Stockton and Darlington Railway

The Stockton and Darlington Railway (S&DR) was a railway company that operated in north-east England from 1825 to 1863. The world's first public railway to use

The S&DR was involved in building the East Coast Main Line between York and Darlington, but its main expansion was at Middlesbrough Docks and west into Weardale and east to Redcar. It suffered severe financial difficulties at the end of the 1840s and was nearly taken over by the York, Newcastle and Berwick Railway, before the discovery of iron ore in Cleveland and the subsequent increase in revenue meant it could pay its debts. At the beginning of the 1860s it took over railways that had crossed the Pennines to join the West Coast Main Line at Tebay and Clifton, near Penrith.

The company was taken over by the

Genesis

Origins

Coal from the inland mines in southern County Durham used to be taken away on packhorses, and then horse and carts as the roads were improved. A canal was proposed by George Dixon in 1767 and again by John Rennie in 1815, but both schemes failed.^[2][3] The harbour of Stockton-on-Tees invested considerably during the early 19th century in straightening the Tees in order to improve navigation on the river downstream of the town and was subsequently looking for ways to increase trade to recoup those costs.

A few years later, a canal was proposed on a route that bypassed Darlington and Yarm, and a meeting was held in Yarm to oppose the route.

United Kingdom legislation

Stockton and Darlington Railway Act 1821
Act of Parliament
1 & 2 Geo. 4 . c. xliv

Overton surveyed a new line that avoided Darlington's estate and agreement was reached with Eldon, but another application was deferred early in 1820, as the death of

Stockton and Darlington Railway Act 1823
Act of Parliament
4 Geo. 4. c. xxxiii
Dates
Royal assent	23 May 1823
Other legislation
Repealed by	Stockton and Darlington Railway (Consolidation of Acts, Increase of Capital and Purchase of Middlesbrough Dock) Act 1849
Status: Repealed
Text of statute as originally enacted

Stephenson advocated the use of steam locomotives on the line.^[15] Pease visited Killingworth in mid-1822^[28] and the directors visited Hetton colliery railway, on which Stephenson had introduced steam locomotives.^[29] A new bill was presented, requesting Stephenson's deviations from the original route and the use of "loco-motives or moveable engines", and this received assent on 23 May 1823.^[30] The line included embankments up to 48 feet (15 m) high, and Stephenson designed an iron truss bridge to cross the River Gaunless. The Skerne Bridge over the River Skerne was designed by the Durham architect Ignatius Bonomi.^{[31][note 7]}

In 1823, Stephenson and Pease opened Robert Stephenson and Company, a locomotive works at Forth Street, Newcastle, from which the following year the S&DR ordered two steam locomotives and two stationary engines.^[33] On 16 September 1825, with the stationary engines in place, the first locomotive, Locomotion No. 1, left the works, and the following day it was advertised that the railway would open on 27 September 1825.^[34]

Opening

The cost of building the railway had greatly exceeded the estimates. By September 1825, the company had borrowed £60,000 in short-term loans and needed to start earning an income to ward off its creditors. A railway coach, named Experiment,^{[note 8]} arrived on the evening of 26 September 1825 and was attached to Locomotion No. 1, which had been placed on the rails for the first time at Aycliffe Lane station following the completion of its journey by road from Newcastle earlier that same day. Pease, Stephenson and other members of the committee then made an experimental journey to Darlington before taking the locomotive and coach to Shildon in preparation for the opening day, with James Stephenson, George's elder brother, at the controls.^[36] On 27 September, between 7 am and 8 am, 12 waggons of coal^{[note 9]} were drawn up Etherley North Bank by a rope attached to the stationary engine at the top, and then let down the South Bank to St Helen's Auckland. A waggon of flour bags was attached and horses hauled the train across the Gaunless Bridge to the bottom of Brusselton West Bank, where thousands watched the second stationary engine draw the train up the incline. The train was let down the East Bank to Mason's Arms Crossing at Shildon Lane End, where Locomotion No. 1, Experiment and 21 new coal waggons fitted with seats were waiting.^[40]

The directors had allowed room for 300 passengers, but the train left carrying between 450 and 600 people, most travelling in empty waggons but some on top of waggons full of coal. Brakesmen were placed between the waggons, and the train set off, led by a man on horseback with a flag. It picked up speed on the gentle downward slope and reached 10 to 12 miles per hour (16 to 19 km/h), leaving behind men on

Two waggons for the Yarm Band were attached, and at 12:30 pm the locomotive started for Stockton, now hauling 31 vehicles with 550 passengers. On the 5 miles (8 km) of nearly level track east of Darlington the train struggled to reach more than 4 mph (6.4 km/h). At Eaglescliffe near Yarm crowds waited for the train to cross the Stockton to Yarm turnpike. Approaching Stockton, running alongside the turnpike as it skirted the western edge of Preston Park, it gained speed and reached 15 mph (24 km/h) again, before a man clinging to the outside of a waggon fell off and his foot was crushed by the following vehicle. As work on the final section of track to Stockton's quayside was still ongoing, the train halted at the temporary passenger terminus at St John's Well 3 hours, 7 minutes after leaving Darlington. The opening ceremony was considered a success and that evening 102 people sat down to a celebratory dinner at the Town Hall.^[43]

Early operations

The railway that opened in September 1825 was 25 miles (40 km) long and ran from Phoenix Pit, Old Etherley Colliery, to Cottage Row, Stockton; there was also a 1⁄2 mile (800 m) branch to the depot at Darlington, 1⁄2 mile (800 m) of the Hagger Leases branch, and a 3⁄4 mile (1,200 m) branch to Yarm.^[44] Most of the track used 28 pounds per yard (13.9 kg/m) malleable iron rails, and 4 miles (6.4 km) of 57+1⁄2 lb/yd (28.5 kg/m) cast iron rails were used for junctions.^[45] The line was single track with four passing loops each mile;^[46] square sleepers supported each rail separately so that horses could walk between them.^[31] Stone was used for the sleepers to the west of Darlington and oak to the east; Stephenson would have preferred all of them to have been stone, but the transport cost was too high as they were quarried in the Auckland area.^[47] The railway opened with the company owing money and unable to raise further loans; Pease advanced money twice early in 1826 so the workers could be paid. By August 1827 the company had paid its debts and was able to raise more money; that month the Black Boy branch opened and construction began on the Croft and Hagger Leases branches. During 1827 shares rose from £120 at the start to £160 at the end.^[48]

The line was initially used to carry coal to Darlington and Stockton, carrying 10,000 tons^{[note 10]} in the first three months and earning nearly £2,000. In Stockton, the price of coal dropped from 18 to 12 shillings, and by the beginning of 1827 was 8 shillings 6 pence (8s 6d).^{[49][note 4]} At first, the drivers had been paid a daily wage, but after February 1826 they were paid 1⁄4d per ton per mile; from this they had to pay assistants and fireman and to buy coal for the locomotive.^[50] The 1821 Act had received opposition from the owners of collieries on the River Wear who supplied London and feared competition, and it had been necessary to restrict the rate for transporting coal destined for ships to 1⁄2d per ton per mile, which had been assumed would make the business uneconomic. There was interest from London for 100,000 tons a year, so the company began investigations in September 1825. In January 1826, the first staith^{[note 11]} opened at Stockton, designed so waggons over a ship's hold could discharge coal from the bottom.^[52] About 18,500 tons of coal was transported to ships in the year ending June 1827, and this increased to over 52,000 tons the following year, 44.5% of the total carried.^[53]

The locomotives were unreliable at first. Soon after opening, Locomotion No. 1 broke a wheel, and it was not ready for traffic until 12 or 13 October; Hope, the second locomotive, arrived in November 1825 but needed a week to ready it for the line – the cast-iron wheels were a source of trouble.^[54] Two more locomotives of a similar design arrived in 1826; that August, 16s 9d was spent on ale to motivate the men maintaining the engines.^[54] By the end of 1827, the company had also bought Chittaprat from Robert Wilson and Experiment from Stephenson. Timothy Hackworth, locomotive superintendent, used the boiler from the unsuccessful Chittaprat to build the Royal George in the works at Shildon; it started work at the end of November.^[55] John Wesley Hackworth later published an account^{[note 12]} stating that locomotives would have been abandoned were it not for the fact that Pease and Thomas Richardson were partners with Stephenson in the Newcastle works, and that when Timothy Hackworth was commissioned to rebuild Chittaprat it was "as a last experiment" to "make an engine in his own way".^[57][58] Both Tomlinson and Rolt^{[note 13]} state this claim was unfounded and the company had shown earlier that locomotives were superior to horses, Tomlinson showing that coal was being moved using locomotives at half the cost of horses. Robert Young^{[note 14]} states that the company was unsure as to the real costs as they reported to shareholders in 1828 that the saving using locomotives was 30 per cent. Young also showed that Pease and Richardson were both concerned about their investment in the Newcastle works and Pease unsuccessfully tried to sell his share to George Stephenson.^[59]

New locomotives were ordered from Stephenson's, but the first was too heavy when it arrived in February 1828. It was rebuilt with six wheels and hailed as a great improvement, Hackworth being told to convert the remaining locomotives as soon as possible. In 1828, two locomotive boilers exploded within four months, both killing the driver and both due to the safety valves being left fixed down while the engine was stationary.^[60] Horses were also used on the line, and they could haul up to four waggons. The dandy waggon was introduced in mid-1828; it was a small cart at the end of the train that carried the horse downhill, allowing it to rest while the train descended under gravity. The S&DR made their use compulsory from November 1828.^[46][61]

Passenger traffic started on 10 October 1825, after the required licence was purchased, using the Experiment coach hauled by a horse. The coach was initially timetabled to travel from Stockton to Darlington in two hours, with a fare of 1s, and made a return journey four days a week and a one-way journey on Tuesdays and Saturdays. In April 1826, the operation of the coach was contracted for £200 a year; by then the timetabled journey time had been reduced to 1 hour 15 minutes, and passengers were allowed to travel on the outside for 9d. A more comfortable coach, Express, started the same month and charged 1s 6d for travel inside.^[62] Innkeepers began running coaches, two to Shildon from July, and the Union, which served the Yarm branch from 16 October.^[63] There were no stations:^[64] in Darlington the coaches picked up passengers near the north road crossing, whereas in Stockton they picked up at different places on the quay.^[65] Between 30,000 and 40,000 passengers were carried between July 1826 and June 1827.^[66]

Founding of Middlesbrough

The export of coal had become the railway's main business, but the staiths at Stockton had inadequate storage and the size of ships was limited by the depth of the Tees. A branch from Stockton to Haverton, on the north bank of the Tees, was proposed in 1826, and the engineer Thomas Storey proposed a shorter and cheaper line to

The Croft branch opened in October 1829.^[78] Construction of the suspension bridge across the Tees started in July 1829, but was suspended in October after the Tees Navigation Company pointed out the S&DR had no permission to cross the Old Channel of the Tees. The S&DR prepared to return to Parliament but withdrew after a design for a drawbridge was agreed with the Navigation Company.^[79] The line to Middlesbrough was laid with malleable iron rails weighing 33 lb/yd (16 kg/m), resting on oak blocks.^[80] The suspension bridge had been designed to carry 150 tons, but the cast iron retaining plates split when it was tested with just 66 tons and loaded trains had to cross with the waggons split into groups of four linked by a 9-yard-long (8.2 m) chain.^[81][82] For the opening ceremony on 27 December 1830, "Globe", a new locomotive designed by Hackworth for passenger trains, hauled people in carriages and waggons fitted with seats across the bridge to the staiths at Port Darlington, which had berths for six ships.^[83] Stockton continued to be served by a station on the line to the quay until 1848, when it was replaced by a station on the Middlesbrough line on the other side of the Tees.^[84] Before May 1829, Thomas Richardson had bought about 500 acres (200 ha) near Port Darlington, and with Joseph and Edward Pease and others he formed the Owners of the Middlesbrough Estate to develop it.^[85][86] Middlesbrough had only a few houses before the coming of the railway,^[87] but a year later had a population of over 2,000 and at the 2011 census had over 138,000 people.^[88][89]

Railway improvements

In 1830, the company opened new offices at the corner of Northgate and Union Street in Darlington.^[90] Between 1831 and 1832 a second track was laid between Stockton and the foot of Brusselton Bank. Workshops were built at Shildon for the maintenance and construction of locomotives.^[91] In 1830 approximately 50 horses shared the traffic with 19 locomotives, but travelled at different speeds, so to help regulate traffic horse-drawn trains were required to operate in groups of four or five. This had led to horses, startled by a passing locomotive and coming off their dandy cart, being run down by the following train. On one occasion a driver fell asleep in the dandy cart of the preceding train and his horse, no longer being led, came to a stop and was run down by a locomotive. The rule book stated that locomotive-hauled trains had precedence over horse-drawn trains, but some horse drivers refused to give way and on one occasion a locomotive had to follow a horse-drawn train for over 2 miles (3 km).^[92][93] The committee decided in 1828 to replace horses with locomotives on the main line, starting with the coal trains, but there was resistance from some colliery owners. After the S&DR bought out the coach companies in August 1832, a mixed passenger and small goods service began between Stockton and Darlington on 7 September 1833, travelling at 12–14 miles per hour (19–23 km/h); locomotive-hauled services began to Shildon in December 1833 and to Middlesbrough on 7 April 1834.^[94][95] The company had returned the five per cent dividend that had been promised by Edward Pease, and this had increased to eight per cent by the time he retired in 1832.^[96] When the treasurer Jonathan Backhouse retired in 1833 to become a Quaker minister, he was replaced by Joseph Pease.^[97]

The way north

Great North of England Railway

On 13 October 1835, the York and North Midland Railway (Y&NMR) was formed to connect York to London by a line to a junction with the planned North Midland Railway.^[98] Representatives of the Y&NMR and S&DR met two weeks later and formed the Great North of England Railway (GNER),^[99] a line from York to Newcastle that used the route of the 1+1⁄2-mile (2.4 km) Croft branch at Darlington.^[100] The railway was to be built in sections, and to allow both to open at the same time permission for the more difficult line through the hills from Darlington to Newcastle was to be sought in 1836 and a bill for the easier line south of Darlington to York presented the following year. Pease specified a formation wide enough for four tracks, so freight could be carried at 30 miles per hour (48 km/h) and passengers at 60 mph (97 km/h), and George Stephenson had drawn up detailed plans by November.^[101] The Act for the 34+1⁄2 miles (55.5 km) from Newcastle to Darlington was given royal assent on 4 July 1836, but little work had been done by the time the 43 miles (69 km) from Croft to York received permission on 12 July the following year. In August a general meeting decided to start work on the southern section, but construction was delayed, and after several bridges collapsed the engineer Thomas Storey was replaced by Robert Stephenson.^[102][103] The S&DR sold its Croft branch to the GNER,^[104] and the railway opened for coal traffic on 4 January 1841 using S&DR locomotives. The railway opened to passengers with its own locomotives on 30 March.^[102][103]

Between November 1841 and February 1842, the S&DR introduced a service between Darlington and Coxhoe, on the Clarence Railway, where an omnibus took passengers the 3+1⁄2 miles (5.6 km) to the

By 1839, the track had been upgraded with rails weighing 64 lb/yd (32 kg/m).[109] The railway had about 30 steam locomotives, most of them six coupled,^[110] that ran with four-wheeled tenders with two water butts, each capable of holding 600 imperial gallons (2,700 L; 720 US gal) of water.^[111] The line descended from Shildon to Stockton, assisting the trains that carried coal to the docks at a maximum speed of 6 mph (9.7 km/h); the drivers were fined if caught travelling faster than 8 mph (13 km/h),^[112] and one was dismissed for completing the forty-mile return journey in 4+1⁄2 hours.^[113] On average there were about 40 coal trains a day, hauling 28 waggons with a weight of 116 tons.^[114] There were about 5,000 privately owned waggons, and at any one time about 1,000 stood at Shildon depot.^[115]

The railway had modern passenger locomotives, some with four wheels.

The GNER had authority for a railway from York to Newcastle; it opened to Darlington in 1841 having spent all of its authorised capital and could not start work on the extension to Newcastle. At the time Parliament was considering the route of a railway between England and Scotland and favoured a railway via the west coast. Railway financier

This route ran parallel to S&DR lines for 5 miles (8.0 km) and Pease argued that it should run over these as it would add only 1+1⁄2 miles (2.4 km).[128] The bill was presented unchanged to Parliament in 1842, and was opposed by the S&DR. Despite this, the Newcastle and Darlington Junction Railway Act received royal assent on 18 June 1842, and a second Act the following year secured the deviations from the GNER route in the south recommended by Stephenson.^[108][129] After the opening celebration on 18 June 1844, through services ran from London to Gateshead the following day.^[130]

The N&DJR made an offer to lease the GNER and buy it within five years, and GNER shares increased in value by 44 per cent as the N&DJR took over on 1 July 1845; the N&DJR became part of the larger York, Newcastle and Berwick Railway (YN&BR) in 1847.^[131]

Wear Valley Railway

Bishop Auckland and Weardale Railway Act 1837
Act of Parliament
7 Will. 4 & 1 Vict. c. cxxii
Dates
Royal assent	15 July 1837
Other legislation
Repealed by	Stockton and Darlington Railway Amalgamation Act 1858
Status: Repealed

The

United Kingdom legislation

Wear Valley Railway Act 1845
Act of Parliament
8 & 9 Vict. c. clii
Dates
Royal assent	31 July 1845
Other legislation
Repealed by	Stockton and Darlington Railway Amalgamation Act 1858
Status: Repealed

The

Just before the line opened on 22 July 1847, the Wear Valley Railway absorbed the Shildon Tunnel, Bishop Auckland & Weardale Railway, Weardale Extension Railway and Wear & Derwent Railway[148] and then the S&DR leased the Wear Valley Railway and Middlesbrough & Redcar Railways for 999 years. This required a payment of £47,000 each year, exceeding the SD&R's net revenue;^[149] traffic from the Derwent Iron Company was reduced during a period of financial difficulty and the Black Boy colliery switched to sending its coal to Hartlepool.^[150] No dividend was paid in 1848 and the next few years;^[151] lease payments were made out of reserves.^[149] The S&DR announced a bill in November 1848 to permit a lease by and amalgamation with the YN&BR, but this was withdrawn after the YN&BR share price crashed and its chairman Hudson resigned after questions were raised about his share dealings.^[152] In 1850 the S&DR had share capital of £250,000 but owed £650,000, most of this without the authority of Parliament until 1849; the debt was converted into shares in 1851.^[153]

Cleveland iron ore

In mid-1850,

In 1852, the Leeds Northern Railway (LNR) built a line from Northallerton to a junction with the Stockton to Hartlepool line and a section of the route ran parallel to the S&DR alongside the Yarm to Stockton Road. The S&DR was originally on the east side of the road, but the LNR built its line with four tracks on the other side of the road, leasing two to the S&DR for a rental of 1s a year. On 25 January 1853, the LNR and SD&R opened a joint station at Eaglescliffe with an island platform between the tracks, and one side was used by S&DR trains and the other by the LNR. Rather than allow trains to approach the platform line from either direction, the Board of Trade inspecting officer ruled that trains approaching on a line without a platform must first pass through and then reverse into the platform line.^[157]

Middlesbrough and Guisborough Railway Act 1852
Act of Parliament
15 & 16 Vict. c. lxxiii
Dates
Royal assent	17 June 1852
Other legislation
Repealed by	Stockton and Darlington Railway Amalgamation Act 1858
Status: Repealed
Text of statute as originally enacted

The Middlesbrough & Guisborough Railway, with two branches into the iron-rich hills, was approved by Parliament on 17 June 1852; Pease had to guarantee dividends to raise the finance needed. The 9+1⁄2-mile (15.3 km) single-track railway was worked by the S&DR, and opened to minerals on 11 November 1853 and passengers on 25 February 1854. With

United Kingdom legislation

Stockton and Darlington Railway Amalgamation Act 1858
Act of Parliament
21 & 22 Vict. c. cxvi

By 1857, a blast furnace had opened close to the Durham coalfield on the north side of the Tees. Backed by the rival

An application to Parliament for a jetty in the following year was unsuccessful,[160] but in 1860 the Upsall, Normanby & Ormesby Railway received permission for a line with access to the river, the S&DR claim of exclusive rights to the foreshore having been rejected.^[161] The jetty was also opposed by the Tees Conservancy Commissioners and they moored barges along the foreshore to obstruct construction. In what became known as the Battle of the Tees, a fight broke out when a steam tug sent by the Commissioners interrupted men moving the barges. The barges were successfully moved, but a more serious fight developed the following night when three of the Commissioners' steam tugs arrived. The police then kept watch on the works until they were finished.^[162]

Henry Pease, a S&DR director and Quaker, visited his brother Joseph in mid-1859 at his house by the sea at Marske-by-the-Sea. Returning late for dinner, he explained he had walked to Saltburn, then a group of fisherman's cottages, where he had had a "sort of prophetic vision" of a town with gardens. With other S&DR directors he planned the town, with gardens and Zetland Hotel by the station, and bought a house at 5 Britannia Terrace, where he stayed for a few weeks every summer.^[163] The extension opened in 1861, a station on the through line replacing the terminus at Redcar.^[160][164]

Over Stainmore

A railway to serve

Cleveland iron ore is high in phosphorus and needs to be mixed with purer ores, such as those on the west coast in Cumberland and Lancashire.^[166] In the early 1850s, this ore was travelling the long way round over the Newcastle & Carlisle Railway to the Barrow-in-Furness area, and Durham coke was returning.^[167] Both the South Durham & Lancashire Union Railway (SD&LUR) and the Eden Valley Railway (EVR) companies were formed on 20 September 1856. Taking advantage of the new railway at Barnard Castle, the SD&LUR crossed the Pennines via Kirkby Stephen to meet the West Coast Main Line (WCML) at Tebay, on the section then controlled by the Lancaster and Carlisle Railway, and also linked Barnard Castle with West Auckland. The EVR was a branch from Kirkby Stephen to the WCML near Penrith via Appleby. The routes were surveyed by Thomas Bouch and SD&LUR received permission on 13 July 1857. The EVR route followed the east bank of the River Eden, a mile longer than a more expensive route on the west bank, and its act received royal assent on 21 May 1858.^[167]

Bouch had laid out an economical route that followed the contours and avoided tunnels, but there were formidable gradients up to the 1,370-foot-high (420 m)

In 1854, there were five or six trains a day between Darlington and Redcar and three a day between Darlington and Frosterley. Travelling at average speeds of 19–24 miles per hour (31–39 km/h), passengers were charged from 1d per mile for third class to 2.2d per mile for first.^[174] Horses were still used on trains in the mid-1850s: a horse-drawn coach was still independently operated between Middlesbrough and Stockton in 1854 on Sundays, as the only S&DR services that run on that day were the mail trains,^[175] and locomotives replaced horses on passenger trains to West Auckland in 1856.^{[148][note 17]} The S&DR opened a carriage works south of Darlington North Road station in 1853^[176] and later it built a locomotive works nearby to replace its works at Shildon. Designed by William Bouch, who had taken over from Hackworth as Locomotive Supervisor in 1840, it completed its first locomotive in 1864.^[177][178] In 1858 the Brusselton Inclines were bypassed by a line from the north end of Shildon Tunnel; the same year a passenger service started on the Hagger Leases branch and a mineral line opened from Crook via two inclines to Waterhouse. The section of the SD&LUR between West Auckland and Barnard Castle opened for minerals in July 1863 and passengers on 1 August 1863, together with a direct line from Bishop Auckland to West Auckland. Stations at Evenwood and Cockfield replaced stations on the Hagger Leases branch.^[171][179]

In 1859, a company had been formed to link the Newcastle & Carlisle Railway with the SD&R via the Derwent Valley; by 1860 this had grown into the Newcastle, Derwent & Weardale Railway, which now bypassed the SD&R and linked with the SD&LUR, and the North British and London and North Western (LNWR) railways were providing two-thirds of the capital. The LNWR proposed to build warehouses in Hartlepool and buy shares in the West Hartlepool Harbour & Railway.^[180] The North Eastern Railway (NER), formed in 1854 by amalgamation, at the time was the largest railway company in the country and controlled the East Coast Main Line from Knottingley, south of York, through Darlington to Berwick-upon-Tweed.^[181] When they approached the S&DR with a proposal to merge, the directors deciding they preferred a merger with the NER than eventually becoming part of the LNWR, entered negotiations.^[182] Opposed by the NER, the Newcastle, Derwent & Weardale Railway bill was approved by the House of Commons in 1861, but the line was eventually rejected by the House of Lords.^[183][184] The SD&LUR and EVR were absorbed by the S&DR on 30 June 1862.^[185]

With 200 route miles (320 km) of line and about 160 locomotives,^[186] the Stockton and Darlington Railway became part of the North Eastern Railway on 13 July 1863. Due to a clause in the Act, the railway was managed as the independent Darlington Section until 1876, when the lines became the NER's Central Division.^[187][188] After the restoration of the dividend in 1851, by the end of 1854 payments had recovered to 8 per cent and then had not dropped below 7+1⁄2 per cent.^[151]

Later history

The NER had built a branch in the late 1850s from Durham to Bishop Auckland, but used a separate station in the town until December 1867, when all services began to use the S&DR station. The Sunniside Incline was replaced by a deviation, albeit with gradients of 1 in 51 and 1 in 52, which opened for mineral traffic on 10 April 1867 and for passengers on 2 March 1868;^[189] after 1868 trains on this line were extended to serve Benfieldside station (later known as Blackhill and then Consett).^[190] In Cleveland, a branch from Nunthorpe to Battersby opened on 1 June 1864; passengers were carried from 1 April 1868.^[191] A branch from Barnard Castle to Middleton-in-Teesdale opened on 12 May 1868.^[192]

The locomotive works at Darlington operated independently under Bouch until 1875, the locomotives having been renumbered by the NER a few years earlier. A variety of locomotives were used, the most common type were the 0-6-0s used on mineral trains. Later locomotives were of the Stephenson long boilered type. Most passenger locomotives were 2-4-0s, though some were 2-2-2s. Bouch designed two 4-4-0 locomotives for the line over Stainmore in 1860, and another fourteen with this wheel arrangement had been built by 1874.^[193][194] S&DR services and those on the ECML called at different stations in Darlington until 1887, when S&DR trains were diverted through a rebuilt Darlington Bank Top station, rejoining the route to Stockton from a junction south of Darlington and a new line to Oak Tree Junction.^[195][196] An extension from Stanhope to Wearhead opened in 1895,^[197] and the line over Stainmore to Tebay was doubled by the end of the century.^[198]

From 1913 former S&DR lines were electrified with 1,500 VDC

The

In 1963, Richard Beeching published his report The Reshaping of British Railways, which recommended closing the network's least used stations and lines. This included the remaining former S&DR lines except for the line between Darlington and Saltburn via Stockton and Middlesbrough.^[209] Passenger service between Nunthorpe and Guisborough was withdrawn in 1964; the service between Middlesbrough and Nunthorpe was retained.^[210] The line between Darlington and Barnard Castle and the branch to Middleton-in-Teesdale were closed to passengers on 30 November 1964.^[211] Trains were withdrawn north of Bishop Auckland on 8 March 1965,^[144] but the passenger service to Bishop Auckland was saved because of regional development concerns.^[212]

Locomotives

Accidents and incidents

• On 5 March 1827, an unnamed woman described as "a blind American beggar" was fatally injured by a train on the railway. This was the first recorded death due to a railway locomotive, coming three years before the more widely reported death of William Huskisson at the Opening of the Liverpool and Manchester Railway.^[213]
• On 19 March 1828, the boiler of locomotive No. 5 exploded at Simpasture Junction. One of the two firemen was killed, the other severely scalded. The driver (George Stephenson's older brother) was unharmed.^[214]
• On 1 July 1828, the boiler of
  Aycliffe Lane station, killing the driver.^[214]
• On 4 April 1865 at Hartburn (Stockton), the 3:55 pm passenger train from Darlington to Saltburn collided with some chaldron wagons which had become detached from a Shildon to Middlesbrough coal train. Though this was not a serious accident it was to result in the S&DR adopting the block system, well before their colleagues at the NER headquarters in York felt this to be necessary. At a conference the next day attended by several company officials including Thomas MacNay and William Bouch it was noted that one of the options to achieve greater security was ‘to adopt the ‘block’ system of telegraph at intervals of 2 or 3 miles; that is not to allow an engine to pass any of such stations until it has been signalled that the previous train was past the station to which it was approaching.’^[215]

Anniversary celebrations

Illustrated London News

in 1875

The Stockton and Darlington was not the first railway and a train had previously carried passengers, but its opening in 1825 was seen as proof of the effectiveness of steam railways as a means of public transport.

the Queen Mother).^[219] The following day the royal couple watched as procession of locomotives passed between Stockton and Oak Tree Junction, starting with a Hetton Colliery locomotive that had been built in 1822 and finishing with a replica train of ten chaldron waggons and "the company's coach" hauled by Locomotive No.1 propelled by a petrol engine in a specially built tender.^[220]

A festival was held in Belle Vue, Manchester on 27 September 1925, a Sunday to allow railwaymen to attend, where a pageant showed how transport had changed through time, beginning with a group of ancient Britons dragging a log with their belongings on top and ending with Stephenson's Rocket; another procession included Locomotion No.1, propelled by its tender, and more modern locomotives.^[221][222] On 31 August 1975, to celebrate the 150th anniversary, a cavalcade was held between Shildon and Heighington, where a replica of Locomotion headed a procession of locomotives, which was completed by the prototype high-speed train.^[223] In the same year the National Railway Museum opened in York, combining exhibits from the former LNER museum in York, which had opened after the 1875 festivities, and from the National Transport Museum at Clapham.^[219][224]

Legacy

Heritage

At

Grade II* listed^[225] as the Head of Steam museum.^[226][227] Nearby, the former carriage works are now used as workshops for steam locomotives.^[228] A little further east is Skerne Bridge, the oldest railway bridge in continuous use in the world. At Shildon is the Locomotion Museum, part of the National Railway Museum group, which contains heritage railway vehicles, including Locomotion No. 1. The site includes Timothy Hackworth's house, the Soho Workshop and a former coal drops,^[229] which are listed buildings.^[230] The heritage Weardale Railway runs special services over its line from Bishop Auckland to Eastgate-in-Weardale.^[231]

On 14 June 2007, during excavations for road building, some of the original stone sleepers used by the railway in 1825 were discovered intact near Lingfield Point. The stones each weigh about 75 pounds (34 kg) and have bolt holes for the chairs that secured the rail. Officials involved in the road project hope to preserve the stones along a new bicycle path.[232]

Modern services

The current

Esk Valley Line to Whitby.^[84][239]

As of July 2016^[update] a two train per hour off-peak service is provided by

Northern between Saltburn and Darlington, and ten trains a day continue to Bishop Auckland. One train per hour leaves Middlesbrough going south to Manchester Airport via Yarm and another travels north to Newcastle via Sunderland. There are eighteen trains a day between Middlesbrough and Nunthorpe, and four of these continue to Whitby.^[240][241] Tees Valley Unlimited, the local enterprise partnership, published in December 2013^[update] its ambition to improve passenger services,^[242] with the priority of an all day two trains an hour service over the Darlington to Saltburn and Nunthorpe to Hartlepool routes using new trains; additional platforms are needed at Darlington station to allow this service frequency.^[243] A station serving James Cook University Hospital opened in May 2014.^[244] A Hitachi train plant opened in September 2015 at Newton Aycliffe to build trains for the Intercity Express Programme.^[245]

Notes and references

Notes

References

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21. ^ ^{a b} Rolt 1984, p. 74.
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Sources

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• Cobb, Colonel M.H. (2006). The Railways of Great Britain: A Historical Atlas. Ian Allan.
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• Hedges, Martin, ed. (1981). 150 years of British Railways. Hamlyn.
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• Hewison, Christian H. (1983). Locomotive Boiler Explosions. Newton Abbot: David & Charles.
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• Hoole, K. (1974a). A Regional History of the Railways of Great Britain: Volume IV The North East. David & Charles.
  ISBN 0-7153-6439-1
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• Hoole, K. (1974b). Stockton and Darlington Railway: Anniversary Celebrations of the World's first steam worked public railway. Dalesman.
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• Kirby, Maurice W. (4 July 2002). The Origins of Railway Enterprise: The Stockton and Darlington Railway 1821–1863. Cambridge University Press.
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• Lee, Charles Edward (1946). Passenger Class Distinctions. Railway Gazette.
  OCLC 12040938
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• Rolt, L.T.C. (1984). George and Robert Stephenson: The Railway Revolution. Penguin.
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• OCLC 220796785
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• Thomson, Thomas, ed. (March 1819). "Durham Coal Field". Annals of Philosophy. Vol. XIII. London: Baldwin, Cradock and Joy. p. 223. Retrieved 25 July 2015.
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• Walton, Peter (1992). The Stainmore and Eden Valley Railways. Oxford Publishing.
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Further reading

• Jeans, James Stephen (1875). Jubilee Memorial of the Railway System: A History of the Stockton and Darlington Railway. Longmans, Green, and co.
  OCLC 2295793
  .
• Ransom, Philip John Greer (1990). The Victorian Railway and How It Evolved. Heinemann.
  ISBN 978-0-434-98083-3
  .

External links

Wikimedia Commons has media related to Stockton and Darlington Railway.

• Original report by George Stephenson on the proposal to construct the railway (Network Rail)
• The History of the Stockton and Darlington Railway (North East History)
• The Stockton and Darlington Railway
• The Bishop Line to Bishop Auckland
• March 1843 Timetable . Bradshaw's Guides – via Wikisource.
• Historic Environment Audit October 2016 (2019 revision)