Bit late, but any chance of uploading the interiors of the extension brochures? Would be interesting to see how they planned to get to Killingworth!Some stuff. Early publicity brochures, first timetables etc plus brochures on proposed extensions.
Bit late, but any chance of uploading the interiors of the extension brochures? Would be interesting to see how they planned to get to Killingworth!Some stuff. Early publicity brochures, first timetables etc plus brochures on proposed extensions.
There is an original map showing this in the link below. Also Gateshead Stadium was going to be originally called Old Fold.The first lines opened, Haymarket - Tynemouth and Haymarket - Bankfoot had a few stations less than today. there was no stations at Kingston Park, Palmersville or Northumberland Park. Something like a 4 or 5 minute dash from Benton to Shiremoor alongside the British Rail freights heading to/from the Blyth & Tyne.
The line from Heworth to South Shields also never had a station at Pelaw when it opened.
Also remember the Rowntrees freights running through from Fawdon via Four Lane Ends heading to the Benton curve. Great to see 31's at Four Lane Ends..
Never an official plan sadly. But there are ambitions for something similar to the red route in that image.Pity this plan for the west end of Newcastle and Gateshead never came to pass
That was the remains of the north to west curve - was it intended to be the jumping off point for a Killingworth extension? The south to west curve was initially kept (along with a through line round the back of the depot) for freight trains to Rowntrees near Fawdon and an ICI plant out Callerton way. The south to east curve is still there, being the start of the line towards Blyth that runs alongside Metro but isn't connected to it. There never was a north to east curve as far as I'm aware.Yes the Benton trains did go up the loop towards the ECML to reverse.
I think it looks as if the building line for the housing development in the area was set to allow for a possible north to east curve but it was never proceeded with. There were no maps showing it in place when I looked in the usual websites a few years ago.There never was a north to east curve as far as I'm aware.
That was amazing, travelling from Birtley to Newcastle for 5p (mother paid 45p)I think I first went to Newcastle and first rode on the Metro in 1983 when I was 8. In those days it was a 5p flat fare for children!
Also in the early days, until bus deregulation in 1986, the buses and Metro were integrated and there were interavailable tickets covering both modes.
Walking along Grainger Street under the scaffolding while they strengthened the existing buildings while cutting the tunnels, it took forever to get anywhere, my parents developed ingenious ways of moving round the town to avoid them (they always parked at Manors multi storey when we went to Newcastle)My first memories of the Metro are of the construction of Monument station and the hoardings in the centre of Newcastle while shopping.
I doubt there's anything of TTTV left on City Road now that they're down at the Metro Centre (and considerably smaller premises)That is very very interesting! Wonder if any Tyne Tees archives from back then still exist, and where? Not as if we could nip across to City Road (via the Egypt!)
It was a novelty for me at 10 years old to travel into Gateshead on the bus, then go on a 'train' into Newcastle, especially since we went underground to do so.The theory was that the 'last mile' in to Newcastle city centre was usually the most traffic-congested and hence slowest part of the journey. So even with the extra time needed for the interchange (walking between transports, waiting for it to arrive, etc) it would still be faster that staying on the bus. Especially at busy times - rush hours, Saturday afternoon shopping close to Christmas, etc.
But some passengers did not like the enforced interchanging, especially senior citizens who are less mobile than younger people and hence very much prefer a 'one seat' journey - even if it means a longer overall journey duration.
I believe plans for NUFC to extend SJP on the Gallowgate End would have made provision for a minor reconstruction/ realignment of St James metro station to allow possible future expansion of the network, but the wonderful Mr Ashley sold his freehold on the car park for development (currently fenced off and not in use I saw on a You Tube video the other day) and that means it'll now be nigh on impossibleNever an official plan sadly. But there are ambitions for something similar to the red route in that image.
It has, however, been strongly suggested that some or all of it would be a separate tram line, with coherent branding to give the impression of one system.
I believe plans for NUFC to extend SJP on the Gallowgate End would have made provision for a minor reconstruction/ realignment of St James metro station to allow possible future expansion of the network, but the wonderful Mr Ashley sold his freehold on the car park for development (currently fenced off and not in use I saw on a You Tube video the other day) and that means it'll now be nigh on impossible
Having grown up on the metros in the early 90s I know exactly the smell you’re talking about. I’m actually a driver now and there is only one place where I have been able to catch a whiff of that same smell, if I have my cab window open leaving North Shields towards Tynemouth just as I’m pulling away from the station and entering the tunnel. It brings back so many memories.Really interesting topic!
My mum tells me she took me on the Metro in my pushchair when I was a baby (I was born in 1980, a few months after the system opened) and she says it was absolutely horrendous trying to navigate the system with a buggy. Her family lived in North Shields so I imagine that’s where we were going. That would have been my first taste of the Metro although I don’t remember it!
A ride on the Metro was always a treat as we lived nowhere near a Metro station- but I remember the orange diamond pattern moquette on the seats, the smell of the train (they had their own sort of smell) the grey springy things to hold onto it you were standing, the closing door buzzer, and being absolutely terrified of St James’ Park station as it was so dark and dingy. And there never seemed to be anyone around!
We moved house when I was 17 to somewhere that was very close to two Metro stations- I could watch the Metros passing through the windows- and the noise at first was unbearable as we lived near a level crossing where the trains blew their horns as they went through.However the convenience was brilliant- it was so easy and quick to get anywhere.
I was easily spooked though when travelling on the Metro- I used to work in a hotel at the Airport and often had to get the Metro late at night from Callerton Parkway when I was often the only person around. There was some problem one night and there was a voice came over the tannoy ‘to the person on the platform at Callerton Parkway’ I about jumped out of my skin and took off back to the hotel where the night receptionist had to call me a taxi home!
I wonder if it's related to the distinct damp smell that comes from the lift motor room areas on both platforms?Having grown up on the metros in the early 90s I know exactly the smell you’re talking about. I’m actually a driver now and there is only one place where I have been able to catch a whiff of that same smell, if I have my cab window open leaving North Shields towards Tynemouth just as I’m pulling away from the station and entering the tunnel. It brings back so many memories.
Railway Inspectorate report here: https://www.railwaysarchive.co.uk/documents/MoT_BruntonLane1983.pdfA couple of years before the station at Kingston Park opened a PTE Atlantean (120, EJR120W) came to grief at the level crossing there after its driver attempted to beat the lights and was hit by a Metro set being led by Metrocar 4083. Thankfully there were no passengers on the bus but the passengers and driver of the Metro sustained minor injuries. 4083 was repaired but the Atlantean, needless to say, was a write-off.
The original ‘80s plan was for the tunnel at St. James to emerge on-street and run as a tram through the West End. A tunnelled extension was ruled out from the get-go - cost prohibitive due to the geology in the west of the city.
The Metrocars were designed for street running, only requiring minor modifications, and were originally referred to as “supertrams”. I think it’s a real shame this never happened. Tram operation in the west was part of the the reason the ‘pre-Metro’ solution was chosen - not quite a tram not quite a full European-style Metro.