Whilst Class 45s were not unheard of, 45041 visiting Callerton in 1983 and 45036 in1985, ETH locomotives of any description were extremely rare. 45118 was an unusual choice of power for 6P11 on 6 June 1985, the short train definitely not justifying use of a Type 4.

Class 47s were occasional visitors to Coxlodge. Here 47086 ‘Colossus’ stands at Rowntree’s Sidings at 07.30 on 13 August 1985, having arrived with 6P03

From mid-1984 onwards both trips became air-braked. This meant no brake van was required for Rowntree’s traffic but for Callerton a brake van was still provided for the long propelling movement between the run-round loop and ICI’s sidings. Early on the morning of 14 August 1985 37047 arrives at Rowntree’s Sidings with seven vans for Rowntree’s and one for ICI. The barrier vehicles are HAA coal hoppers, often these were wagons with door mechanism defects which had been removed from MGR trains and were awaiting repair. The brake van is air-piped enabling the train to run as a Class 6 throughout its journey.

31287 crosses Brunton Lane with 6P03 from Callerton on 3 October 1985. There were two ‘empties’ from Callerton on this occasion and the brake van has ended up in the middle of the train after shunting. Brunton Lane Level Crossing was formerly known as Bell’s Crossing, after ‘Bell’s House’ nearby, and was provided with a crossing keeper’s cottage. Latterly the crossing gates were operated by the train crew, before conversion to automatic operation as part of the Metro system.

Regent Centre Metro station is built on the site of the NER’s West Gosforth station. On 18 July 1985 37113 arrives at Regent Centre with 6P11, BR drivers had to exercise care whilst passing through the covered Metro stations as diesel exhaust frequently activated the fire alarms. West Gosforth had a busy coal yard with sidings which extended into the area on the left of the photograph which now forms a car park access road. The Regent Centre office development stands on the site of the Regent Pit which was served by the Coxlodge Waggonway, running parallel to the NER line and only about 150 yards to the south.

The second Class 56 to reach Coxlodge was 56084 with 6P03 on 10 October 1985, seen here awaiting departure from Rowntree’s Sidings.

31110 departs from Rowntree’s Sidings just before 07.00 on 14 May 1984. In the bottom right-hand corner is the original lever ground frame, redundant since re-laying and replaced by an electric panel at the opposite end of the sidings.

P11 was frequently used to convey departmental vehicles to and from Heaton Depot. Often these were collected en-route from Tyne Yard to Coxlodge (probably to save time on the return journey) and therefore appeared at Rowntree’s Sidings. On 13 November 1984 31327’s train already consists of a departmental van and open wagon while Rowntree’s locomotive is busy adding a further eleven vans.

The train described in the previous photograph is just about the maximum length that could be accommodated at Rowntree’s Sidings. Here 31327 has just run round and will now need to set back a few yards in order to clear the points and enable Metro Control to set the route back out onto the Metro system.

In November 1984 work was underway to replace the double junction at Benton with a crossover and single lead junction onto the south to west curve at Benton Quarry. For a short period BR trains were obliged to run wrong-line between Gosforth East Junction and Benton pending installation of the new crossover. 37077, light engine off 6P03, has made its way through the depot roads at South Gosforth and is waiting for a path to Benton. The Metro pilotman has already joined the train and is visible through the centre cab window. 15 November 1984.

Another unusual named visitor was 37078 ‘Teeside Steelmaster’ which worked 6P11 on 26 November 1984. The locomotive had been named on 04 July 1984, hence its relatively clean condition, and was generally only found on Lackenby steel trains at this time.

37078 ready to depart from Rowntree’s Sidings with 6P11 on 26 November 1984. There are nine VDAs from Rowntree’s, plus one departmental vehicle, the increase in traffic apparently being due to the run up to Christmas (selection boxes perhaps?).

During 1984 the protracted miners strike resulted in spare Class 56s being utilised on some unusual workings in the North East. Nevertheless, the appearance of 56134, brand new and fresh from Crewe Works, was a complete surprise on 6P11 on 4 October 1984.

Despite often being worked by an air-braked locomotive, P11 was also provided with a brake van and ran unfitted as a Class 9 train to provide operational flexibility. On 22 March 1983 31183 prepares to run round at Rowntree’s Sidings before departure for Heaton and TCFD.

31277 with 9P03 at Rowntree’s Sidings on 22 May 1984. The brake van has been detached and the locomotive is drawing the train into the headshunt in order to propel back through the run-round loop and up to the factory gate. The electric ground frame, released by Metro Control at South Gosforth and operated by the train crew, is visible behind the relay cabinets. After shunting at Rowntree’s the locomotive and brake van ran light to Callerton to collect an empty van.

P03 passes Coxlodge, now Fawdon Metro station, on 23 May 1984. Coxlodge was the last surviving signal box on the Ponteland Branch, eventually being demolished in August 1984. The branch was originally laid with double track from South Gosforth as far as Coxlodge where the single line to Ponteland commenced, a short loop being provided at Kenton Bankfoot and a full-length passing loop at Callerton. The trackbed and bridges were constructed to allow for subsequent doubling (with the single line laid on the Up side) but this was not completed until the Metro extension to Newcastle Airport was built, some 85 years after opening.

31280 stands at Bankfoot having just returned from Callerton with P03 on a very dull 28 March 1984. The train was a familiar sight to commuters at Bankfoot, usually arriving in the station at about 08.30, once or twice each week.

9P03 typically consisted of six VDAs, almost always the white-roofed type used for chocolate traffic. Here 31306 arrives at Rowntree’s Sidings on 7 June 1984.

Traffic for Callerton increased the length of 9P03 by at least six vehicles, with two pairs of barrier vehicles and a second brake van being provided for the propelling movement into ICI’s sidings. If the train was too long for the headshunt at Rowntree’s it was necessary for the locomotive to run round on arrival to release the rear brake van before propelling Rowntree’s vans up to the factory gate. 31306 arrives at Rowntree’s with 9P03 on 8 June 1984 with one VBB for Callerton and seven VDAs for Rowntree’s.

Named locomotives were fairly unusual but on 15 June 1984 37012 ‘Loch Rannoch’ had escaped from the West Highland Line and made it to Coxlodge with 9P03, here returning through Wansbeck Road station.

The initial plan for the Metro system did not include a station at Kingston Park. Consequently, the headshunt at Rowntree’s sidings encroached on the area required for the ‘Out’ platform and had to be cut back before construction of the new station could begin. It was also necessary to replace the single catenary masts with a span-wire installation. This photograph taken on 16 June 1984 shows work underway to reduce the length of the headshunt with lengths of rail having been removed, although the bufferstop has not yet been relocated.

31165 arrives at Benton with 6P11 from Coxlodge on 1 May 1985.

31165 with 6P11 at Benton, waiting to leave the Metro system on 1 May 1985.

The second locomotive, Rowntree’s ‘No.3’ (works number 441934), was of the same design but was heavier due to ballast weights attached to the solebar to aid adhesion. It was also painted in a more attractive lined green livery with shaded lettering.

One of Rowntree’s drivers with ‘No.3’. Note the sign behind the loco prohibiting long wheelbase vans.

31191 approaching Wansbeck Road with 6P03 from Callerton on 11 March 1985.

Rowntree’s retained two Ruston and Hornsby 0-4-0 diesel-mechanical shunters at the Fawdon factory (Rowntree’s referred to the site as Fawdon whilst to BR it was always Coxlodge). Here the older locomotive, works number 421419, prepares to attach VDAs to P11.

45036 made a welcome change to the usual Class 31 or 37 on 6P03 on 19 February 1985. The train was running around two hours late and had arrived from Tyne Yard with the brake van incorrectly marshalled at the rear of the Callerton portion. Consequently the brake van was at the front of the train returning from Callerton, seen here at Bankfoot at 11.00.

During 1985 locomotives in the new Railfreight grey livery began to appear, one of the first was 31299, here seen passing through Fawdon station en-route to Rowntree’s with 6P11 on 4 June 1985.

Railfreight liveried 31299 at Rowntree’s Sidings, ready to depart with 6P11 on 4 June 1985.