Following in the style of Michael Portillo, I travel to the North East of England by Azuma, explore the recently reopened railway between Newcastle and Ashington, then take a last ride on the outgoing Tyne & Wear Metro 1970s rolling stock which is due for imminent replacement.

LNER Azuma 801230 stands at the head of an Edinburgh service at Newcastle Central Station after my arrival on it from the south. On the left, another Azuma, with 801107 at the rear, is on a southbound service.

*These trains were constructed between 2017-20 with 42 sets in service, 12 x 5 car sets and 30 x 9 car sets, with the 5 car sets able to operate in pairs.*

LNER Azuma to Newcastle

An early morning departure from “down south” aboard the LNER Azuma service from King’s Cross to Edinburgh, whisked me to Newcastle along the East Coast Main Line (ECML) in around 3 hours, with an on-time arrival into the Tyneside city. A quiet journey with only a handful of passengers in my carriage, most unusual, but then it was the first normal weekday after the Easter Holiday.

I had one of the Class 801 electric sets, of which LNER has 42 in total, although there are also 23 of the similar Class 800 version which are bi-mode with both electric and diesel motors for operating “beyond the wires” to certain destinations.

***Class 158 Diesel Multiple Unit 158796 at the new Ashington Station after my trip over the line from Newcastle.***

*The new station opened in December 2024 when the service from Newcastle commenced.*

The “Northumberland Line”

Whilst I have travelled the ECML many times, not so my next line, which is a new addition to the network. The line from Newcastle to Ashington reopened to passengers on 15th December 2024, the previous service having been withdrawn in 1964. Fortuitously, the line remained in use for goods traffic, formerly based on coal from the local mining industry, but more recently focused on biomass, alumina and container trains to and from nearby Lynemouth Power Station and the Port of Blyth.

Being a matter of upgrading an existing line to passenger standards, when the “Restoring Your Railway” campaign was launched by the previous Government, the “Northumberland Line”, as it is known, was a leading contender. The area has seen much new housing development, so with increasingly congested roads, the building of new stations with decent sized car parks along the route was a no-brainer to attract commuter and leisure traffic to and from Newcastle.

***The service on the “Northumberland Line” is operated by Northern Trains. There are large car parks at most of the new stations including Ashington.***

*The old station here closed in 1964 and its remains are slightly to the north of the new site.*

Northern Trains: Newcastle to Ashington

A 30 min train service operates M-S daytimes, Hourly evenings and Sundays, so I didn’t have long to wait for the next departure from Newcastle Central. With an end to end journey time of 35-40 mins, it requires 3 DMUs to maintain the service, which on the day I travelled comprised two Class 158s and one Class 156. I had two car unit 158 796 for the outward run, which arrived into Newcastle with a full load, although only a handful of us boarded for the return run, but this was to be expected just after the morning peak. A clean refurbished interior provided a reasonable ambience for the journey.

The first part of the trip followed the ECML north to the first stop at Manors, on the outskirts of the city centre. Beyond this, at Benton Junction, we took the sharp curve onto the branch. Initially double track, the route becomes single at Benton East Junction, with down trains having a scheduled wait here of a few minutes to enable the next up train to clear the single line section. As this was running 5 mins late, we had a protracted stand. Once we got going again and onto the single track section, the line slewed around to parallel the Tyne & Wear Metro Tynemouth Loop for one stop between Palmersville and Northumberland Park. At the latter, a new interchange station was in process of construction, one of several on the new line which is not yet open.

The line then diverts away from the Metro across open country and enters another double track section at Holywell Junction. This becomes single again at Seghill Junction and we slowed down on approach but were not stopped by a biomass train which passed us on the double track section, showing that timings are tight on the line in order to maintain the schedule. Back onto single track, we arrived at the first of the new intermediate stations at Seaton Delaval, which is open with a single platform and basic facilities but a large car park which was reasonably full.

After departing, we entered the next double track section in open country at Red House Farm Junction, where the third DMU was waiting to cross us with a southbound service. Soon after, we pulled into Newsham Station, another basic structure, although this time with two platforms. This is not far from the town of Blyth and we skirted urban development to the next station, Blyth Bebside, another still being built at the time of this journey.

Passing through another mix of urban and country sections, we arrived at Bedlington, site of another new station yet to open, where there is a junction - a freight only line to Morpeth diverging to the left whilst we took the right hand fork to Ashington. Along this stretch, another freight line to the Port of Blyth diverges to the right, but we continued through the country until reaching the built-up area on approach to Ashington. The Lynemouth Power Station double track line carries straight on, but we took the junction to the left into the single platform terminus at Ashington.

The delay en route had produced a 45 min journey, which had eaten up the stand time, so after changing ends, the driver departed on the next up working after just a couple of minutes.

***A board showing the mining history of Ashington featuring illustrations by local school children.***

*At the bottom is a diagram of the line showing the intended intermediate stations, not all of which were yet open at the time of my visit.*

Northern Trains: Ashington to Newcastle

Whilst awaiting the next departure, I had just under half an hour to check the surroundings. The new Ashington Station is a basic one, with waiting shelter, ticket machine and another large car park which was partly occupied. To the north of the buffer stops, the remains of the old Ashington Station can be seen, although all that still exists are a couple of overgrown platforms and a footbridge which looks like a replacement for the original.

The next service arrived at the appointed time, formed of unit 158 817, with a 7 minute scheduled turn-around. Busier in this direction, with a couple of dozen boarding at Ashington. As we progressed south via the reverse of our outward route, I noted the large number of level crossings on the route - at least 8, although I may have miscounted - some of which were over main roads and causing traffic queues. The main structures traversed on the line are 2 high viaducts over river valleys, otherwise the route is a mix of country and urban scenery, with a fair amount of new housing which offers potential traffic for the service.

A good number joined us at the two open intermediate stations at Newsham and Seaton Delaval, after which we were about three-quarters full. When the other stations are opened, it seems possible that 2 car trains may not be sufficient, such is the likely popularity of the new link. We took just 35 mins back to Newcastle on the up service, as we had no delays accessing the single line sections in this direction. With journey times like this, it seems many are transferring from local buses, which take up to an hour or more for the journey from Ashington to Newcastle. This is a line which deserves to succeed.

***Another Class 158 DMU, 158817, under the overall roof at Newcastle Central Station after my return run aboard from Ashington.***

*The new service is already proving popular with locals who are using it in good numbers.*

Back at Newcastle Central, I left the main station and walked outside to descend to the Tyne & Wear Metro.

***Tyne & Wear Metro Map showing the two lines.***
***Having ridden the “Yellow” line on my previous visit, this time I focused on the “Green” Line.***

Metro History & Operations

The Metro is publicly owned and operated by the Tyne & Wear Passenger Transport Executive (Nexus) and was the UK’s first light rapid transit system, the original network being opened in stages between 1980-84. Subsequent extensions were opened in 1991 (Bank Foot - Airport) and 2002 (Pelaw - South Hylton).

Much of the initial network ran over former local British Rail lines which, incredibly, had been de-electrified in the 1960s and converted to DMU operation! Therefore, the Metro was seen as an opportunity to upgrade and expand on what had become very run-down services by the 1970s. However, in addition to replacing existing lines, the network included some 6 miles of new infrastructure, of which some was in tunnels (mainly under Newcastle City Centre) and some was elevated (including the QE II Bridge across the Tyne and the Byker Viaduct). The Bank Foot / Airport branch followed the route of a freight line which had not seen passenger services since the 1920s. The South Hylton extension unusually uses National Rail infrastructure from just beyond Pelaw to Sunderland, over which section it shares tracks and signalling. The Sunderland - South Hylton section follows a former freight line.

In terms of future expansion, a business case is under development to extend the line from South Hylton to Washington and then in a loop back to Pelaw, partly using the alignment of the former Leamside Line, closed by BR to passenger traffic in 1964 but used for freight until the 1990s.

Metro Rolling Stock

Rolling Stock on the Metro comprises a fleet of articulated units, known as Metrocars and classified Class 599 on the National Rail system. Built by Metro-Cammell in Birmingham, 90 two-car units were delivered, of which the majority remain in service at the time of writing, usually operating in pairs. They have worn three basic liveries over their long lives: firstly, yellow and white, which were the colours used by Tyne & Wear PTE at the time; then at mid-life refurbishment in the late 90s a new livery of red, blue or green bodies with yellow front and rear ends was adopted; finally a further refurbishment in the early 2010s saw a new black, grey and yellow scheme adopted.

However, the end of service for these veterans is in sight, as a fleet of 46 new Stadler five-car units (classified Class 555) is in course of delivery and testing, although the target of full entry into service during 2024-5 seems unlikely to be met due to various teething problems with their introduction. Although a few units began entering revenue earning service from December 2024, the changeover process appears slow, with most spending their time stabled in the sidings at South Gosforth Depot. As I returned from my visit, it was being reported that the handful of few new trains already in use had been pulled from service, due to issues with the doors - quite unbelievable that something like this would only come to light at this stage and had not been picked up at an earlier stage of testing.

***The outgoing Class 599 Metro sets operate in pairs. Unit 4009 leads another at Airport Station on a South Hylton service.***

*These sets date from 1975-81 and most were refurbished between 2010 and 2015. They are now on their third different livery.*

Metro: Central Station to Airport

As with London Underground, a complex range of tickets is available for travel on the Tyne & Wear Metro, including a smart card option known as “Pop Pay As You Go” (PAYG), which works in a similar way to the TfL Oyster. However, for the visitor, a good choice is the “TNE Day Saver” which costs £7.50 and gives unlimited travel for 1 day on Metro, buses, the Shields Ferry and local rail within County Durham, Northumberland and Tyne & Wear - very good value. (A slightly cheaper version at £6.80 is available covering just Tyne & Wear).

Passing through the barrier at Central Station Metro, I descended the escalator to platform level. Although I had ridden the network on previous visits, my purpose on this occasion was a final journey on the outgoing Metrocars before their imminent demise. Having covered the “Yellow Line” on my last visit in 2022, this time I opted for a round trip on the “Green Line”.

I had just a few minutes to wait before an Airport-bound service arrived, led by unit no 4049 and I hopped aboard. A good number left us at the next stop, Monument, and at the following station, Haymarket, I was able to secure the coveted front seat beside the driver’s cubicle with a great forward view, a unique feature to this stock which is sadly not perpetuated on their replacements! After Jesmond Station, we emerged into the daylight and followed the former suburban railway line stopping at West Jesmond, Ilford Road and South Gosforth, where we had a driver change.

Departing South Gosforth Station, we parted company with the “Yellow Line” which diverged to the right on its circular route via Tynemouth back to Newcastle, taking instead the left hand fork onto the Airport branch. Almost immediately, we passed Gosforth Depot, where a number of new Class 555 units could be seen in the sidings. After calling at Regent Centre, we continued all stations to Airport, with the section beyond the original terminus at Bank Foot being a fast run through largely open countryside. Around 25 mins to the terminus at Newcastle Airport (known simply as “Airport”), which is situated in a cutting close to the terminal building, which is accessed through a short walkway. Very convenient for flyers and airport staff.

***Metro Unit 4013 at the head of a Newcastle Airport service at South Hylton, which is to the west of Sunderland.***

*Brand new Stadler Class 555 sets have been delivered to replace these veterans and were undergoing testing at the time of my visit.*

Metro: Airport to South Hylton

Both Metro lines currently operate on a 12 min M-S daytime frequency, 15 min eves & Suns, providing a joint frequency of double this over the common section between Pelaw and South Gosforth. A modest increase to a 10 min M-S frequency is planned for when the benefits of the new rolling stock and various infrastructure upgrades are completed.

Therefore, as the train I had arrived at Airport on was just departing as I returned to the platform, it was a 12 min wait for the next one. We had arrived with a full load, but there must have been a lull in plane arrivals, as only a handful joined the next service, enabling me to take my favourite front seat on unit 4009.

A decent run on the return, joining with the “Yellow Line” again at South Gosforth, then into the tunnel section at Jesmond. This time, I stayed on at Central Station and we soon emerged onto the blue bridge across the River Tyne which takes the Metro between Newcastle and Gateshead. Once over, we plunged into the darkness again almost immediately, calling at Gateshead Station, located beneath the Interchange served by local buses. Just before the next station, Gateshead Stadium, we emerged above ground, running parallel to the National Rail line as we called at Felling, Heworth and Pelaw. Beyond this, the “Yellow Line” diverges to the left towards South Shields, but we took the right hand line which descends to join the National Rail route through to Sunderland. A sign beside the track reminds drivers to change over radio control systems at this point.

Once on the “main line”, a faster run along a route which is mainly straight, passing a mix of northbound Metro trains and Northern Rail Class 156 DMUs. Calling at Fellgate, Brockley Whins, East Boldon and Seaburn, before arriving into Sunderland with a stop at the Stadium of Light on the outskirts. Just north of the River Wear, we passed through the former Monkwearmouth Station, a classical structure now converted into a pub / restaurant, calling instead at the much less impressive and basic St Peter’s Station just to the south. Then over the Wear Bridge and through the tunnel into Sunderland Station, with vents in the tunnel roof to allow smoke to escape during the days of steam trains.

After Sunderland Station, we parted company with the National Rail network, to swing right and high up beside the river, calling at the stops on the South Hylton branch - Park Lane, University, Millfield and Pallion - before a short countrified stretch into the terminus (for now) at South Hylton. Unlike Airport, which has two platforms, this is a single platform affair. 65 mins end to end.

***Between Gateshead and Newcastle Central, the Metro crosses the River Tyne over this bridge.***

*The mouth of the tunnel taking the line under the city centre can be seen in the distance.*

Metro: South Hylton to Central Station

A short break to stretch the legs enabled me to cross the road beyond South Hylton Station to view the former course of the railway which continued on beyond here and is now a footpath - although plans are to extend the line through to Washington, as mentioned earlier.

Returning to the station, I was in time to catch the next service on the 12 min cycle, with unit 4013 leading. A straight run back the way we had come via Sunderland, Pelaw and Gateshead to Newcastle Central, taking around 40 mins.

Alighting back at Central Station, it was time to proceed to my nearby hotel and my bed for the night after a long day’s travel, looking forward to fresh adventures in the morning!!

Watton

Great North East Railway Journeys

Silver and Black Under The Thames