Parts one to three of this series have looked at how the idea of Newcastle as a multiple motorway city, which had been promoted in the 1960s faded in the harsh light of more difficult economic times in the 1970s, and then on to how the Tyneside Metro proposal was agreed, and the ups and downs of that development.
1977
The year began with a story on 12 January that the Tyne and Wear Passenger Transport Executive had made plans to spend £50 million on the Metro in 1977, meaning that by March 1978 almost £100 million would have been spent on the project.
However, exactly four weeks later, on 9 February it was reported that the proposed Fawdon Metro station on Dorrington Road could be axed due to the exorbitant cost of providing security for nearby Winthrop Laboratories. In the event it was axed; the Metro station being built instead at the junction of Edgefield Avenue, the Meadows and Fawdon Lane.
By way of contrast, on 20 May Morris wrote that:
“A new shopping centre and Metro station may be built in Northwest Newcastle. They would be on a site at Brunton Lane, where hundreds of new homes are being built.”
Kingston Park Metro station was indeed built on Brunton Lane, near new shops and homes.
Trouble appeared again on 10 June with the news that Newcastle councillors wanted more information about rail closures as work progressed on what was now described as the ‘£160 million Metro scheme.’ Following this, on 7 July it was reported that semi-express buses would probably replace peak-hour trains in North Tyneside when stations closed during 1978 for Metro conversion work. Tyne and Wear Passenger Transport Executive also promised that there would be a full public consultation about plans.
More concerns about the Metro increased costs were voiced on 12 July, as Morris wrote:
“District councils in Tyne and Wear have been urged not to use their planning powers to hold a pistol to heads of Metro planners.”
Two days later, on 14 July it was announced that councillors had been asking British Rail to build a temporary station on the North Tyne rail line.
In Autumn, on 5 September 1977, came the news that two storeys were to be removed from the Portland Hotel public house in New Bridge Street due to work on Metro tunnels below. On a more positive note, in November 1977 the Evening Chronicle featured a photo of the new Metro bridge across the Tyne along with the message that the troubled dream of the Metro would soon be a reality.
1978
1978 began with news on 4 January that a big effort was being made to publicise new bus routes for commuters as the rail system had closed so that it could be converted into the Metro; information leaflets were sent to various areas around the North Tyne rail loop. However, this didn’t stop it being reported on the very next day that trouble was being predicted for the switch from rail to road for Metro work as railmen had voiced their concerns.
The following day, 6 January saw crisis talks being held to save the planned rail to road switch so that Metro conversion work could take place. The railmen were said to be unhappy, while the bus men were said to be hopeful.
Some better news for ratepayers came on 5 July, when Morris wrote: “Tyne and Wear ratepayers have been saved up to £17 million on the cost of the Metro by an agreement between the county council and the Department of Transport on the method of calculating inflation.” Indeed, on 30 November, it was announced that spending on the Metro would be £14 million less than expected in 1978.
1979
On 18 May 1979 came news that new snags had hit the Metro and that commuters might now have to wait until spring 1980 before using the new service. More gloom was spread the following month on 14 June when Tory councillor Don Ferguson warned that Tyne and Wear might have to cut down on the number of Metro cars on the new system. In response the council leader asked councillors not to speculate about the Metro. On the same day it was noted that Tyne and Wear council were holding a ‘Labour members only’ private meeting to make vital decisions on the Metro, with speculation mounting over delays and overspending on the project.
Four days later, the extent of the overspending was laid bare, when it was reported that what was now said to be a £290 million bill for Metro could mean 3p in the £ rise to rates every year for foreseeable future. The first quote for the cost of the Metro in the early 1970s had been £49 million.
On 22 June Morris wrote a lengthy investigation into what had gone wrong with the Metro, as announcement of the cost going up to £277mn was said to have come as a shock to ratepayers:
“Many angry people in the area must be wondering how the costs got so out of hand without anyone apparently realising what was happening.”
The following month, in July Morris wrote:
“Councillors will have to balance a complex jigsaw of risks and benefits when they decide, probably next month, what to do about public transport fares in Tyne and Wear.”
Getting the Metro up and running was beginning to resemble a juggling act. It was reported on 31 July that in order to try and get the project finished, councillors had made a plea to the government for extra cash for the Metro.
Meanwhile, on 3 September, Morris wrote:
“New rail-link timetables between Newcastle and the North Tyneside coast were revealed by transport chiefs today, with just a week to go before more stations in the area are due to close.”
Also on 3 September, it was reported that Tyne and Wear bus and rail fares were set to increase by 30%.
With doubt about the Metro still in the air, it was not a surprise when on 6th November 1979 it was noted that Newcastle councillors had said that new routes for extensions to the Metro should not be laid down yet.
1980
On 20 January 1980 Morris wrote that:
“Ambitious plans for sprucing up the area around Grey’s Monument in Newcastle City centre when Metro work is finished may have to be scaled down.”
Meanwhile, on 14 February it was reported that there had been arguments between councillors about the Fawdon crossing due to safety concerns.
On 7 March, following public protests about restrictions on access, Morris wrote:
“Metro chiefs are urgently re-examining the facilities for prams and the disabled, which they have been planning to provide on the £278 million system”.
Later that month on 20 March Peter Morris wrote that:
“Tyne and Wear Council and Britain’s other metropolitan counties are bidding to take over control of public transport in their areas, they want to absorb the Passenger Transport Executives and take over National Bus Company and British Rail Services.”
Then on 16 April, Tyne and Wear councillors were said to be heading for a clash over the proposed ‘park and ride’ site near old Manors goods station. This was followed a couple of weeks later, on 29 April 1980, with the news that the Metro had hit new snags with problems over rolling stock, meaning that the proposed summer opening may be delayed.
On 16 May Morris wrote that:
“Up to £234,000 may be spent on restoring and improving the Grey’s Monument area in Newcastle when work on the Metro there is completed.”
Furthermore, it was said that this could be part of a larger plan for making more of the city centre for pedestrians only.
On 2 July, Peter Morris wrote that:
“Councillors hope to make about £150,000 a year from advertising on the Metro when it is fully operational.”
While on the next day it was reported that paving may have been found for the area around Grey’s Monument after Metro opening.
On 29 July Peter Morris commented on how it looked like travellers on the Newcastle-Wallsend-Tynemouth route would be losing their rail service within two weeks, without getting a new bus link to replace it.
However, finally on 7 August 1980, Morris was able to write the following: “Tyneside’s Metro was finally opened today with a ceremony that could herald a big upturn in the fortunes of the area.”
A total of £278 million was spent on what was Britain’s most modern urban public transport system. This was coupled with a longer piece looking at the story of how the Metro had progressed, with the additional promise of a four-page supplement the following Monday.
On 22 September, it was reported that work may start in December on an £175,000 scheme for the area around Grey’s Monument. The initial success of the metro was demonstrated on 13 December, with the news that the Metro was by then carrying 150,000 passengers a week and most of them were said to be happy with the service.
After 1980
The hopes of many in the region suffered a major blow on 2 February 1981, when the government was reported to have slapped what was described as a ‘virtual veto’ on all future extensions to the £280 million Metro system. Environment Minister Michael Heseltine was said to be going to exclude seven extensions proposed by councillors, including to Washington, Tyne Dock to Whiteleas and East Boldon, Benton to Killingworth, and Kenton Bankfoot to Newcastle Airport.
The extension to the airport would be built before too many years had passed, but it was only in 2025 that the green light was given to the extension to Washington New Town.
On 3 February 1981, Jim Cousins, chair of Tyne and Wear Transport Committee said that he hoped that that the Metro would be extended, but all should be done to be fair to people affected by extension lines now being scrapped by Heseltine. Heseltine meanwhile, was said to be deleting plans for extensions up to 1991.
Despite this, on 3 March, it was reported that councillors wanted to keep open the hope of a Metro extension to the airport from Kenton Bank Foot.
On 5 August 1981 Morris wrote:
“The Tyneside Metro is almost certain to be halted by the national rail strike called for 31 August unless local pay deal is worked out.”
Then on 15 September 1981, it was announced that Heseltine had agreed to the building of thousands of new homes across Tyne and Wear, mostly on Green Belt land, while still refusing to allow future Metro lines to be reserved for future extensions.
On 3 November 1981 it was reported that a festival would be held that week to celebrate the new Metro era. On a more negative note, on 22 September 1981 it was stated that there were cash problems for dealing with Metro work to limit noise and vibrations. Then the following year, on 26 March 1982 Morris described what was said to be a horrifying list of violence, vandalism and rowdyism on the Tyneside Metro.
Finally, on 19 November 1982 it was reported that a £17mn underspend meant that two new stations might built on the Metro. Four days later came the announcement of two new Metro stations at Pelaw and Kingston Park.
Comment
I had sometimes wondered why there wasn’t a coherent plan to keep developing the Metro after it was first opened to passengers in 1980. I think the evidence above makes it clear; it had been just so difficult getting the open routes up and running. This seems a pity as the Metro has brought benefits to many across Tyne and Wear, but could benefit many more in the North East. I still hope that the proposed new Washington loop is built quickly and efficiently and that other routes can soon be added, either by the Metro or some other form of rapid transit such as trams, especially to the long-neglected West end of Newcastle. We shall see …
