Northumberland Line potential extension to Newbiggin

[Mainliner]

Formal bid to extend line to Newbiggin now submitted.

“A formal bid to extend a railway line which has seen more than 900,000 passenger journeys in the year since it reopened has been submitted.

Northumberland County Council asked the North East Combined Authority to extend the Northumberland Line, which connects south-east Northumberland to Tyneside, to Newbiggin-by-the-Sea.”

Formal bid to extend Northumberland Line to Newbiggin

The council wants funding for Newbiggin-by-the-Sea to be added to the Northumberland Line.

www.bbc.co.uk

 

[Killingworth]

According to the BBC:

The extension would require additional track laying, unlike the rest of the reopened line which used existing freight line"

That's partially true. Two thirds of any extension would use existing freight line, and the rest would probably use the old alignment to a new station by the Central Parkway. Another station beside Woodhorn Mining Museum, near Wansbeck General Hospital, would probably be too close to both Ashington and Newbiggin.

 

[swt_passenger]

Formal bid to extend line to Newbiggin now submitted.

Formal bid to extend Northumberland Line to Newbiggin

The council wants funding for Newbiggin-by-the-Sea to be added to the Northumberland Line.

www.bbc.co.uk

In the linked BBC article:

”Provision was made when building the new Northumberland Line stations to extend the line to Newbiggin.”

I'd be interested to know what that provision is, because as I understand it, there is a fixed red just a few hundred yards north of Ashington, (Hirst Lane LC), and beyond there the line is operated as a private siding for Lynemouth power station, and nothing whatsoever was done on that part of the route?

 

[The exile]

In the linked BBC article:

”Provision was made when building the new Northumberland Line stations to extend the line to Newbiggin.”

I‘d be interested to know what that provision is, because AIUI there‘s a fixed red just a few hundred yards north of Ashington, (Hirst Lane LC), and beyond there the line is operated as a private siding for Lynemouth power station, and nothing whatsoever was done on that part of the route?

“We didn’t build anything blocking the trackbed at Ashington”.

 

[GuyGibsonVC]

Formal bid to extend line to Newbiggin now submitted.

Formal bid to extend Northumberland Line to Newbiggin

The council wants funding for Newbiggin-by-the-Sea to be added to the Northumberland Line.

www.bbc.co.uk

Would you not have to do something with Ashington Station if that were to happen? It is for terminating trains only at the moment.

Good to see the appetite for it, though. Newbiggin can be the new Beadnell!

 

[swt_passenger]

Would you not have to do something with Ashington Station if that were to happen? It is for terminating trains only at the moment.

Yes, that’s covered earlier in the original Northumberland Line build thread, and they have said the existing bay would become a loop in the event of through running, ie there’d be no intention to reopen the original platforms.

== Doublepost prevention - post automatically merged: 15 Dec 2025 ==

“We didn’t build anything blocking the trackbed at Ashington”.

Oh yes, you might be right with that translation…

 

[Killingworth]

Yes, that’s covered earlier in the thread, and they have said the existing bay would become a loop in the event of through running, ie there’d be no intention to reopen the original platforms.

== Doublepost prevention - post automatically merged: 15 Dec 2025 ==


Oh yes, you might be right with that translation…

The remains of the old northbound platform will have to be removed to complete the loop, not a big deal but it's all expense.

 

[och aye]

Looking at the map, it looks like this would be fairly straight forward to build.

Forgive my lame crayonista attempt.

 

[androdas]

What isnt obvious from Google Earth is that the line to Lynemouth is on a high embankment to cross the A189. The old line to Newbiggin used to be on its own embankment as you can see from this old map: https://maps.nls.uk/geo/explore/#zoom=17.1&lat=55.18739&lon=-1.53328&layers=173&b=ESRIWorld&o=100 .

Screenshot from NLS maps showing old Newbiggin embankment on a 1958 Ordnace survey map:



This embankment was removed when the line was closed and the A189 was improved with new junctions etc. If the line were to follow the old alignment it would now cross the A189 on the level so that would be impossible given a level crossing would never be authorised now, especially right next to a busy jusnction on an A road. This means there will be significant groundworks needed to match the levels and allow trains down to Newbiggin. You would probably be looking at putting a further around the curve maybe just after where it says "MINERAL RAILWAY"

Of course anything is possible with earthworks but with that and extra land take it adds to costs.

 

[Xenophon PCDGS]

When all the curent project is completed, I note that Newbiggin may be viewed as an extension to this project from what has appeared in recent threads.

What would be the main operational and infrastructural requirements required?

 

[androdas]

Operationally, it is the lack of capacity that needs to be addressed, 4 cars are needed nowon many services.

But keeping this topic on infrastucture I think the main issue is going to be the difference in height of the line now compared to when Newbiggin branch was closed at the point it would need to diverge near Woodhorn. This is due to the construction of the A189 Spine Road in the early 1970s and I posted in the dedicated Newbiggin thread here: https://www.railforums.co.uk/threads/northumberland-line-potential-extension-to-newbiggin.296183/

 

[zwk500]

When all the curent project is completed, I note that Newbiggin may be viewed as an extension to this project from what has appeared in recent threads.

What would be the main operational and infrastructural requirements required?

Operationally
- an additional set of units and crew in the cycle.
Infrastructure
- Works at Ashington to turn it into a 2-platform through station (either by creating a loop or straightening out the track and adding the opposite platform;
- upgrade/replacement/closure of 2 level crossings, (the footpath is reasonably possible to replace with a bridge, the road one to the community orchard much more awkward)
- a new junction for the spur to Newbiggin;
- possibly widening/replacing/additional bridge over the A189;
- the last mile or so of track into Newbiggin the station at Newbiggin itself and associated civil engineering works;
- any road works around Newbiggin to facilitate the station;
- signalling, track and speed upgrades on the branch for passenger services.

Operationally, it is the lack of capacity that needs to be addressed, 4 cars are needed nowon many services.

But keeping this topic on infrastucture I think the main issue is going to be the difference in height of the line now compared to when Newbiggin branch was closed at the point it would need to diverge near Woodhorn. This is due to the construction of the A189 Spine Road in the early 1970s and I posted in the dedicated Newbiggin thread here: https://www.railforums.co.uk/threads/northumberland-line-potential-extension-to-newbiggin.296183/

As can be seen from this image, https://maps.app.goo.gl/5u4bKTmZTfKEynKF7, it would need a substantial earthwork but is not a showstopper. As this line would only be required to carry passenger traffic, the maximum permitted grade outside of stations is 1:80, allowing a 10m height change within half a mile. If needed the station would be built up to whatever level the track could attain.

Such works would increase costs though - and potentially by quite a lot, if there's any mine workings nearby (almost certainly there are given the proximity of Woodhorn museum).

 

[CaptainHaddock]

Operationally
- an additional set of units and crew in the cycle.
Infrastructure
- Works at Ashington to turn it into a 2-platform through station (either by creating a loop or straightening out the track and adding the opposite platform;
- upgrade/replacement/closure of 2 level crossings, (the footpath is reasonably possible to replace with a bridge, the road one to the community orchard much more awkward)
- a new junction for the spur to Newbiggin;
- possibly widening/replacing/additional bridge over the A189;
- the last mile or so of track into Newbiggin the station at Newbiggin itself and associated civil engineering works;
- any road works around Newbiggin to facilitate the station;
- signalling, track and speed upgrades on the branch for passenger services.


As can be seen from this image, https://maps.app.goo.gl/5u4bKTmZTfKEynKF7, it would need a substantial earthwork but is not a showstopper. As this line would only be required to carry passenger traffic, the maximum permitted grade outside of stations is 1:80, allowing a 10m height change within half a mile. If needed the station would be built up to whatever level the track could attain.

Such works would increase costs though - and potentially by quite a lot, if there's any mine workings nearby (almost certainly there are given the proximity of Woodhorn museum).

When I did the Ashington line last January I walked the old railway path to Newbiggin. It's a nice place on a sunny day but really only a large village so I can't see enough demand to justify the cost of extending the line.

 

[swt_passenger]

Just to add the current signalling only runs a few hundred yards beyond Ashington station, the next down signal is a fixed yellow board, followed by a fixed red disc at the next level crossing. So it’s not a resignalling, but a provision of signalling where there is none.

 

[MarkyT]

Just to add the current signalling only runs a few hundred yards beyond Ashington station, the next down signal is a fixed yellow board, followed by a fixed red disc at the next level crossing. So it’s not a resignalling, but a provision of signalling where there is none.

It would be adding a small extension to a recently renewed processor-based signalling system, now controlled by Tyneside ROC. With new equipment in the vicinity, good records and easily reconfigurable interlocking, a layout change should be practical and low-risk from a signalling perspective, subject to survey. It shouldn't introduce much extra signaller workload for a simple out-and-back spur arrangement, as long as there are no new level crossings to supervise.

 

[TransportHub]

Operationally, it is the lack of capacity that needs to be addressed, 4 cars are needed nowon many services.

But keeping this topic on infrastucture I think the main issue is going to be the difference in height of the line now compared to when Newbiggin branch was closed at the point it would need to diverge near Woodhorn. This is due to the construction of the A189 Spine Road in the early 1970s and I posted in the dedicated Newbiggin thread here: https://www.railforums.co.uk/threads/northumberland-line-potential-extension-to-newbiggin.296183/

With the TfW 150s coming off lease soon(ish) that would seem to be the best short term solution before the new build stock arrives. This is of course assuming there is space in depots and sidings

 

[deltic08]

It would be adding a small extension to a recently renewed processor-based signalling system, now controlled by Tyneside ROC. With new equipment in the vicinity, good records and easily reconfigurable interlocking, a layout change should be practical and low-risk from a signalling perspective, subject to survey. It shouldn't introduce much extra signaller workload for a simple out-and-back spur arrangement, as long as there are no new level crossings to supervise.

You mean "One Engine in Steam"? How far is it from the last signal to the proposed Newbiggin station site? Ideally it should be no more than 10 minutes, no more than 10 minutes turn round at Newbiggin then 10 minutes back to the last signal before the next service assuming it is 2tph. Is it still double track to the smelter site?
Finishing at the seaside is an attraction. Bamburgh, Seahouses and Beadnell are packed with visitors in the summer. It is pity the Chathill-Seahouses line closed. To-day the line is needed with visitors and residents as all three town/villages are rapidly expanding with new houses.. Newcastle-Chathill stoppers could terminate in Seahouses to reverse, be electric to fit in better on the ECML and be more numerous instead of only 2 per day. The original station site at Seahouses is still vacant and is only 150 yards from the harbour and beach. The nearby Farne islands is an attraction for many.
There is very little car parking at Chathill station, about 10 spaces, but loads at Seahouses. It is nearer and easier to use a station in Seahouses for Bamburgh and Beadnell residents if travelling south than using Chathill. By road is 5.5 miles from Seahouses to Chathill but the railway was less than 5.