pontop Crossing to Washington was closed at the same time that steam was removed from the iron ore trains (November 1966). The Washington - Ouston Junction section would regain iron traffic when shipments started to come from Redcar in 1974. These would come up the Leamside line from Tursdale Junction and require a reversal at Washington before gaining the original S&T route towards Ouston Jct. Although some of the route has been retained for footpaths the vast majority has been heavily redeveloped, being lost in retail/commercial development, housing and roads.

After the S&T route through Washington closed the iron ore trains took the Newcastle line at Pontop Crossing then travelling via Gateshead & Tyne Yard to rejoin the S&T line at Ouston Junction.

Ouston Junction - 1962 January 3rd 1962, a Heaton - York freight heads past Ouston Jct with an unidentified Class 9F. What a wonderful atmospheric view of a time now long gone. I wonder about the photographer standing in the snowy cold, what thoughts was he having about this whole day! Fortunately one of BR's finest, a 9F showed up, what, perhaps was the photographer hoping for? Photograph collection of webmaster.

Ouston Junction - 2009 The ECML looking north at the site of Ouston Junction. The Stanhope & Tyne route crossed the ECML by a bridge, in this view only the embankment to the right remains. When the iron ore trains were routed via Gateshead & Tyne Yard in November 1966 they used the ECML as far as Ouston Junction, using the just visible curve here to reach the original S&T line to Consett. Just visible on the horizon above the ECML is the Angel of the North.

The route west from Ouston Junction is now a pathway/bicycle route, though anybody using the route westwards from South Pelaw will quickly appreciate the stiff climb the trains encountered as they started their climb towards Consett. Almost immediately after leaving the ECML the grade set in at 1 in 65 to South Pelaw.

South Pelaw This view looks back (eastwards) towards Ouston Junction. There were six lines at this point, hence the large bridges. The concrete road bridge just visible behind the classic stone bridge was built with the intent that at least one double track line would remain on this route. At South Pelaw the iron ore trains and any others requiring assistance would pick up their banking locomotives, which would work as far as South Medomsley.

Pelton Looking north-eastwards to South Pelaw & Ouston Junction. The line was climbing steadily at this point with stretches of 1 in 65, 1 in 55 and here at Pelton station 1 in 47. The site of Pelton station is behind the photographer in a cutting now well camouflaged by many trees and bushes. Again the nearby residents must have had vivid memories of the labouring freight trains as the they fought the grade westbound, frequently being banked and challenged by the curves as they entered the cutting at Pelton.

Beamish From Pelton the line continued on a grade of mostly 1 in 55 or 1 in 49 before easing slightly at Beamish station. This view looking westwards is at the site of Beamish station, the undergrowth on the right marks the site of one of the platforms. West of the station the line return to its slog at 1 in 51 before easing slightly to 1 in 56.

West Stanley After the gruelling grades from Beamish the approach to West Stanley saw some favourable grades of 1 in 349 & 1 in 803. However westward of West Stanley (the direction of the view in this picture) the grades quickly stiffened to 1 in 70, 1 in 43 and then a short length of 1 in 35 (one of two on the line) before settling down to a 1 in 53 & 1 in 54 stretch for the approach to Annfield East.

Just before Annfield East came the second short section of 1 in 35 on this route.

Annfield Plain Looking eastwards at Annfield Plain standing on the location of the former trackbed where it crossed Durham Road. For a short distance houses have been built on the trackbed. The old stone walls and the two substantial pillars either side of the bungalow mark the former right of way. One wonders what it must have been like to live just across from the tracks as hardworking 9F's or pairs of raucous BR/Sulzer Type 2's disturbed the quiet as they headed west with their valuable loads of iron ore, coal or oil.

A mile beyond Annfield Plain the grade eased and the line dropped on a 1 in 93 falling grade and then easing for about a mile before reaching a short section of level track just short of South Medomsley. Here the banking locomotives would be removed, the remaining grades, although still rising were not significant apart from a section of 1 in 66 on the approach to Carr House East.

Leadgate The site of Leadgate station, the older houses on the left of the picture on St Ives Road would have had a fine view of the railway, the newer homes have encroached on the former right of way leaving just a small path marking the route. The grade through Leadgate had eased considerably with sections of 1 in 302 & 1 in 309, sparing the residents the noisy and spectacular full power working to be encountered a few miles further east.

Consett Station Looking eastwards at the site of Consett station. Cars now run where passengers, iron ore, coal, oil and steel products once rode the rails. The buildings on the left occupy the site of the former goods yard, whilst the row houses on the right can be seen in many views of Consett station during its railway days. New roads and other developments in the Consett area have destroyed much of the original route travelled by the iron ore trains as well as any other railway infrastructure that once existed.

The 12.5 mile climb from Ouston Junction ended somewhere just behind the distant footbridge in the above view. Although the grade had eased considerably about a mile west of Annfield West and there was a short level section at South Medomsley the line still had to climb to reach Consett.

Carr House West Looking westwards from the previous view the road continues along the route of the railway line. Carr House West signalbox stood about the site of the first street lamp on the left. The curve of the side street to the right was dictated by the the former Templeton Sidings which provided rail access to part of the Works. When the steelworks was open the center and right distance would have been filled with parts of the works structures.

Although the railway route through Consett has been obliterated by the roads built to bypass the town center, once clear of the new developments the route of the line westwards soon reappears, now on a down grade as it passes by the land once occupied by the steelworks, the railway yards and Consett shed. Follow the pathway for a mile or so and Hownes Gill viaduct will be reached.

Steel Carrier En-route to Hownes Gill viaduct, at a point near where the S&T route crosses the route from Lanchester to Blackhill (also a path/cycleway) stands this large piece of Consett history. This wagon was used within the steelworks to transport molten steel.

Hownes Gill Viaduct The original Stanhope & Tyne railway crossed Hownes Gill with a double incline system. Later a viaduct of considerable proportions was built to bridge the valley. This view is looking southwestwards towards Rowley. The viaduct was designed by Sir Thomas Bouch and approved by Robert Stephenson, with recommendations, and completed in 1858. Twelve arches carry the railway 750 feet across the dry ravine, to a maximum height of 150 feet. Obviously little of the immensity and beauty of the structure can be seen from the pathway which now crosses the structure.

Miscellaneous Views

Site of Consett shed The tree line in the distance marks the route of the line from Consett to Rowley. Consett shed would have been located just across the road at the right hand side of the large grassy area. A multitude of lines and sidings would have filled the remainder of the grassy field.

Iron Ore Pellets Its been almost three decades since the last iron ore trains worked over the route, but if you look carefully some of the raw material can still be found along the route. These pellets were found along the trackbed in the South Pelaw area during March 2009. They are about the size of marbles and are quite heavy. Happy Hunting!

Other Reading Resources

Instructions issued by BR for operation of the Iron Ore trains.
The Railways of Consett & North-West Durham, G Whittle (publ. David & Charles).
British Railways Past & Present No.4 The North East; P J Robinson & K Groundwater (publ. Past & Present Publishing 1987).
Railway World July/August 1991 'Up Hill & Down Dale' - memories of a Consett engineman.
Classic Railways October/November 1998 'From the Footplate' - memories of a Consett engineman.
Steam World January 2007 '1,2,3...Heave!' - about the 9F's on the iron ore workings.
Heritagerailway (online) November 2004 'Steel Town Blues' - about Consett and its railways.
Steam Railway ?/1984 'The Consett Haul' - a look at the route used by the iron ore trains.
Steam World July 2009 'Coal and Ore to Consett' - more Consett memories.
Consett to South Shields via Beamish; Roger R Darsley (publ. Middleton Press, Country Railway Routes series, 2009).

Page created February 20th 2002
Last updated March 22nd 2010

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