The lines formed a simple cross
centred on Pontop Crossing. Each quadrant of the cross was filled by a
loop line. That to the south west from Boldon Colliery Junction to the
Brick Works crossed the river Don on a high timber viaduct and did, for
a brief period, constitute part of the east coast main line. The
construction of the line from Pelaw to Washington and the building of
the new main line through the Team Valley rendered this branch
redundant and it was dismantled in 1940 after the viaduct sustained
bomb damage. I remember there being sidings at this side of Boldon
station, a remnant of better times.
Other than the removal of that one loop, the map describes the situation at Boldon in the 50s and 60s, although I never saw a train move along the loop to the south east of Pontop Crossing. Today there is a new shorter connection in the north east corner, while the Tyne Dock link is still in place to the north west, but the Tyne Dock - Consett line is long gone.
The line from Gateshead to Monkwearmouth was completed in 1839, and that line was called the Brandling Junction Railway. One of the original station buildings still exists at Felling, just to the north of the current station. Look out for the initials on the small stone building. The Brandlings were land/coal owners in the area and you can see their family tomb within St Mary's church at Heworth.
The line from Tyne dock to Stanhope was first opened for business in 1834, the Stanhope and Tyne Railway STR. This railway used locomotives in the vicinity of Boldon from the beginning, but on the steeper graded sections to the west there was a series of inclined planes operated by stationary engines and rope haulage. In due course the steepest sections were by passed and eventually the line was loco hauled through to Consett, albeit using assisting or banking locos for a good proportion of the trip.
Both the Brandling Junction and particularly the STR struggled financially, and eventually the lines were purchased by the Hudson empire, (MP for Sunderland and discredited "Railway King"). They were later absorbed by the North Eastern Railway which later became a part of the London and North Eastern Railway, followed by British Railways and then the present mess we find ourselves in!
The station buildings at Boldon Colliery, a shadow of their former selves. The booking office windows are boarded up, while vandals have attacked the roof of what was, I think, the toilet. I remember buying tickets warmed by a coal fire not many years prior to this. The Metro station which replaced this structure is called Brockley Whins. When this photo was taken I seem to recall a sign saying Boldon Colliery for Brockley Whins, on the Sunderland bound platform. On the original photo it is possible to make out quite a bit of detail of the man walking along the track, wearing a traditional cloth cap.
Other than the removal of that one loop, the map describes the situation at Boldon in the 50s and 60s, although I never saw a train move along the loop to the south east of Pontop Crossing. Today there is a new shorter connection in the north east corner, while the Tyne Dock link is still in place to the north west, but the Tyne Dock - Consett line is long gone.
The line from Gateshead to Monkwearmouth was completed in 1839, and that line was called the Brandling Junction Railway. One of the original station buildings still exists at Felling, just to the north of the current station. Look out for the initials on the small stone building. The Brandlings were land/coal owners in the area and you can see their family tomb within St Mary's church at Heworth.
The line from Tyne dock to Stanhope was first opened for business in 1834, the Stanhope and Tyne Railway STR. This railway used locomotives in the vicinity of Boldon from the beginning, but on the steeper graded sections to the west there was a series of inclined planes operated by stationary engines and rope haulage. In due course the steepest sections were by passed and eventually the line was loco hauled through to Consett, albeit using assisting or banking locos for a good proportion of the trip.
Both the Brandling Junction and particularly the STR struggled financially, and eventually the lines were purchased by the Hudson empire, (MP for Sunderland and discredited "Railway King"). They were later absorbed by the North Eastern Railway which later became a part of the London and North Eastern Railway, followed by British Railways and then the present mess we find ourselves in!
The station buildings at Boldon Colliery, a shadow of their former selves. The booking office windows are boarded up, while vandals have attacked the roof of what was, I think, the toilet. I remember buying tickets warmed by a coal fire not many years prior to this. The Metro station which replaced this structure is called Brockley Whins. When this photo was taken I seem to recall a sign saying Boldon Colliery for Brockley Whins, on the Sunderland bound platform. On the original photo it is possible to make out quite a bit of detail of the man walking along the track, wearing a traditional cloth cap.
Still very much lived in, the
station master's house, complete with garden and greenhouse. The
old main line used to pass in front of the house, with the Newcastle to
Sunderland line behind. By this time all signs of the old main line had
gone.
Boldon Colliery signal box
