Shotton Bridge railway station

Construction of the HD&R was first authorised by an Act of Parliament obtained on 1 June 1832 which granted the railway company powers to construct a 14-mile railway from Moorsley (near Houghton-le-Spring) to Hartlepool as well as a number of short branches to serve collieries surrounding the line and a further Act of 16 June 1834 authorised an additional branch to Gilesgate in the City of Durham.[2] However competition from other railway companies (most notably the Durham & Sunderland Railway (D&SR)) diverted much of the traffic that the company had been intending to access along other routes[3] thus meaning that the H&DR only reached as far as Haswell and most of its branches were either cut short or left unbuilt. Nonetheless, the curtailed line opened (as far as Haswell) on 23 November 1835.[4] Passenger services were operated over the line but no station was initially provided at Shotton: the nearest stations at the time was Thornley.

Hartlepool–Haswell–Sunderland Line and Hartlepool–Ferryhill Line
Durham Coast Line to Newcastle Wearmouth Rail Bridge over River Wear D&SR Staithes Port of Sunderland Gladstone Swing Bridge over Hudson Dock Entrance River Wear Commission Railway to eastern South Docks South Dock (Goods) South Dock Locomotive Shed Hudson Dock Staithes Sunderland Town Moor (1836–1858) Hudson Dock Staithes Sunderland Central (1879–present) Hudson Dock Staithes Hudson Dock Staithes former York, Newcastle & Berwick Railway to Penshaw Hendon (1858–1879) Hendon Bascule Bridge over Hendon Dock Junction River Wear Commission Railway to eastern South Docks Hendon Burn (1854–1868) Hendon Dock Durham & Sunderland Railway │ Londonderry, Seaham & Sunderland Railway Hendon Gas Works NER extension Durham & Sunderland Railway Durham & Sunderland Railway │ Londonderry, Seaham & Sunderland Railway Silksworth Colliery Railway to collieries Ryhope (original) Ryhope East Durham Coast Line to Hartlepool via Seaham Ryhope (second) Seaton Bank (1 in 44) Seaton (second) Seaton (original) Seaton Bank Top (Site of stationary winding engine) Rainton & Seaham Railway to collieries Rainton & Seaham Railway to collieries & Seaham Harbour Murton Plane Durham to Sunderland Line to Durham Elvet Murton (Site of stationary winding engines) South Hetton South Hetton Colliery authorised HD&R Main Line to Moorsley (not built) South Hetton Railway to collieries & Seaham Harbour Haswell (HD&R) (1835–1877) Durham & Sunderland Railway NER chord Haswell (D&S) (1836–1877) Haswell Colliery NER chord Hartlepool Dock & Railway Haswell (1877–1952) East Coast Main Line to Durham Shotton Waggonway Byers Green Branch to Bishop Auckland Ferryhill Clarence Railway GNEC&HJR East Coast Main Line to Darlington Leamside Line to Leamside Clarence Railway to Stockton Coxhoe West Cornforth Shotton Bridge Thrislington Colliery Shotton Colliery Coxhoe Bridge authorised Littletown Branch to Littletown (not built) Mineral Railway to East Hetton Colliery authorised Durham Branch to Gilesgate (not built) Raisby Hill Quarry Ludworth Colliery Garmoundsway Moor Colliery Cassop Waggonway to Collieries Kelloe Bank Head (Site of stationary winding engine) Thornley Colliery Trimdon Grange Colliery Trimdon (original) Wheatley Hill Colliery Trimdon Colliery Thornley Trimdon (second) Mineral Railway to Deaf Hill Colliery & Quarries Castle Eden Brewery Wingate Grange Colliery Wellfield Wingate NER branch │ GNEC&HJR │ Hartlepool Dock & Railway Castle Eden Railway to Thornaby NER branch │ Hartlepool Dock & Railway Hutton Henry Colliery Castle Eden Castle Eden Colliery Hesleden Hesleden Bank Top (Site of stationary winding engine) Original rope-worked incline (1 in 34) Hesleden Bank NER deviation lines (1 in 50) Durham Coast Line to Sunderland via Seaham Culvert over Crimdon Beck Crimdon Dene Viaduct over Crimdon Beck Durham Coast Line to Stockton Hart West Hartlepool Hartlepool Dock & Railway │ NER branch NER extension │ Hartlepool Dock & Railway Stockton & Hartlepool Railway to West Hartlepool Docks Shipyards Hartlepool Docks Coal drops on demolished dock wall Victoria Dock Staithes Victoria Dock Hartlepool (second) Stockton & Hartlepool Railway to West Hartlepool Docks Hartlepool (original)

The most likely reason for there initially being no station provided in this locality is the fact that the area was rural when the line first opened in 1835: the line passed some distance from Old Shotton and the fairly deep Permian Magnesian Limestone overlying Carboniferous Coal Masures meant that large-scale mining activity had yet to begin in the area. Sinking of Shotton Grange Colliery began in 1840 and, once in production, it was linked, first, to the southbound H&DR route by the Shotton Wagonway[1] and, later in 1841, to the northbound Pesspool Branch of the South Hetton Railway.[5]

In 1846, the newly formed York & Newcastle Railway (Y&NR) took out a lease on the HD&R which was ratified by an Act of 22 July 1848,[2] from which point the line was operated by the York, Newcastle & Berwick Railway (YN&BR) (the successor to the Y&NR). On the 31 July 1854, the YN&BR was amalgamated with other companies to form the North Eastern Railway.[6]

The NER initiated a programme of improvements to ex-HD&R and ex-D&SR lines during the 1870s and, in 1877, a chord was built at Haswell to allow passenger trains to run between these two lines, thus creating a through-route between West Hartlepool and Sunderland.[4] By this time, the new village of Shotton Colliery (referred to as New Shotton on early OS maps) had developed to provide housing for the colliery workers[1] and so, as part of these improvement works, in 1877 the NER also opened an additional station at Shotton Bridge[4] to serve this new community.

The station had two platforms, each with a brick waiting rooms while the station offices were located on a widened road bridge over the tracks and was linked to the platforms by covered stairways. Unlike other contemporary stations of the NER, the station never had any goods facilities,[4] perhaps due to the colliery being served by its own wagonway branch.

However, in the same year that the station was opened, Shotton Grange Colliery,[7] and it's waggonway, closed[5] (the limited technology at the time having made it uneconomical to extract coal at the depths at which they were present)[1] meaning that the village lost its main source of employment. Thus, in 1894 it was reported that many of the village's workmen's houses were abandoned.[1] As a result, in 1901, the station served a population of 959 within the immediate vicinity[4] but the reopening of the colliery (and the southern section of the wagonway) later that year[5] led the population in the station's immediate catchment to increase to 6,280 by 1911.[4]

Despite the improvements of the 1870s, the route through Shotton Bridge continued to provide a steep and indirect route between West Hartlepool and Sunderland and so, on 1 April 1905, the NER opened a new coastal line linking the former Londonderry, Seaham & Sunderland Railway at Seaham with the ex-HD&R line near the coast at Hart.[6] The new line allowed the steepest sections of the inland route to be bypassed[3] and thus led to the gradual diversion of much of the longer-distance traffic away from Shotton Bridge station and onto the new line.[4]

The NER became part of the London and North Eastern Railway (LNER) as part of the 1923 grouping, which in turn came under the control of the North Eastern Region of British Railways following its nationalisation in 1948. By this time, passenger and goods traffic across the country was in decline and this was also the case for the route from West Hartlepool to Sunderland through Shotton Bridge. The route lost it's stopping passenger services (south of Murton) on 9 June 1952[8] and though many of the stations on the line remained open to goods traffic until 1966,[4] the lack of goods handling facilities meant that Shotton Bridge station closed completely when passenger services ceased. The line was, however, still used by Sunday diversions until the section through Haswell was dismantled in the late 1960s[5] and a single line through the station was maintained[4] to provide a southerly outlet for coal from South Hetton and Hawthorn Collieries until around the time of the 1984 miner's strike.[5] Shotton Grange Colliery continued to be served by the remaining section of waggonway until it's closure in 1972.[9]

Shortly before the station's closure, the new town of Peterlee was established in 1948[10] and was to be located a short distance to the east of Shotton Colliery. However, by the time construction of the town had actually commenced, the station had already closed.

Once the remaining tracks were lifted on the line, work commenced on converting the disused section (south of Haswell) into the Hart to Haswell Walkway[2] which was linked into the Castle Eden Walkway to form a continuous north-south cycleway. This was eventually extended to Ryhope after the closure of the remaining section of the line between Hawthorn Colliery and Ryhope Junction in 1991.[11]