The Alston Branch - A short account of the early history of railways serving Alston Moor.

This page has been compiled from a booklet entitled �The Alston Branch - A short account of the early history of railways serving Alston Moor, prepared for the South Tynedale Railway Preservation Society,� written by Thomas M. Bell, which was published by The Alston Moor Historical Society in July 1979.

Introduction
During the nineteenth century, the town of Alston was the centre of one of the major lead mining districts. The transport of lead ore from the mines and the supply of stores and materials for the mining communities, attracted the attention of the early railway builders. In June 1824, James Thompson was preparing estimates for an extension of Lord Carlisle�s waggonway, from Hallbankgate to Midgeholme, with a view to possible later extensions to Alston. Following approval of the plans by George Stephenson, construction commenced late in 1824 and the new line, which was built to the �Stephenson Gauge� i.e. 4 feet 8� inches, was in use by August 1828. A further extension, to meet the new turnpike road to Alston at Halton lea Gate, was authorised by Lord Carlisle in 1834.
The Newcastle to Carlisle Railway
During this period, the main line of the railway company, which was eventually to build the branch to Alston, was under construction. The Act of Parliament authorising the formation of the Newcastle and Carlisle Railway, received the Royal Assent on 22nd May 1829 and work commenced in March 1830. The first section was opened on 3rd March 1835, followed by two further sections in 1836, which provided greatly improved railheads for Alston. The first extension was opened on 28th June from Hexham to Haydon Bridge, where entensive accommodation was provided for the handling of the lead from Alston Moor and Allendale, while the second was the western end of the railway, which opened on 19th July from Carlisle to Greenhead. Four days earlier, on Friday 15th July 1836, the reconstructed western section of Lord Carlisle�s Railway from Hallbankgate to Brampton coal staith (later Brampton Town station), via the Newcastle and Carlisle Railway at Milton (later Brampton Junction station), had been brought into use. The eastern portion of Lord Carlisle�s Railway was completed to Hartleyburn (Halton lea Gate) later in the summer. These Newcastle and Carlisle Railway extensions gave Alston railheads for both Newcastle and Carlisle, which could be reached over turnpike roads. Completion of the main line of the Newcastle and Carlisle Railway, through Haltwhistle, on 18th June 1838, made little difference to Alston Moor, as it was not until 1976 that an adequate road was completed, linking the upper reaches of the South Tyne Valley with Haltwhistle and this heralded the closure of the Alston branch!
Plans for the Haltwhistle to Alston line
and surrounding area branch lines
Following consolidation and doubling of the main line by 1844, the Newcastle and Carlisle Railway turned their attention in 1845 to the South (and North) Tyne Valleys. Plans were prepared by their engineer, John Bourne and deposited on 29th November for a branch line to run for 17 miles from Haltwhistle to Nenthead. In its original form, the branch would have left the main Newcastle to Carlisle railway at the west end of Haltwhistle station, by a junction facing towards Newcastle. The line would have crossed the Tipalt Burn and River South Tyne, before proceeding southwards on the east bank of the Tyne to a second crossing of the river at Lambley. The route would have then kept to the west bank until approximately half a mile north of the town of Alston. From this point, the line would have crossed the River Tyne for the last time, climbed to the east of the River Nent, past the town of Alston and would have continued for a further mile, before passing to the west bank for the final 3� miles to the terminus at Nenthead.

However, also on 29th November 1845, plans were deposited by another Company, which was intent upon connecting Alston directly with the outside world, via both the Newcastle and Carlisle and the Stockton and Darlington Railway. Following the completion of the original line from the Auckland coalfield to the Port of Stockton in 1825, the western section of the Stockton and Darlington Railway had been progressively improved and extended, reaching Crook on 8th November 1843, with the opening of the Bishop Auckland and Weardale Railway (leased by the Stockton and Darlington Railway). A further extension along the valley of the River Wear to Frosterley was authorised on 31st July 1845 as the Wear Valley Railway, also to be leased, on completion, by the Stockton and Darlington Railway. Plans for a 38 mile extension of this line through Alston to join the Newcastle and Carlisle Railway at Milton were prepared during 1845 and deposited in the name of the Wear Valley Extension Railway. The route as surveyed by John Dixon of Darlington, and branches were proposed to connect additionally with the Stanhope and Tyne Railway and the lead mines of Allendale. Before looking in detail at these plans, a brief account of the ill-fated Stanhope and Tyne Railway Company is required.
The Stanhope and Tyne Railway route
The project to build a railway connecting the limestone quarries at Stanhope with the Tyne navigation, was first proposed towards the end of 1831. Rather than apply to Parliament for an Act, giving them the power of compulsory purchase, the proprietors decided to arrange a system of wayleaves with each of the intervening landowners. The first meeting of the Board of Directors was held, in London, on 1st June 1832 and work commenced early in July. Although the use of wayleaves saved both the cost of an Act of Parliament and the capital charge for the land, it saddled the Company with an annual rental of �5,600 on a main line of almost 34 miles, plus a further 3� miles of branches. The first 15� mile section of main line was opened from Stanhope to Annfield on 15th May 1834 and the remainder to South Shields on 10th September.

The line commenced at kilns near Crawleyside, half a mile north of and 150 feet above Stanhope, and climbed 650 feet by two inclined planes to a summit of 1,445 feet above sea level. Each inclined plane was worked by a stationary steam engine and the railway used a total of nine such engines, together with locomotives, horses and self-acting inclines in the course of its 34 miles. Unfortunately unsound financial practices, coupled with the high wayleave rentals brought the Company to a state of bankruptcy by the end of 1840, resulting in the closure of the western section from Stanhope to Carrhouse (Consett). Early in 1842 this section was purchased by the Derwent Iron Company who reopened it to traffic and then sold it on 1st January 1845 to the Stockton and Darlington Railway. A connection was made with the new parent company on 16th May 1845 with the opening of the 10 mile Weardale Extension Railway from Crook. Also in 1845 the Weardale Iron Company commenced construction of a line from a junction at Parkhead, on the Stanhope and Tyne Railway, near the top of the inclines above Stanhope to Rookhope, which opened in 1846 and became another railhead for Nenthead.
The Wear Valley Extension Railway route plans
The plans deposited by the Wear Valley Extension Railway, in 1845 show a route which would have made a truly great monument to the early railway engineers. Leaving Frosterley on the relatively easy gradients of 1 in 132 and 1 in 176, the line was to follow the valley of the River Wear on an alignment similar to that eventually constructed to Wearhead. Just west of Stanhope (2� miles), a double junction was planned for the short (� mile) branch to connect with the bottom incline of the old Stanhope and Tyne Railway at Crawleyside. The gradient of this branch was to be 1 in 7� and from the plans it appears that it would have been worked by the existing Crawley engine. Beyond Stanhope the gradient increased to 1 in 105, 1 in 72 and eventually to 1 in 50 for the final climb to the summit of 1,525 feet, 15 miles from Frosterley. The route from the township of Wearhead would have been entirely at 1 in 50 and included an embankment over two miles long varying from 20 to 45 feet high, followed by a cutting reaching a depth of 70 feet at the summit. From this point the railway would have fallen on a gradient of 1 in 142 through Killhope tunnel, 2 miles 506 yards long, to the valley of the River Nent, emerging beside the Nenthead smelt mill at an altitude of 1,440 feet. On the descent from Nenthead to the intersection with the Hexham to Alston turnpike road at �Low Byer Inn� Dixon�s line followed a similar alignment to that proposed by Bourne for the Newcastle and Carlisle Railway. The Wear Valley Extension Railway was proposed to cross the turnpike on an arch 27 feet high and then follow the east bank of the River Tyne for a further 2� miles before crossing the river on a viaduct of four arches, each 40 feet high and 50 feet wide. The gradient from Nenthead would have been at 1 in 55 continuously for 6� miles, lowering the railway 640 feet. About � mile south of the Tyne viaduct, the gradient eased to 1 in 185, followed by the gentle undulations for a distance of 12 miles to Hallbankgate, with the final 2� miles falling at 1 in 55 to join the Newcastle and Carlisle Railway at Milton Station.

The proposed Wear Valley Extension Railway route from the River Tyne crossing to Lambley differed in several respects from that of the 1845 Newcastle and Carlisle Railway plan, and of course, turned west, out of the valley, at the latter point to take up a position to the north of Lord Carlisle�s Railway. Lambley itself was to be passed at a higher level and a one mile branch would have connected the Wear Valley Extension Railway main line with Lord Carlisle�s Railway at Halton lea Gate. The final section of the Wear Valley Extension Railway was the Allendale Branch which would have left the main line in Weardale on the 1 in 50 gradient 2� miles before the tunnel. It was to have been a surface line rising at 1 in 10 to 1 in 17 for 1� miles to a summit level only 1� furlongs in length and 1,870 feet above sea level. A similar drop on gradients of 1 in 12 to 1 in 20 took the line into Allenheads, followed by gradients of 1 in 50 to 1 in 67 down to Allendale Town. Three miles south of the terminus the River Allen was to be crossed on a viaduct of 7 arches 60 feet wide and over 50 feet high.
Receiving approval from Parliament
Thus, in November 1845, the Newcastle and Carlisle Railway and the Stockton and Darlington Railway, in the shape of the Wear Valley Extension Railway, both had plans for an Alston Branch before Parliament. In 1846 only the Newcastle and Carlisle Railway received its Act and three different writers have given three different reasons for the failure of the Wear Valley Extension Railway, these are as follows:-

According to Rounthwaite, the Stockton and Darlington Railway had second thoughts due to expense of the project.

According to Tomlinson, the comercial depression of 1846 prevented further progress.

According to Webb and Gordon, the line was not proceeded with, because Lord Carlisle had reached an agreement with the Newcastle and Carlisle Railway to connect his railway with their Nenthead Branch.

Whatever the reason was, there was not to be a Killhope tunnel, although five further surveys were carried out between 1870 and 1891.
The route of the Haltwhistle to Alston branch line
Although the Newcastle and Carlisle Railway had obtained authorisation to build their Nenthead Branch, nothing was done for over two years. Then, on 29th November 1848, plans were deposited for various modifications to the route, including the construction of a short branch to Lord Carlisle�s Railway at Lambley. Parliamentary approval was obtained and work commenced at last. A total of 7� miles of new route, in three sections, replaced seven miles of the old route, while the southernmost 4� miles from Alston to Nenthead were abandoned. The new route left the Newcastle and Carlisle Railway at the east end of Haltwhistle station by a junction facing towards Carlisle. Then, curving through an angle of almost 180 degrees, it crossed the River South Tyne, by an impressive viaduct on a gradient of 1 in 80, to rejoin the old route after 1� miles on a gradient of 1 in 70. The distance to this point by the original route from the west end of Haltwhistle station was 1� miles, which would have required even steeper gradients.

The original route was then followed for 1� miles to the site of Featherstone Park station, where a 4� mile diversion commenced. For the first 1� miles to the Lambley viaduct, the new route took a generally more westerly course, closer to the river, with only one small overlap just before the viaduct. Immediately across the viaduct, it was proposed to construct a branch 1� miles long, from a junction facing towards Alston, to join Lord Carlisle�s Railway at Halton lea Gate. The main line of the branch then continued, to the west of the old alignment, to a point 4� miles from Haltwhistle, when the course again moved closer to the river and thus to the east of the old line.

For the next 1� miles, the new Newcastle and Carlisle Railway plans coincided with those of the Wear Valley Extension Railway, after which the Wear Valley Extension Railway route diverged to follow the same westerly course as the old Newcastle and Carlisle Railway line for a further 1� miles to a point � mile north of Slaggyford station, which was common to all three surveys. For just under four miles, the old and new alignments again coincided, until the point was reached at which a diversion was required, to provide a satisfactory approach to the new terminal site on the northern edge of the town of Alston.

This final section, of almost one mile and three furlongs, made an easterly loop for � mile before moving to the west west of the old route, immediately prior to the crossing of the River South Tyne. This last half mile was on easy gradients to the terminus, alongside the River Nent, on the east bank of the South Tyne. The gradients after Featherstone Park were at 1 in 100 or easier, apart from one mile at 1 in 56 to the south of Slaggyford.

Although the Newcastle and Carlisle Railway was authorised to construct the entire 1� mile line from Lambley station, the wayleaves for the � mile section from Halton lea Gate to Lambley Colliery were obtained by James Thompson and the line was built as the final extension eastwards of Lord Carlisle�s Railway during 1849. It was not until 1851, that the first 4� mile portion of the Newcastle and Carlisle Railway was opened from Haltwhistle to Shafthill, later known as Coanwood, for goods traffic in March and to passengers on 19th July. The southern section of 9 miles from Alston to Lambley Colliery was brought into use for goods and mineral traffic on 5th January 1852, and the whole branch was finally opened to all traffic on 17th November 1852, with the completion of the half mile link over Lambley viaduct, from Shafthill to Lambley station.

In addition to the steep gradients, the earthworks were heavy and no less than nine stone viaducts were constructed to carry the rails over the River South Tyne and its tributaries. Sufficient land was taken for double track, but this was never required and the line remained single track to the end. Despite the further surveys for a line from Alston to Weardale and another, in 1871, to Teesdale, the Haltwhistle to Alston branch line of the Newcastle and Carlisle Railway remained essentially in its original form, serving the South Tyne Valley for 124 years.

Further Reading:-

The Railways of Weardale by T. E. Rounthwaite. Published by the Railway Correspondence & Travel Society in 1965.

Tomlinson�s North Eastern Railway. New edition with introduction by K. Hoole. Published by David & Charles in 1967.

Lord Carlisle�s Railway by B. Webb & D. A. Gordon. Published by the Railway Correspondence & Travel Society in 1978.

The Newcastle & Carlisle Railway by John S. MacLean. Published in 1948.

Acknowledgement:-
The original plans from which the detailed descriptions of the proposed Newcastle and Carlisle Railway and Wear Valley Extension Railway lines were obtained are held at the Northumberland Record Office, at Melton Park, in Newcastle upon Tyne. The author is grateful for the assistance received from the staff of the Record Office.

For more information about the South Tynedale Railway, please contact:-
SOUTH TYNEDALE RAILWAY PRESERVATION SOCIETY
The Railway Station, Alston, Cumbria, CA9 3JB.
Tel. 01434 381696.��Talking timetable tel. 01434 382828.
Registered Charity No.514939.
E-mail addresses - click on links below:-
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This page was last updated on 23rd December 2003.
� South Tynedale Railway Preservation Society 2003.

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