The curve currently being refurbished was an entirely new line built in the 1980's. The original line ran from Tile Shed crossing to Harton Junction at Tyne Dock station and was closed to passengers in 1965. I don't really understand why this line has never been reopened as the trackbed is unobstructed and it would avoid the tight curve on the "new" line.
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The Leamside line
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The curve currently being refurbished was an entirely new line built in the 1980's. The original line ran from Tile Shed crossing to Harton Junction at Tyne Dock station and was closed to passengers in 1965. I don't really understand why this line has never been reopened as the trackbed is unobstructed and it would avoid the tight curve on the "new" line.
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sprinterguy
Established Member
Reopening the original line would require investment in, and maintenance of, a greater distance of new track, when it is much easier to reopen the admittedly tight newer curve on an already extant route that does pretty much the same job.
ReverendFozz
Member
What kind of time would a Sunderland-South Shields take, at present Go North East takes about just over half an hour on the 35, Stagecoach E1, E2 and E6 take about 40 minutes
ReverendFozz
Member
An idea I heard years ago was someome suggesting the Park Lane-South Hylton line converts to Heavy Rail, Sunderland-Pelaw solely Metro use.
I understood it to also mean bringing the Leamside back into use, giving a direct service to Durham(Park and Ride) and Washington, I cannot remember if somebody was saying it to me or I read about it, also it could introduce new services not only to Teesside but further afield to Leeds, Manchester and Liverpool.
Like I said this was quite a few years ago and my recollection is cloudy now.
This would mean staying off the ECML to Northallerton, only using the ECML between Northallerton and York...also utilising Stillington to go South and utilising the Northern End of the Leamside for local services to Newcastle
Is it feasible? I dont know
Will it happen? I very much doubt it
I understood it to also mean bringing the Leamside back into use, giving a direct service to Durham(Park and Ride) and Washington, I cannot remember if somebody was saying it to me or I read about it, also it could introduce new services not only to Teesside but further afield to Leeds, Manchester and Liverpool.
Like I said this was quite a few years ago and my recollection is cloudy now.
This would mean staying off the ECML to Northallerton, only using the ECML between Northallerton and York...also utilising Stillington to go South and utilising the Northern End of the Leamside for local services to Newcastle
Is it feasible? I dont know
Will it happen? I very much doubt it
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The "new" curve has curves tighter than Kelly Brook. I'm pretty sure ordinary passenger trains couldn't use it but the Metro would probably be OK.
AutoKratz
Member
Just been searching on google and found some really interesting images of Leamside in its current state.
UrbanPlanner24's Flickr Photostream
Looks like some of the track only needs minimal work to bring it up to standard. Apparently, the user also says that some points are still working!
UrbanPlanner24's Flickr Photostream
Looks like some of the track only needs minimal work to bring it up to standard. Apparently, the user also says that some points are still working!
Wouldn't be too sure of that, most of the line has been out of use for a good 10-15 years, so I bet there'll be some problems that need fixing.
sprinterguy
Established Member
That set of points looks to be in better condition now than when I walked the line in 2007, how peculiar!
From personal observation, I would definitely say that they aren't in any condition to handle the passage of trains, and the track in the vicinity of Washington station is in better condition than most of that for some distance either side: After the crossing of Victoria Bridge over to Penshaw, there is the well documented section, maybe half a mile long, of missing track alongside a new housing estate that was being built at the time that the track was stolen about five years ago (I have my own scepticisms about which enterprising individuals may have had access to heavy lifting equipment and cutting gear as part of their employment at the time, but no matter).
For a further half a mile beyond that, the rails have been spray painted to mark identical short sections ready for cutting and lifting, with some cuts actually made but the rails left in situ, so clearly the original theives had bolder intentions of removing more rail before they were rumbled.
To the north of the old station site, indeed on the day I walked the line from south of Wardley to Fencehouse, I ran across a group of blokes armed with some fairly industrial cutting equipment and a van busily engaged in cutting the pandrol clips from the rails on the curve approaching the station site, so I assume that there's some rail missing there these days as well.
In short, if the Leamside line was ever to reopen, it will require relaying the entirety of the formation with new sleepers and rails. I have to say though that I'm surprised at just how well the remaining track has held its' correct alignment despite the extensive foliage growth since the line last carried trains.
From personal observation, I would definitely say that they aren't in any condition to handle the passage of trains, and the track in the vicinity of Washington station is in better condition than most of that for some distance either side: After the crossing of Victoria Bridge over to Penshaw, there is the well documented section, maybe half a mile long, of missing track alongside a new housing estate that was being built at the time that the track was stolen about five years ago (I have my own scepticisms about which enterprising individuals may have had access to heavy lifting equipment and cutting gear as part of their employment at the time, but no matter).
For a further half a mile beyond that, the rails have been spray painted to mark identical short sections ready for cutting and lifting, with some cuts actually made but the rails left in situ, so clearly the original theives had bolder intentions of removing more rail before they were rumbled.
To the north of the old station site, indeed on the day I walked the line from south of Wardley to Fencehouse, I ran across a group of blokes armed with some fairly industrial cutting equipment and a van busily engaged in cutting the pandrol clips from the rails on the curve approaching the station site, so I assume that there's some rail missing there these days as well.
In short, if the Leamside line was ever to reopen, it will require relaying the entirety of the formation with new sleepers and rails. I have to say though that I'm surprised at just how well the remaining track has held its' correct alignment despite the extensive foliage growth since the line last carried trains.
Actually TWENTY years! Looking at the picture of the points it looks as though all of the creosote has gone out of the sleepers. I would imagine too that the rubber pads the rails rest on top of the concrete sleepers are also perished and would need replacing.
I's interesting to imagine how it would have panned out if, instead of closing it, the government had offered it for sale lock stock and barrel to a private company with the proviso that it could not be used for any other purpose than a railway? Fast forward 20 years and they could be offering train paths to the various freight and passenger TOC's and possibly undercutting Network Rail? It could have been a gold mine.
seanyjmuclhr
New Member
- Joined
- 23 Jun 2011
- Messages
- 2
Hi gang - first post here, so be kind...
I used to live in Penshaw as a kid and near to the Leamside lane, I recently returned and was saddened to see that the line hasn't been used for years. Having done some research on here and other forums, it would make good sense for the government to re-open it, even join it up (somehow) to the South Hylton Metro station, too (though you'd have to get over the A19).
Still, it would certainly relieve congestion on the ECML. Here's hoping.
I used to live in Penshaw as a kid and near to the Leamside lane, I recently returned and was saddened to see that the line hasn't been used for years. Having done some research on here and other forums, it would make good sense for the government to re-open it, even join it up (somehow) to the South Hylton Metro station, too (though you'd have to get over the A19).
Still, it would certainly relieve congestion on the ECML. Here's hoping.
Hi Sean, they've talked about reopening both the Leamside and Hylton (I refuse to call it South Hylton) to the Leamside many times over the years but talk, as they say, is cheap.
If it was done (ideally all at the same time) I would say it would be best to simply reopen the Leamside for conventional trains and Hylton-Penshaw for the Metro with an interchange station at Penshaw.
As for the A19 bridge at Hylton I think it is sufficient for a single track but it would make more sense to widen it to two tracks by "rolling in" a new bridge as has been done in a lot of places.It would disrupt A19 traffic for a while but that would be hard cheese for the motorists.
DarloRich
Veteran Member
sadly it will never happen.
Sadly I have to agree, as its far too far North of Watford for anyone in the Department of Transport to have even the slightest clue as to where it is, let alone realise the potential benefits that re-opening will offer.
Hi , just
been searching google for "East Boldon curve " and came across this , it has some very interesting items in it " Rail Freight Review 2010 " :- http://www.tyneandwearfreight.info/reports_meetings/reports/pdf/Rail Freight Review 2010.pdf
Page 5 :-
1.2.2.1 Leamside Line
Re-activation of this line would be effective in addressing capacity and diversionary issues for passenger services
on the ECML. There would be additional benefits to freight, particularly in relation to the Port of Tyne and potentially
Nissan, with its recently announced expansion in accordance with the company’s plans for mass production of the
Nissan Leaf (a battery electric car). The line would subsequently open up connectivity to Teesside from Tyne and
Wear, reducing journey times significantly. However, the line is currently out of use and consequently the
infrastructure has deteriorated substantially.
Opening up a small number of stations for a local train service would benefit road users by reducing congestion and
through the resultant reduction in carbon emissions. If freight trains were to run on the line, then this would open a
trade corridor to the estates in Washington and Follingsby for Nissan. This has the potential to reduce the HGVkilometres
travelled and reduce the number of lorries on the A19 and A1. Furthermore, Durham County Council has
an aspiration to open a freight terminal at Tursdale.
In the November 2007 report (submitted by AECOM formerly Faber Maunsell) it is stated that Nexus and the other
stakeholders wish to protect the reopening potential of the line and the remaining infrastructure should be left intact.
It recommended that the case for reopening the Leamside Line be further developed. In terms of next steps, it was
suggested that further contact be made with Nissan Motor UK (NMUK) and the Port of Tyne to ensure that both of
these significant businesses are able to engage fully in this process. It may prove useful to have private sector
advocates and supporters. The identified ‘Low Cost’ options were recommended for further development and
analysis, including analysis of wider economic benefits.
--- old post above --- --- new post below ---
The Conclusion :- (page 23 )
6.1 Future Trends in Tyne and Wear
The Tyne area is still operating with constrained capacity due to a congested section of ECML between Tyne Yard –
Tursdale junction. An increase in rail capacity would be achieved by the reinstatement of the Boldon East Curve and
possibly the Leamside Line. The electrification of key routes and their enhancement to potentially W12 loading
gauge clearance will be a welcome development in the area, and provide alternative routes, thus improving network
resilience and reliability.
The expected return of coal movement by rail to previous levels nationally during 2011 should see a return to, or
increase above, previous levels of coal transported by rail through Tyne and Wear.
The January 2010 issue of Modern Railways reported that work will start in early 2010 to build a storage and
handling area in South Shields for biomass fuel following a £16 million deal signed between the Port of Tyne and
Drax Power Station. Under the new deal, which has started in 2010, it is estimated that First GBRf will operate four
train (21 hopper wagons) services a day, taking timber based biomass fuel from the Port of Tyne to Drax Power
Station. As Drax Power Limited and more power stations move towards more renewable energy sources, it is
expected that the demand for biomass will rise increasing throughput at the Port of Tyne.
As the UK and the world economy slowly picks up from recession, bulk rail freight traffic is expected to rise.
Intermodal container and wagonload traffic to and through Tyne and Wear is also expected to rise in keeping with
recent trends.
The benefits derived from Modal shift will reduce the volume of road freight traffic, ultimately reducing congestion.
Furthermore, road safety will be improved by the reduction in HGV movements. Improvement in journey time
reliability will reduce drivers’ hours impacting on companies, allowing operators to review required fleet numbers.
Auditing of the railways, used and unused, will identify capacity enhancement for both passenger and freight
movements. It is envisaged that there would be greater connectivity for industrial areas such as Washington, where
Nissan have recently announced the production of electric car batteries and the production of the first mass
produced electric cars, such as the Nissan Leaf.
6.2 The Way Forward
Extensive consultation with stakeholders will be key to the progress of any initiatives to improve connectivity in the
North East. A national study ‘Delivering a Sustainable Transport System’ (DaSTS) will be implemented in 2010,
which should identify similar issues to those this report has highlighted. Moves should be made by the Tyne and
Wear Freight Partnership to bring together a range of organisations including transport operators, industry
representatives, local authorities, Network Rail, and key local stakeholder groups into a workshop to identify actions
targeted at bringing modal shift to rail. The workshop would analyse the present day issues, look at how those
issues can be addressed, and how to build a business case to lobby the government for additional resource.
Hoping to see some comments about this report.
been searching google for "East Boldon curve " and came across this , it has some very interesting items in it " Rail Freight Review 2010 " :- http://www.tyneandwearfreight.info/reports_meetings/reports/pdf/Rail Freight Review 2010.pdf
Page 5 :-
1.2.2.1 Leamside Line
Re-activation of this line would be effective in addressing capacity and diversionary issues for passenger services
on the ECML. There would be additional benefits to freight, particularly in relation to the Port of Tyne and potentially
Nissan, with its recently announced expansion in accordance with the company’s plans for mass production of the
Nissan Leaf (a battery electric car). The line would subsequently open up connectivity to Teesside from Tyne and
Wear, reducing journey times significantly. However, the line is currently out of use and consequently the
infrastructure has deteriorated substantially.
Opening up a small number of stations for a local train service would benefit road users by reducing congestion and
through the resultant reduction in carbon emissions. If freight trains were to run on the line, then this would open a
trade corridor to the estates in Washington and Follingsby for Nissan. This has the potential to reduce the HGVkilometres
travelled and reduce the number of lorries on the A19 and A1. Furthermore, Durham County Council has
an aspiration to open a freight terminal at Tursdale.
In the November 2007 report (submitted by AECOM formerly Faber Maunsell) it is stated that Nexus and the other
stakeholders wish to protect the reopening potential of the line and the remaining infrastructure should be left intact.
It recommended that the case for reopening the Leamside Line be further developed. In terms of next steps, it was
suggested that further contact be made with Nissan Motor UK (NMUK) and the Port of Tyne to ensure that both of
these significant businesses are able to engage fully in this process. It may prove useful to have private sector
advocates and supporters. The identified ‘Low Cost’ options were recommended for further development and
analysis, including analysis of wider economic benefits.
--- old post above --- --- new post below ---
The Conclusion :- (page 23 )
6.1 Future Trends in Tyne and Wear
The Tyne area is still operating with constrained capacity due to a congested section of ECML between Tyne Yard –
Tursdale junction. An increase in rail capacity would be achieved by the reinstatement of the Boldon East Curve and
possibly the Leamside Line. The electrification of key routes and their enhancement to potentially W12 loading
gauge clearance will be a welcome development in the area, and provide alternative routes, thus improving network
resilience and reliability.
The expected return of coal movement by rail to previous levels nationally during 2011 should see a return to, or
increase above, previous levels of coal transported by rail through Tyne and Wear.
The January 2010 issue of Modern Railways reported that work will start in early 2010 to build a storage and
handling area in South Shields for biomass fuel following a £16 million deal signed between the Port of Tyne and
Drax Power Station. Under the new deal, which has started in 2010, it is estimated that First GBRf will operate four
train (21 hopper wagons) services a day, taking timber based biomass fuel from the Port of Tyne to Drax Power
Station. As Drax Power Limited and more power stations move towards more renewable energy sources, it is
expected that the demand for biomass will rise increasing throughput at the Port of Tyne.
As the UK and the world economy slowly picks up from recession, bulk rail freight traffic is expected to rise.
Intermodal container and wagonload traffic to and through Tyne and Wear is also expected to rise in keeping with
recent trends.
The benefits derived from Modal shift will reduce the volume of road freight traffic, ultimately reducing congestion.
Furthermore, road safety will be improved by the reduction in HGV movements. Improvement in journey time
reliability will reduce drivers’ hours impacting on companies, allowing operators to review required fleet numbers.
Auditing of the railways, used and unused, will identify capacity enhancement for both passenger and freight
movements. It is envisaged that there would be greater connectivity for industrial areas such as Washington, where
Nissan have recently announced the production of electric car batteries and the production of the first mass
produced electric cars, such as the Nissan Leaf.
6.2 The Way Forward
Extensive consultation with stakeholders will be key to the progress of any initiatives to improve connectivity in the
North East. A national study ‘Delivering a Sustainable Transport System’ (DaSTS) will be implemented in 2010,
which should identify similar issues to those this report has highlighted. Moves should be made by the Tyne and
Wear Freight Partnership to bring together a range of organisations including transport operators, industry
representatives, local authorities, Network Rail, and key local stakeholder groups into a workshop to identify actions
targeted at bringing modal shift to rail. The workshop would analyse the present day issues, look at how those
issues can be addressed, and how to build a business case to lobby the government for additional resource.
Hoping to see some comments about this report.
swt_passenger
Veteran Member
- Joined
- 7 Apr 2010
- Messages
- 32,837
You found it a couple of weeks ago as well, your memory must be going... 
http://www.railforums.co.uk/showpost.php?p=708033&postcount=46
http://www.railforums.co.uk/showpost.php?p=708033&postcount=46
It might have to happen , anyone know how much spare capacity / slots are free on the ECML from Newcastle to Northallerton ? I bet things are getting tight.
--- old post above --- --- new post below ---
oops , I thought it was good
--- old post above --- --- new post below ---
oops , I thought it was good
--- old post above --- --- new post below ---
You found it a couple of weeks ago as well, your memory must be going...
http://www.railforums.co.uk/showpost.php?p=708033&postcount=46
oops , I thought it was good
--- old post above --- --- new post below ---
You found it a couple of weeks ago as well, your memory must be going...
http://www.railforums.co.uk/showpost.php?p=708033&postcount=46
oops , I thought it was good
AutoKratz
Member
Ooof, just found this map on google images, this would be my idea of heaven! No more sitting in traffic on the way to work. Would something like this be feasible?
I notice that it doesn't end at Newcastle and continues to Blyth?!! Is there any talk of a service like this?
SOMEONE PLEASE MAKE THIS HAPPEN!
I notice that it doesn't end at Newcastle and continues to Blyth?!! Is there any talk of a service like this?
SOMEONE PLEASE MAKE THIS HAPPEN!
Not sure which map you're talking about but think I have a good idea of what it looks like. The problem with any reopening involving the Leamside line or the Ashington, Blyth and Tyne line is that it would require co-operation between at least Nexus, Durham County Council, Northumberland County Council and a few of the 5 councils in Tyne and Wear. Since most of both lines are outside the geographical area of Nexus, the possible funding sources would either be the NCC/DCC, DfT or Network Rail. Plus then you'd have to get Northern to find some further rolling stock to run on these lines.
In the Tyne and Wear LTP3 there is a section on rail, but as with most things it doesn't look as if anything will be done in the near future, apart from feasibility reports. I'd very much hope that any feasibility study will take into account the fact that a lot of the traffic/congestion in Tyne and Wear is caused by commutters from the Washington/Durham/SE Northumberland areas, so reopening both lines would have benefits to all three counties. Looking at Leeds, Metro have attracted a lot of people to using trains when getting into Leeds, which Nexus should be looking at and following. One of my big fears is that Nexus are too focussed on the Metro system as it is at present, and the fact that any reopenings will be overlooked when it comes to the High Speed network. No doubt in 20 years time we'll be wondering when the High Speed line is supposed to reach the NE, whilst the ABT/Leamside lines will still be closed to passengers and the roads around Newcastle will be at a standstill for large periods of the day.
In the Tyne and Wear LTP3 there is a section on rail, but as with most things it doesn't look as if anything will be done in the near future, apart from feasibility reports. I'd very much hope that any feasibility study will take into account the fact that a lot of the traffic/congestion in Tyne and Wear is caused by commutters from the Washington/Durham/SE Northumberland areas, so reopening both lines would have benefits to all three counties. Looking at Leeds, Metro have attracted a lot of people to using trains when getting into Leeds, which Nexus should be looking at and following. One of my big fears is that Nexus are too focussed on the Metro system as it is at present, and the fact that any reopenings will be overlooked when it comes to the High Speed network. No doubt in 20 years time we'll be wondering when the High Speed line is supposed to reach the NE, whilst the ABT/Leamside lines will still be closed to passengers and the roads around Newcastle will be at a standstill for large periods of the day.
Bish Boy
Member
Ooof, just found this map on google images, this would be my idea of heaven! No more sitting in traffic on the way to work. Would something like this be feasible?
I notice that it doesn't end at Newcastle and continues to Blyth?!! Is there any talk of a service like this?
SOMEONE PLEASE MAKE THIS HAPPEN!
isn't this pic like ultimate integrated transport for the north east. prob why it will never get funding makes too much sense :P
Couldn't see the picture at work.
If the Leamside line was reopened, to serve as a decent diversionary route it would have to be electrified. This brings in the almost realistic prospect of EMUs from Morpeth - Middlesbrough, which would almost certainly mean better journey times from Newcastle - Middlesbrough via Washington instead of going via the Durham Coast. A few infills and you could have Blyth and the MetroCentre electrified too.
Again this could also have a few loop services running out of Newcastle:
Newcastle - Morpeth - Blyth - Seghill - Northumberland Park - Newcastle
Newcastle - Washington - Durham - Newcastle
Newcastle - Washington - Darlington - Durham - Newcastle.
I really do need to find out how to make these maps as I could have a whole load of them from some of the ideas I have!
If the Leamside line was reopened, to serve as a decent diversionary route it would have to be electrified. This brings in the almost realistic prospect of EMUs from Morpeth - Middlesbrough, which would almost certainly mean better journey times from Newcastle - Middlesbrough via Washington instead of going via the Durham Coast. A few infills and you could have Blyth and the MetroCentre electrified too.
Again this could also have a few loop services running out of Newcastle:
Newcastle - Morpeth - Blyth - Seghill - Northumberland Park - Newcastle
Newcastle - Washington - Durham - Newcastle
Newcastle - Washington - Darlington - Durham - Newcastle.
I really do need to find out how to make these maps as I could have a whole load of them from some of the ideas I have!
Ooof, just found this map on google images, this would be my idea of heaven! No more sitting in traffic on the way to work. Would something like this be feasible?
I notice that it doesn't end at Newcastle and continues to Blyth?!! Is there any talk of a service like this?
SOMEONE PLEASE MAKE THIS HAPPEN!
Yes please!
MidnightFlyer
Veteran Member
- Joined
- 16 May 2010
- Messages
- 12,856
1,433,000 people... Nice idea, but starting to do it will raise the argument for similar schemes for new hospitals etc.
Using Wiki I make the combined population of the above plus Teesside (seeing as it would bring benefits to Middlesbrough and the surrounding area) to be in the region of 2m. So a tax of £10 per head would give £20m, but of course it will be less than that as some of that population will be children and you can't exactly tax a 5 year old now can you?
It's an interesting idea for sure but I wonder what the reception would be locally, I can see a lot of people saying "why should I pay for something that won't benefit me?".
Fortunately I haven't had to use a hospital in a very long time (touch wood), but I could see a very strong argument for some sort of tax for transport improvements if they were confined to a certain region. Of course I expect some people to be up in arms about it but if it were to help the region I expect most people would be for it.
ainsworth74 said:
Aye, that's the problem. I could say that my taxes pay for schools that I never use (not in a while anyway), or other things.
In any case I think Central Govt. should be paying more, seeing as London gets about 2.5x more spent on transport per capita than the North East does.
JohnB57
Member
... and will continue until their money runs out next year.
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