Fencehouses: Railway Station

The closest passenger railway station to Burnmoor was at Fencehouses. Although wagonways had served the area’s industrial areas for many years and were already well established, the first signs of a passenger railway coming to this area was by the Durham Junction Railway Company in an Application to Parliament announced as follows:

Newcastle Journal, 12 November 1836

The Durham Junction Railway Company, established by Act of Parliament, for making and maintaining a Railway from the Hartlepool Railway near to Moorsley, to the Stanhope and Tyne Railroad in the Township of Usworth, intend to apply to Parliament in the ensuing session for powers for making two Branch Railways adjoining thereto; the one commencing at Morton in the Parish of Houghton-le-Spring and extending to Saint Gilesgate, in the City of Durham; the other commencing at Bourn Moor, in the Parish of Houghton-le-Spring, and terminating near to a carriage road called Newbottle Lane.

Durham County Advertiser, 18 November 1836

Notice is hereby given

That Application is intended to be made to Parliament, in the next Session, for an Act to authorise and empower the Durham Junction Railway Company, established by an Act of Parliament passed in the fourth year of the reign of His Majesty King William the Fourth, intituled “An Act for Making and Maintaining A Railway From the Hartlepool Railway Near to Moorsley to the Stanhope and Tyne Railroad in the Township of Usworth….. 

…. and the other of the said Branch Railways or Tram Roads commencing upon the line of the said Durham Junction Railway, in a pasture field, situate within the township of Bourn Moor, in the said parish of Houghton-le-Spring and in the occupation of Ralph Wylam and passing through or into, or made within the said parish of Houghton-le-Spring and the several townships, hamlets or places of Bourn Moor, Newbottle and Houghton-le-Spring, or some of them, and terminating in a field belonging to Mr George Robinson, and in the occupation of Charles Pentney Skinner, situate in the said township of Houghton-le-Spring…..

However, the exact year that the railway came to Fencehouses is uncertain. Old maps show that the line of the Durham Junction Railway company was in place by 1838:

Above: 1838 map by William Collard. The Durham Junction Railway is coloured red.

However, it was not until 1844 that the official opening of the railway took place - on Tuesday 18th June, 1844 to be precise. The event was widely reported. Excerpt:

Durham Chronicle, 21 June 1844

Opening of the Newcastle and Darlington Junction Railway

On Tuesday last, the Newcastle and Darlington Junction Railway was publicly opened, forming a complete line between London and the Tyne….

…. Description of the Line…. 

…. After traversing some distance, the line arrives at Belmont from which a branch diverges to the city of Durham. Continuing the route, passing Leamside, and leaving the celebrated Adventure Colliery on the right, the line soon passes into the Durham Junction Railway, which is about five miles in length. Passing the stations of Rainton and Fence Houses, Pensher Hill presents itself, on the summit of which a monument is in the course of erection to the memory of the late Lord Durham….

1844 was also the year that nearby Morton House became vacant upon the death of Ralph John Lambton and within the advertisement for a new tenant, the proximity of Fence Houses station was given as a selling point. See the Morton House page of this website for more information.

It was also in the year 1844 that Fencehouses first appeared on the early railway timetables, so it follows that this was the year the station came into use. Below is the cover of Bradshaw's 1844 timetable. Fencehouses appears as a station on page 26 of this guide (image further below). The journey time from Newcastle to Fencehouses was timetabled as 37 minutes. The station was named "Fencehouses" in some timetables and "Fence Houses" in others. The two terms were used indiscriminately, both meaning the same place.

Perhaps inevitably, it was not long after this that the first reports of accidents and fatalities on the railway at Fencehouses began to appear in the press. The first to be reported was as follows:

Newcastle Courant 9, August, 1844

An inquest was held by the Deputy Coroner for Easington Ward, at Fence Houses, on the 6th inst., on the body of Robert Wood, aged 22. Deceased was employed as a fireman and in company with John Watson, an engine driver, was proceeding on the Newcastle and Darlington Junction Railway on the day previous, with a locomotive engine and a train of six coaches, and when near Fence Houses Station, deceased was observed to fall off the tender and the far side wheels of the coaches passed over him. An alarm was given and a man who was working on the railway went to him and found him lying quite dead, the back part of his head was completely broken in. The iron bar that connects the engine to the tender, which is about two inches in diameter, was broken, as also was both the chains. Verdict – “Accidental death.” Deodand of 1s on the coaches.

The reliability of early railway infrastructure also comes into question:

The Morning Chronicle (London, England), Tuesday, January 28, 1845; Issue 23480

Strange Railway Accident

On Thursday morning, when the three-quarters past eight o’clock train from Gateshead arrived near to the Fence Houses Station, a commercial traveller, proceeding to Stockton in a first-class carriage (from whom we derive our information) was roused from his sleep by an unaccountable “crash, crash, crash!” and knew not what to think, but was inclined to the supposition that the train was falling from a precipice and that he and his fellow passengers must inevitably be dashed to pieces. It was not quite so bad, however, but bad enough. One or more rails had sprung up and entered the train. A gentleman’s leg was grazed by the ugly weapon and narrowly escaped more serious injury. Two passengers were forced against the windows of a first class carriage and had their faces cut. The engineman, being thrown violently on his chest, became insensible from the shock and was grievously hurt. We have not heard that any other personal injuries were sustained. A gentleman, passing on horseback at the time, rode off for medical assistance which was promptly on the spot. The Stockton passengers did not reach their destination until half-past one o’clock {On Wednesday a platelayer was run over by a train and killed} – Gateshead Observer.

Above: The 1847 Tithe Map of Morton Grange shows the railway and station buildings.

By 1849 a hotel had opened by the station in the form of what is still known today as The Station Hotel, although today the building is derelict and pending demolition.

31 August 1849

Fence Houses Hotel

York, Newcastle and Berwick Railway.

R.P. Spoor, proprietor of the above establishment, returns his warmest acknowledgement to his friends and the public for the extensive support he has received since his commencement in business and begs most respectfully to solicit a continuance of their patronage. The House being situated immediately contiguous to the railway station, is well adapted to the convenience of parties travelling either to the north or south. The accommodation is extensive, both in sitting and sleeping rooms; the stabling is also excellent and is capable of receiving 12 horses with the addition of loose boxes, lock-up coach-houses, &c., &c. R.P.S. has added Hack and Post Horses to the establishment; which he trusts will prove a great convenience to the public and especially to commercial gentlemen. Fence Houses is 3½ miles from Chester-le-Street, 2 from Houghton-le-Spring and 3½ from Hetton-le-Hole and is in the centre of the Lambton and Pensher Collieries. * Wines, spirits, &c., of the very best qualities. 

Fence Houses Hotel, Aug. 28, 1849.

For more information on the Fencehouses Hotel please visit the page “Fencehouses: Station Hotel & Village” of this website.

Another business which became established here around the same times as the Station Hotel and as a direct result of the station becoming established was the Fencehouses Cattle Auction Market which was located adjacent to the railway station, directly behind the later Cork Cottage (built 1879).

For more information and pictures of the market, please visit the page “Fencehouses: Cattle Market” of this website.

Another business which opened a factory in the 1850s due to the presence of the railway station was Hopper’s Britannia Ironworks. Although already established as an ironworks in Houghton-le-Spring, the nearest railway station was at Fencehouses for the delivery and shipment of the heavy materials required for, and made by, the ironworks. A site at Colliery Row was selected for the new works which meant that the finished goods could be taken the short distance down (important!) what is now Station Avenues North and South, to the station for onward transportation to the customer. Station Avenues North and South were not built until 1910 and this road would have been surrounded by meadows prior to the coming of the houses.

For more information on the ironworks, please visit the “Britannia Iron Works” page of this website.

The first mention of there being a station master at Fencehouses was in 1846. Although he is not named, it is likely to have been Mr Haughton. Known station masters were as follows:

1851 Census: Mr Frederick Haughton

1861-? (at least 1870): Mr Andrew Thompson

1881 Census: Mr Thomas Thompson

1883-1890: Mr Robertson

1891 Census: John Robinson

1890-1894: Mr John Robinson. Transferred to Jarrow

1894–1900: Mr R. Cox. Transferred to Monkwearmouth. Retired 1920.

1900-1909: Mr David Thompson Hide

1909-1914: Mr Isaac Nixon. Transferred to Allendale

1914 -1928 : Mr Thomas Joseph Manderson. Retired 1928

1928-1933 : Mr M.A. Metcalfe (note: Mr Metcalfe had charge of both Fencehouses and Leamside stations). Transferred to Pelaw and Felling and later (1935), Castleford.

1933-1936 : Mr J.L. Howells. Appointed chief clerk in Gateshead Goods Office

1936-1939: Mr Harold Bradshaw. Appointed relief stationmaster for Hull district

1939-1942 : Mr J.E.H. Whittaker

1942- (at least 1954) : Mr J.W. Dunning - see photograph below

Above: Mr G. Gladwin in 1961

Above: The clock from the station master's office in Fencehouses Station

The webmaster has further information on some of the above station masters and would also be pleased to receive any additional information relating to them or their successors.

It is commonly believed locally that Cork Cottage, built in 1879 adjacent to the station, was the residence of the station master and his family but this was not the case. On the 1901 census return for example, the station master appears to reside in the station building itself. At this time the station master was Mr David T. Hide. His (and his family’s) place of residence is given as “Fencehouses Sta.” However, Cork Cottage – which appears on the same page – is inhabited by the Lee family. There are two 'theories' regarding the origins of Cork Cottage:

• The cottage was built by Lord Durham in the same distinctive style and materials as many of the buildings on the Lambton Estate as well as Burnmoor Church and School. It was originally intended as the residence of Lord Durham's coach/cart-man, conveniently located by the station so visitors and goods for the estate could be met and transferred with ease. 

• The cottage was built (by whom?) to house the groom who was responsible for the stables in the station yard and at the Station Hotel, across the road from the cottage.

Ten years later, by the time of the 1911 census, the station master is Mr Isaac Nixon and his address is given intriguingly as “Station House.” Cork Cottage is listed separately and is now inhabited by the Allport family, the head of the household being Charles M.T. Allport, Colour Sergeant Instructor, Territorial Force. 

NB: It is interesting to note that a Mr Allport is named in an early newspaper article of 1846, also in connection with the railway and station.

Above: Fencehouses Station and staff around 1900

Above: Taken on the main (northbound) platform, looking south

Above: An early view of the station, its platforms, level crossing and footbridge, looking north.

Above: Another early image of the station looking south. The stone platform on the northbound platform (right) has been extended with a wooden platform. Note the elegant gas lamp to the right. Also visible to the right is the brick-built goods shed which still stands today. 

The goods shed is a red brick building and had two covered loading doors for the use of road-going vehicles. Internally, it crane/lifting equipment and had a small office at one end.

Next to the goods yard, located between the station and Cork Cottage, once stood a detached brick-built building which contained six stables. It is said that as a perk, the station staff could help themselves to the 'natural fertiliser' which was stored in a walled-off area at the station-yard end of the stable block and as a result, they grew the best tomatoes and other plants in the district! 

Above: Taken from the footbridge looking north / north-east towards Lady Ann and D Pits

Above: WHSmith shop at Fencehouses Station c.1948

Above: Mr John Henry (Harry) Anderson at far-right. Mr Anderson was manager of the WHSmith shop at the station. This picture dates from the early 1940s and is taken from the road outside the station. The level crossings would have been to the photographer's right. Mr Anderson was a popular local figure. He passed away in March 1947. His funeral was held at Burnmoor Church and was well attended, by family, fellow-shopkeepers, LNER representatives and W.H. Smith representatives.

Above: This map dates from 1895. The layout of the station buildings, goods shed, goods crane, footbridge, level crossing and signal box can all be made out

When the Leamside to Bishop Auckland line opened in 1857, the line through Fencehouses Station became considerably busier with both passenger and goods trains. It must be remembered that the line through Fencehouses was the main London to Edinburgh route until 1872, when the ‘new’ East Coast Main Line route was opened. After 1872, the Fencehouses line subsequently became known as the ‘old main line’ and remained in active use when such passenger services were diverted from the ‘new’ main line when maintenance (etc.) was being carried out on the line. The line was finally closed to all rail traffic by British Rail in 1991.

In railway terms it is common to use the phrases “up” and “down” lines to distinguish the direction of train travel and lines. The “up” line was for trains travelling in the direction of London (southbound) and “down” meaning trains travelling away from London (northbound). Fencehouses Station originally consisted of two railway lines – for up and down trains. The main station building was on the “down” (west) platform. It was a two-storey building built of sandstone, aligned parallel to the platform. Over the years the building lost its bright sandstone colour and became soot-blackened as a result of the smoke from passing trains, domestic housing and nearby industry. Behind the “down” line were goods-sidings which were accessed from the north and here there was also a five-ton crane. These sidings were also close to the cattle market and provided easy-access for farmers to transport cattle. To the east of the “up” line were two more railway lines which were used for mineral traffic and were ultimately used by NCB trains. 

Opposite the main station building was a second platform on the up line. For the use of passengers, an open-fronted, stone-built waiting shelter with seating was located here. At the south end of the two platforms was a level crossing and, later, a pedestrian footbridge. A footbridge here was “under discussion” by the Houghton-le-Spring and Sunderland District Highway Board as early as 1883, although it is not clear when the footbridge over the passenger lines was actually built but it was certainly before 1923, because newspaper articles at that time report on debates on whether to construct another footbridge over the ‘mineral’ lines as an extension to the existing London and North Eastern Railway Company’s footbridge. This would of course have benefitted pedestrian traffic but not road traffic. A census of traffic over the crossing taken in 1923 was reported thus:

“…the crossing gates were closed to traffic 1,595 minutes for a week or 16 minutes during each hour between 6am and 10pm. Other figures prepared by Mr Richardson showed that in 1925, 6,134 motor and other vehicles used the crossing in a week and also 1,116 horse-drawn vehicles, as well as a number of horses, cattle, sheep, pigs etc. and that the numbers showed a considerable increase on 1923. The daily tonnage over the crossing per day was given by Mr Moon as 3,030 tons”

A couple of years earlier, in 1921, discussions had taken place on the feasibility of constructing a subway under the lines at the level crossing for the use of pedestrians and vehicles alike, but nothing came of this idea. The discussion was resurrected in later years (1925 and again in 1928) but after much debate and analysis by all the parties involved the proposal was deemed too costly at an estimated £56,000 and was shelved. Many accidents and incidents occurred at the crossings over the years and newspaper reports of many of these have been transcribed by the webmaster and are available to search on request.

The level crossing gates for both pairs of tracks were controlled from a signal box located between the LNER up line and the mineral lines, to the south of the level crossing. It dates from the 1880s and was of a design which was cantilevered out on both its east and west sides and so had a very distinct appearance. Various alterations have naturally taken place to this structure over the years. It originally had a brick chimney, for example, not the 'stove pipe'-type that most people remember and which is present on most old photographs.

Above: Fencehouses Signal box taken from near the Station Hotel, looking north-east. To the left in the distance can be seen Lambton Cokeworks

Above: The signal box looking north with both sets of lines - and their respective crossings - clearly visible, either side of the box. The building to the right is the Miners' Welfare Hall

The station closed on 4th May 1964 when passenger services were withdrawn as part of the Beeching Report which had been produced in 1963. Also affected were passenger operations at the stations of Pallion, Hylton, Cox Green, Penshaw, Brandon Colliery, Brancepeth, Willington and Hunwick. Freight traffic continued along the line after this date. Shortly after closure, the station building fell into disrepair and became vandalised and as a result, was demolished. The signal box remained until 1995 when it became a victim of an arson attack and was subsequently destroyed. Below are a selection of images from this period as well as some showing the line and (automatic) level crossing still in use until 1991 as a diversion from the ECML (East Coast Main Line) route.

Above: A poster announcing the closure of stations, including Fencehouses

Above: The derelict station building seen after its closure

Above: The station during demolition in November 1966. Looking south from the northbound platform.

Above: The main station building is on the left and the remains of the old footbridge can just be made out at centre-left of this picture

Above: Above and below - taken in 1984, the lines and crossing continued to be in use until 1991. The origin of the images above and below is unknown. Webmaster will happily credit photographer(s) if contacted.

Newspaper article, 1st April, 1995:

Vandal Target: Workmen get ready to demolish the signal box on the Fence Houses line.

Keeping Track of Rails.

A Wearside signal box is being demolished – but it may not be the end of the line for the disused old railway! Workmen have moved in to knock down the badly-vandalised box at Fence Houses level crossing on the branch line, which has been closed to rail traffic for several years. But a British Rail spokesman at York regional headquarters said it was feasible that the line could come back into use one day. “We are keeping our options open. That is why we have never pulled up the tracks and the associated equipment. It has been closed for some time and was last used for diversion purposes when other lines in the area had to be closed for repairs. But the tracks are maintained and in order and we foresee a time when it could be brought back into use. Lots of people think the line is in disuse but we have had to warn householders trying to extend their gardens that they are encroaching on to our land.” The line originally started from Ferryhill and eventually linked up with the Sunderland-Newcastle railway near Heworth.

However, before the above demolition job could be finished, the grand old signal box became the victim of an arson attack and was burned to the ground:

Above: The remains of the signal box, looking south, in 1995.

Below: The same place in October 2012. Work has started on the removal of the sleepers.

Below: Taken in 2012 looking south from the old level crossing site with the removal of sleepers ongoing.

Below: Taken in October 2012 looking north. The site of the station is just to the photographer's left