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The Bowes Railway

(formerly the Pontop and Jarrow Railway)

By  Johnboy9419(member R.o.B MSN site) and Nathan Darroch

 

a----A—b—c—d—e--E----f

a=the trackbed to Kibblesworth

A=Blackfell with haulers house, three

roads and runaway track.

b=Mount road crossing

c=Blackhams hill with Haulers house, 2 roads, Bankhead cabin

d=Pelaw main junction

e=Springwell crossing

E=Extensive sidings, winding engine

f=Trackbed to Springwell and Bank foot

 

Introduction: The word 'Unique' is greatly over-used, but the Bowes Railway can be justly described as that. It is the only preserved cable incline in Britain, the last of a once-common method of hauling goods wagons and occasional passenger carriages up gradients too steep for adhesion working by steam locomotive's.

Chaldron wagons


This was achieved by having a stationary steam engine at the summit of the incline, which hauled the wagons up by means of a cable guided by rollers between the rails. A measure of the railways historical importance is that English Heritage has given it the status of an Ancient Monument which is exceptional for Industrial remains. On arrival, visitors are given an introduction to this extraordinary railway, which was built in the 1820's to take coal from a network of collieries to the staithes on the River Tyne at Jarrow. The 24-km (15mile) line had seven rope-worked inclines, linked by steam-hauled sections, but falling demand for coal led to its closure in 1974. Thanks to the initiative of Tyne & Wear County Council, the entire route was not lifted for scrap or the buildings raised. The Council bought the 2-Km (1 and a quarter mile) section between Black Fell, at the foot of the incline from Blackham’s Hill, and a main yard at Springwell.

 2). Mount farm crossing

After a tour of the buildings at Springwell, visitors then have the novel experience of a ride in a steam-hauled converted brake van to the winding house at Black ham’s Hill. Sadly the steam engine that once powered the incline was replaced in the 1950's by a Metropolitan Vickers electric hauler. The real drama of the incline takes place outside, as a rake of wooden-bodied wagons is hauled up the gradient, which varies between 1in18 and 1in 37. As the wagons approach the summit, two men have the skilful task of dragging the rope out of the path of the moving wagons as soon as it is released from the leading wagon by a special coupling. Appropriately, the Locomotive fleet is composed entirely of industrial steam and diesel engines, and there is a large collection of open wagons to give a feeling of authenticity to the sidings at Springwell.

3). Wagons rounding Springwell curve


History: The earliest section of the line between Springwell bank head and Black Fell bank head opened in 1826 was designed by George Stephenson during his busy period as Colliery engineer and consultant to many of the North East’s collieries for the construction of their tramways (I am using the term tramway rather than Railway to split the difference between the two). The collieries owners wanted to move Coal from their North West Durham mines to the river Tyne at Jarrow but to do this some severe inclines had to be traversed much like the Cromford and High peak railway (see link above). These mines were in the Dipton, Byremoor, Marley Hill, Kibblesworth and Springwell areas. The line was originally called the Pontop and Jarrow Railway in November 1853. By 1855 the line had developed to being 15 miles long with the central 6 miles being inclines and stationary winding engines providing the haulage power. However at either end of the line locomotives would move the trains in to position for the journey. At the lines operating peak it carried 1 million tons of coal per year, remaining relatively whole in its length until 1968.

 4). A train being hauled up the West incline


With the gradual closure of British Mining industry and the change over to road haulage the line started to be reduced in size by the then owners the National coal board (NCB). By 1974 only the 3 ½ miles between Monkton and Jarrow Staithes were still in use by the NCB with the remainder having been closed. In 1976 Tyne and Wear County Council purchased the original 1826 section of line, which consists of Blackham’s hill east and west inclines and the stationary winding engine at the site. In 1977 more was added to the site with the inclusion of what are now the railways engineering and wagon Shops at Springwell allowing maintenance to be carried out on site.

Today: The whole site is a scheduled ancient monument operated by The Bowes Railway Company Ltd on behalf of the two local city councils for Sunderland and Gateshead. Regular trains run through the day on operating days and I have been reliably informed is well worth the visit.

 4). A train joins the main line


The line: Looking at a Railway atlas dated 1898, there can be found many different railways and wagon-ways in the North east of England. However the one we are looking at The Bowes Railway formerly the Pontop and Jarrow Railway was quite extensive in length never mind its route including the 7 inclines. The 1898 map shows that the line had a connection with the Tanfield branch of the NER and later evidence shows a new link to the Pelaw main railway again a colliery tramway. This second link was formed by the NCB in 1958. The 100 yard long link from the top of the Eighton Banks incline on the Pelaw Main joined the P and JR halfway down the Blackham’s East incline. The link was little used until 1959 when the Ouston “E” pit closed. Traffic from the remaining Pelaw Main collieries of Ravensworth Ann, Park and Shop which had used the Pelaw main were then diverted to the Bowes Staithes at Jarrow via the new link. The section of the Pelaw Main from Whitehill Bank Head and the staithes at Bill quay were then closed. 


Blackfell: At Blackfell is the Kip which was the centre road of three which is curved. Full wagons were hauled up either side and allowed to roll in to a dish which would bring the wagons to a standstill. Then ropes would be attached for the winding engine at Blackham’s hill to draw the train up the next incline.

 

Blackhams hill: This is the summit of the 2 inclines worked by the Bowes railway. It is situated near the junction of the Pelaw main wagonway and today part of the former connection between the 2 lines is used as a short branch line. Also at this site is the Haulage engine that hauls the trains up either incline.

 

Springwell: This is the present east end of the line where the line used to continue on to the staithes at Jarrow. There is much to see at this site and it is quite extensive. When passenger services are in operation the trains run from here to Pelaw main junction. One of the many interesting things about this railway is that the buildings such as platforms and signal box all had to be made out of wood due to the Ancient monument classification of the site.

5). One of the Bowes railways preserved locomotives


Locomotives: The Bowes railway also has several preserved  locomotives. I will cover these in a later topic on industrial railways in the MSN site.

 

Conclusion: As with all preserved railways and reservation groups volounteers are always needed, so if you live in the area and have some spare time or if there is any preservation group or preserved railway near you why not lend a hand! Failing that please pop in for a visit, it really is worth it.