Meeting Reports from September 2015 - May 2016
“Checked at Signals” (David Pearce – 19th May 2016)
Our final meeting of the season was in the capable hands of David Pearce. His presentation did not just cover signals in the conventional sense, but also anything else which conveyed a message or warning. He had divided his show into 5 parts, beginning with 1 Bell – Call Attention.
His introduction to railways had come via his grandfather’s layout. David’s father had been “a man of the cloth” before taking up a signalman’s position on the NYMR,, so the pedigree has continued and we wonder if any of David’s children will take up the interest! Plenty of examples of signalling followed such as Grantham’s semaphores, colour-lights and banner-repeaters. He also drew on the aesthetic appeal of signals, as portrayed by A.N. Wolstenholme on the covers of various Ian Allan abcs. We were reminded of other warning signals – including those for diversions, speed limits, watertroughs, and the red lights on top of level-crossing gates, buffer-stops etc. The signalman’s job was to ensure two trains did not collide, and we saw something of Chinley South Junc and Lenton South Junc to illustrate this. Also, we saw Breydon Junc, now bi-directionally signalled, which has led to the provision of more semaphores rather than less.
The immediate post-war signalling at the south end of York station was recalled, showing its massive N.E.R. gantry, and contrasted with the much-reduced trackwork of today, now of course controlled by colour-lights. Of course, a very old method of signalling was the man walking ahead of a train with a red flag, and this was recalled at Weymouth, comparatively recently, with the flagman walking ahead of the Channel Islands Boat Train as it threaded its way through the town’s streets. Memories of Norwich were stirred with views in and out of the station from Carrow Road Bridge and the fine gantries of semaphores that used to signal inward and outward trains. He had obtained the complex track/signalling diagram from the long-demolished Passenger Yard Box (dated 1972) when it had a 125-lever frame. More recent views showed how less interesting the scene has become.
There used to be some amazing signal gantries, such as Rugby, where the G.C. crossed over the L&NWR lines. Closer inspection showed not just one gantry, but two – one above the other – paid for by the G.C. for better sighting by L&NWR engine crews. And no account would be complete without north and south views of Nottingham Goods South signalbox, perhaps the closest to David’s house, and the view of its lamp hut to remind us that signals needed to be lit at night, and that the lamp-man had the job of climbing the signal ladders, at all times and in all weathers! David also explained the workings of the Train Register, and that in the busiest boxes a booking lad would have the important job of recording all bell-codes received and sent.
Unusual signals included the co-acting signals (for better sighting, again) at the Up end of Thetford station until recently, but what could be stranger than the loud-hailer in Reedham Swing Bridge box to remind yachtsmen to lower their booms before passing under the bridge!
And we saw the demise of the fine bastion of semaphore signalling and gantries at Barnetby. The west end gantries used to control routes to Lincoln, Retford & Scunthorpe. Alas, since last Christmas these are no more, and there was a possession into the New Year to enable the work to be carried out.
A metaphorical 7-5-5 (closing of box) meant that David’s presentation had come to an end, following which the audience showed its appreciation in the usual way. Thanks also to Andy Wright for operating the projector.
Our final meeting of the season was in the capable hands of David Pearce. His presentation did not just cover signals in the conventional sense, but also anything else which conveyed a message or warning. He had divided his show into 5 parts, beginning with 1 Bell – Call Attention.
His introduction to railways had come via his grandfather’s layout. David’s father had been “a man of the cloth” before taking up a signalman’s position on the NYMR,, so the pedigree has continued and we wonder if any of David’s children will take up the interest! Plenty of examples of signalling followed such as Grantham’s semaphores, colour-lights and banner-repeaters. He also drew on the aesthetic appeal of signals, as portrayed by A.N. Wolstenholme on the covers of various Ian Allan abcs. We were reminded of other warning signals – including those for diversions, speed limits, watertroughs, and the red lights on top of level-crossing gates, buffer-stops etc. The signalman’s job was to ensure two trains did not collide, and we saw something of Chinley South Junc and Lenton South Junc to illustrate this. Also, we saw Breydon Junc, now bi-directionally signalled, which has led to the provision of more semaphores rather than less.
The immediate post-war signalling at the south end of York station was recalled, showing its massive N.E.R. gantry, and contrasted with the much-reduced trackwork of today, now of course controlled by colour-lights. Of course, a very old method of signalling was the man walking ahead of a train with a red flag, and this was recalled at Weymouth, comparatively recently, with the flagman walking ahead of the Channel Islands Boat Train as it threaded its way through the town’s streets. Memories of Norwich were stirred with views in and out of the station from Carrow Road Bridge and the fine gantries of semaphores that used to signal inward and outward trains. He had obtained the complex track/signalling diagram from the long-demolished Passenger Yard Box (dated 1972) when it had a 125-lever frame. More recent views showed how less interesting the scene has become.
There used to be some amazing signal gantries, such as Rugby, where the G.C. crossed over the L&NWR lines. Closer inspection showed not just one gantry, but two – one above the other – paid for by the G.C. for better sighting by L&NWR engine crews. And no account would be complete without north and south views of Nottingham Goods South signalbox, perhaps the closest to David’s house, and the view of its lamp hut to remind us that signals needed to be lit at night, and that the lamp-man had the job of climbing the signal ladders, at all times and in all weathers! David also explained the workings of the Train Register, and that in the busiest boxes a booking lad would have the important job of recording all bell-codes received and sent.
Unusual signals included the co-acting signals (for better sighting, again) at the Up end of Thetford station until recently, but what could be stranger than the loud-hailer in Reedham Swing Bridge box to remind yachtsmen to lower their booms before passing under the bridge!
And we saw the demise of the fine bastion of semaphore signalling and gantries at Barnetby. The west end gantries used to control routes to Lincoln, Retford & Scunthorpe. Alas, since last Christmas these are no more, and there was a possession into the New Year to enable the work to be carried out.
A metaphorical 7-5-5 (closing of box) meant that David’s presentation had come to an end, following which the audience showed its appreciation in the usual way. Thanks also to Andy Wright for operating the projector.
“Stations and Structures of the Midland & Great Northern Joint Railway - Part 2 – Norwich to Peterborough and Little Bytham” (Nigel Digby – 5th May 2016)
Nigel opened his presentation with a few words and images about the signalboxes. The contractors - Wilkinson & Jarvis - provided their own design, and these were to be found from Norwich City to Gayton Road. We also saw the lofty Eastern & Midlands box at Cromer Beach, which would sway when the winds blew off the North Sea, but it was replaced in the early 1920s. Midland Railway boxes were to be found from South Lynn to Peterborough, whilst from Sutton Bridge to Bourne it was GN boxes. There were even a few colour light signals at South Lynn and near Spalding. He then moved quickly through permanent way, civil engineering and lineside features before starting his review at Norwich City station - the original was destroyed during wartime air raids.and a prefabricated structure replaced it. He drew attention to the two towers - the western one contained the stationmasters’ house until the 1930s, but less was known about the eastern tower, which was thought to have been used for storage. The goods yard was kept busy well after passenger closure and in his tour of the yard mentioned that some 90,000 tons of coal were handled annually in the 1960s. There was an imposing stable block near Heigham St.
Hellesdon station had closed from 15th September 1952, and he suggested it might once have been a ticket collection point. We saw that Drayton’s nameboard had once read “Drayton for Cossey” (sic). The small stations to Melton Constable produced a wide variety of enamel signs, and by Melton Constable we had learned that Nigel favoured goods yards over passenger facilities.
The grandly-named Raynham Park was illustrated with its then-new luggage room (for visitors to Raynham Hall) and tariff shed from around 1900. It is, apparently, one of the best-preserved M&GN stations, with the platforms, buildings and signalbox well looked-after. Massingham was the temporary terminus of the line eastwards from Lynn, and Nigel then dwelt upon Hillington (for Sandringham). It was an estate village, which meant that there was very little accommodation for railway staff, so the M&GN built 2 pairs of cottages in 1914. It also benefited from a “Royal” waiting room, and seemed to have been popular with King Edward VII when Prince of Wales. The London newspapers destined for Sandringham came here on the first train from Peterborough.
Gayton Road is “lost” today, but Nigel said some locals denied the existence of a station! The history of this part of the line is not straightforward, double track having replaced the route via Bawsey, but at least we saw Gayton Road in better times.
There was a short-lived branch from Salters Road on the Hunstanton line to Austin St King’s Lynn, behind the M&GN offices. However, it was not clear if any traffic, beyond contractors’ traffic, ever used the branch as a serious dispute with the GER & the King’s Lynn Dock Co. ensued. The tracks were taken up after about 2 years. Nigel explained it very well, but those interested are best referred to his book.
South Lynn marked the start of the Western Section and, as well as seeing something of this important station, we learned that its imposing goods shed survives as the largest M&GN reminder in the town. An image of Sutton Bridge showed it was one of the few to receive B.R. totems. Sutton Bridge was the parting of the ways to Spalding, Bourne, Saxby and the Midland proper or to Wisbech and Peterborough.
The Peterborough line had a station named Ferry, named after a nearby foot ferry, not to mention the Ferry Boat Inn! It cannot have seen many passengers, but the line enjoyed strong agricultural traffic. Such was this traffic that special goods trains would run empty from Peterborough to Wisbech. Views of Wisbech North showed an unprepossessing station with clear MIdland origins. We learned that “Waterloo Cakes”, on an enamel sign at Murrow, were cattle feed! The line had to cross over the ECML to reach Peterborough North - the bridge was called “Rhubarb Bridge” or, in some quarters, “Crab Bridge”. You pays your money…
If Gedney had a familiar look, Peter Bruff, engineer of the Waveney Valley line, also designed its buildings. There were some odd names on the way to Bourne - Counter Drain and Twenty - the latter named after nearby Twenty Lode perhaps. Concluding his review at Bourne, the station building was Elizabethan (Red Hall) and thankfully survives.
His presentation was much appreciated, and thanks to Andy Wright for operating the projector.
Nigel opened his presentation with a few words and images about the signalboxes. The contractors - Wilkinson & Jarvis - provided their own design, and these were to be found from Norwich City to Gayton Road. We also saw the lofty Eastern & Midlands box at Cromer Beach, which would sway when the winds blew off the North Sea, but it was replaced in the early 1920s. Midland Railway boxes were to be found from South Lynn to Peterborough, whilst from Sutton Bridge to Bourne it was GN boxes. There were even a few colour light signals at South Lynn and near Spalding. He then moved quickly through permanent way, civil engineering and lineside features before starting his review at Norwich City station - the original was destroyed during wartime air raids.and a prefabricated structure replaced it. He drew attention to the two towers - the western one contained the stationmasters’ house until the 1930s, but less was known about the eastern tower, which was thought to have been used for storage. The goods yard was kept busy well after passenger closure and in his tour of the yard mentioned that some 90,000 tons of coal were handled annually in the 1960s. There was an imposing stable block near Heigham St.
Hellesdon station had closed from 15th September 1952, and he suggested it might once have been a ticket collection point. We saw that Drayton’s nameboard had once read “Drayton for Cossey” (sic). The small stations to Melton Constable produced a wide variety of enamel signs, and by Melton Constable we had learned that Nigel favoured goods yards over passenger facilities.
The grandly-named Raynham Park was illustrated with its then-new luggage room (for visitors to Raynham Hall) and tariff shed from around 1900. It is, apparently, one of the best-preserved M&GN stations, with the platforms, buildings and signalbox well looked-after. Massingham was the temporary terminus of the line eastwards from Lynn, and Nigel then dwelt upon Hillington (for Sandringham). It was an estate village, which meant that there was very little accommodation for railway staff, so the M&GN built 2 pairs of cottages in 1914. It also benefited from a “Royal” waiting room, and seemed to have been popular with King Edward VII when Prince of Wales. The London newspapers destined for Sandringham came here on the first train from Peterborough.
Gayton Road is “lost” today, but Nigel said some locals denied the existence of a station! The history of this part of the line is not straightforward, double track having replaced the route via Bawsey, but at least we saw Gayton Road in better times.
There was a short-lived branch from Salters Road on the Hunstanton line to Austin St King’s Lynn, behind the M&GN offices. However, it was not clear if any traffic, beyond contractors’ traffic, ever used the branch as a serious dispute with the GER & the King’s Lynn Dock Co. ensued. The tracks were taken up after about 2 years. Nigel explained it very well, but those interested are best referred to his book.
South Lynn marked the start of the Western Section and, as well as seeing something of this important station, we learned that its imposing goods shed survives as the largest M&GN reminder in the town. An image of Sutton Bridge showed it was one of the few to receive B.R. totems. Sutton Bridge was the parting of the ways to Spalding, Bourne, Saxby and the Midland proper or to Wisbech and Peterborough.
The Peterborough line had a station named Ferry, named after a nearby foot ferry, not to mention the Ferry Boat Inn! It cannot have seen many passengers, but the line enjoyed strong agricultural traffic. Such was this traffic that special goods trains would run empty from Peterborough to Wisbech. Views of Wisbech North showed an unprepossessing station with clear MIdland origins. We learned that “Waterloo Cakes”, on an enamel sign at Murrow, were cattle feed! The line had to cross over the ECML to reach Peterborough North - the bridge was called “Rhubarb Bridge” or, in some quarters, “Crab Bridge”. You pays your money…
If Gedney had a familiar look, Peter Bruff, engineer of the Waveney Valley line, also designed its buildings. There were some odd names on the way to Bourne - Counter Drain and Twenty - the latter named after nearby Twenty Lode perhaps. Concluding his review at Bourne, the station building was Elizabethan (Red Hall) and thankfully survives.
His presentation was much appreciated, and thanks to Andy Wright for operating the projector.
“Killin to Kingswear - a 1960s Black & White Night” (Ian Krause - 21st April 2016)
Thus we were privileged to welcome Ian Krause, well-known to many of us as one of the leading railway photographers of the late 1960s.
Ian’s show provided pictorial coverage of steam on the British Railways system between 1961, when he first started to photograph trains, and 1968, when the last steam locomotives were withdrawn from service. Living in Kenton, he was within easy travelling distance of the West Coast and the Great Central main lines, both of which were well represented in his early photographs, whilst the Great Western shed at Old Oak Common was no distance away. Equally, he was well placed to travel to all corners of the country to watch and photograph railway activity and, on top of this, had strategically-situated grandparents in the Newcastle area. We saw pictures from his early holidays in the West Country, reached on a Vespa scooter, and there was still plenty of steam in evidence, despite the onset of dieselisation.
The early years of the decade saw trips to most parts of the UK where steam locomotives could still be found. There were several visits to Scotland, where we saw Pacifics on main line express workings (and one A2 on a long goods train), and in contrast explored secondary lines, particularly in Fife and around Alloa, and marvelled at the amount of heavy coal traffic which the railways handled. Whilst he covered most of the country, Ian obviously had a special affinity for the north-east, and particularly enjoyed telling us about his pictures taken in the coalfield, where J27s and Q6s, all of them fifty-plus years old, busied themselves on a seemingly endless stream of trains of coal from the collieries and return empties.
Whilst the content was interesting, it was the quality of the photography which really made the evening. The earlier pictures showed what could be done within the limitations of a fairly cheap camera, and included station scenes, shed scenes and trains in the countryside. There were loco sheds in all their variety, ranging from single road structures big enough for just one loco at places like Bude and Killin; there was Barnstaple Junction, which had all but collapsed, and Hasland, where a single wall protected the engines from the elements. Then there were the big city sheds, often photographed from inside, where beams of sunlight penetrated the gloom and provided superb pictorial effects. Amongst the earlier photographs were some giving a foretaste of how our speaker’s photographic technique would develop as the decade progressed. Gradually we were seeing more people in the pictures, and notably one view at Bodmin North with an ancient platform barrow in the foreground, beyond which the crew of a 2‑6-2T stood watching their engine simmering at the platform. And then there was the picture featuring a railwayman, half-hidden in drifting steam, cleaning ashes from the smokebox of a grimy Q1 at Guildford, which, as David Pearce commented when introducing the meeting, brought our speaker’s photography to prominence when it appeared on the front cover of Railway World.
After the break, we were treated to pictures dating from mid-1965 onwards. By now, Ian had purchased a better camera, and had also met Colin Gifford, quite by chance, when they were both travelling on an express out of Waterloo. The two would have several trips and outings together over the next few years.
As the months went by, steam was eradicated from more and more parts of the country, whilst in other areas the Beeching Report ensured that there would be no railways at all. As a result, Ian’s photographic expeditions came to be centred in the north-west, where sheds like Rose Grove, Bolton, Carnforth and Lostock Hall continued to house an ever-reducing number of steam engines.
The pictures from these last years concentrated on catching the steam locomotive, by then down to a mere handful of classes, in its often grimy environment. So we were treated to distant steam engines with cooling towers rising from the mist, to a train completing a panorama of 1960s Halifax with mills and factory chimneys in abundance, and a spontaneous shot of a couple of children clambering on to a roadside fence for a better view of a distant train. Then there was a traffic policeman directing the passage of a freight through Birkenhead Docks, a Black 5 on a viaduct dominating a street scene which only needed Ena Sharples to be straight out of Coronation Street, and cars parked on the mudflats of the Kent estuary as their occupants enjoyed their picnics, oblivious of a steam hauled train passing over the distant viaduct. And when the photographer ventured into the countryside, there was no time to wait for another day when the sun might be shining, so he had to photograph the Long Meg to Widnes freight in a blinding snowstorm at Ais Gill. I could go on…..
The end was inevitable, and 4th August 1968 saw one final burst of activity, with a number of steam‑hauled railtours running around Lancashire on various itineraries. It turned out to be something of a shambles, with trains running late and the photographers totally confused as to what was coming next, and from which direction! The talk ended with pictures of the “15 Guinea Special”, which marked the end of B.R. steam a week later, and featuring the crowds that turned out to see it.
All in all it we enjoyed a memorable evening of photography, presented in a concise, witty and informative style. Many thanks are due to all involved in making it possible. (Richard Adderson)
Editor’s Note: The stunning print of the grimy Q1 at Guildford, which won the 1966 Railway World Photographic Competition, brought these comments from the judges: “This picture offers that ideal combination of atmosphere, animation and a strong sense of ‘railway’. Balance and print quality are both good.” The Top Ten photographs were published in the February 1966 Railway World, and the photographers Ian beat included such as Malcolm Dunnett, W.J.V. Anderson. Dick Blenkinsop and Ivo Peters, but Ian’s photo shouted “winner” in the way the others did not. Many thanks go to David Pearce for facilitating Ian’s visit, and to Andy Wright for operating the projector.
Thus we were privileged to welcome Ian Krause, well-known to many of us as one of the leading railway photographers of the late 1960s.
Ian’s show provided pictorial coverage of steam on the British Railways system between 1961, when he first started to photograph trains, and 1968, when the last steam locomotives were withdrawn from service. Living in Kenton, he was within easy travelling distance of the West Coast and the Great Central main lines, both of which were well represented in his early photographs, whilst the Great Western shed at Old Oak Common was no distance away. Equally, he was well placed to travel to all corners of the country to watch and photograph railway activity and, on top of this, had strategically-situated grandparents in the Newcastle area. We saw pictures from his early holidays in the West Country, reached on a Vespa scooter, and there was still plenty of steam in evidence, despite the onset of dieselisation.
The early years of the decade saw trips to most parts of the UK where steam locomotives could still be found. There were several visits to Scotland, where we saw Pacifics on main line express workings (and one A2 on a long goods train), and in contrast explored secondary lines, particularly in Fife and around Alloa, and marvelled at the amount of heavy coal traffic which the railways handled. Whilst he covered most of the country, Ian obviously had a special affinity for the north-east, and particularly enjoyed telling us about his pictures taken in the coalfield, where J27s and Q6s, all of them fifty-plus years old, busied themselves on a seemingly endless stream of trains of coal from the collieries and return empties.
Whilst the content was interesting, it was the quality of the photography which really made the evening. The earlier pictures showed what could be done within the limitations of a fairly cheap camera, and included station scenes, shed scenes and trains in the countryside. There were loco sheds in all their variety, ranging from single road structures big enough for just one loco at places like Bude and Killin; there was Barnstaple Junction, which had all but collapsed, and Hasland, where a single wall protected the engines from the elements. Then there were the big city sheds, often photographed from inside, where beams of sunlight penetrated the gloom and provided superb pictorial effects. Amongst the earlier photographs were some giving a foretaste of how our speaker’s photographic technique would develop as the decade progressed. Gradually we were seeing more people in the pictures, and notably one view at Bodmin North with an ancient platform barrow in the foreground, beyond which the crew of a 2‑6-2T stood watching their engine simmering at the platform. And then there was the picture featuring a railwayman, half-hidden in drifting steam, cleaning ashes from the smokebox of a grimy Q1 at Guildford, which, as David Pearce commented when introducing the meeting, brought our speaker’s photography to prominence when it appeared on the front cover of Railway World.
After the break, we were treated to pictures dating from mid-1965 onwards. By now, Ian had purchased a better camera, and had also met Colin Gifford, quite by chance, when they were both travelling on an express out of Waterloo. The two would have several trips and outings together over the next few years.
As the months went by, steam was eradicated from more and more parts of the country, whilst in other areas the Beeching Report ensured that there would be no railways at all. As a result, Ian’s photographic expeditions came to be centred in the north-west, where sheds like Rose Grove, Bolton, Carnforth and Lostock Hall continued to house an ever-reducing number of steam engines.
The pictures from these last years concentrated on catching the steam locomotive, by then down to a mere handful of classes, in its often grimy environment. So we were treated to distant steam engines with cooling towers rising from the mist, to a train completing a panorama of 1960s Halifax with mills and factory chimneys in abundance, and a spontaneous shot of a couple of children clambering on to a roadside fence for a better view of a distant train. Then there was a traffic policeman directing the passage of a freight through Birkenhead Docks, a Black 5 on a viaduct dominating a street scene which only needed Ena Sharples to be straight out of Coronation Street, and cars parked on the mudflats of the Kent estuary as their occupants enjoyed their picnics, oblivious of a steam hauled train passing over the distant viaduct. And when the photographer ventured into the countryside, there was no time to wait for another day when the sun might be shining, so he had to photograph the Long Meg to Widnes freight in a blinding snowstorm at Ais Gill. I could go on…..
The end was inevitable, and 4th August 1968 saw one final burst of activity, with a number of steam‑hauled railtours running around Lancashire on various itineraries. It turned out to be something of a shambles, with trains running late and the photographers totally confused as to what was coming next, and from which direction! The talk ended with pictures of the “15 Guinea Special”, which marked the end of B.R. steam a week later, and featuring the crowds that turned out to see it.
All in all it we enjoyed a memorable evening of photography, presented in a concise, witty and informative style. Many thanks are due to all involved in making it possible. (Richard Adderson)
Editor’s Note: The stunning print of the grimy Q1 at Guildford, which won the 1966 Railway World Photographic Competition, brought these comments from the judges: “This picture offers that ideal combination of atmosphere, animation and a strong sense of ‘railway’. Balance and print quality are both good.” The Top Ten photographs were published in the February 1966 Railway World, and the photographers Ian beat included such as Malcolm Dunnett, W.J.V. Anderson. Dick Blenkinsop and Ivo Peters, but Ian’s photo shouted “winner” in the way the others did not. Many thanks go to David Pearce for facilitating Ian’s visit, and to Andy Wright for operating the projector.
The Vivarail Class 230 or D – Train Project (Andy Hamilton - 17th March 2016)
It isn’t often that our speaker arrives from an afternoon’s sailing (he lives at Ranworth), but Andy did just that and he is also the owner of a boatyard at Upton for good measure!
He has been a career railwayman, joining B.R. in 1986 as one of their last sponsored students, and he spoke highly of the training he’d received. Although a qualified electrical engineer, in practice he has been more of a mechanical engineer, going to Old Oak Common to oversee its closure. He has worked at Chiltern Trains under Adrian Shooter and specified and bought Chiltern’s Class 168s. They had also set up the lamented Wrexham & Shropshire company.
He believed the 168s successor Class 172s were getting too heavy (50 tons) and too expensive (£2M). It had been Adrian’s idea to turn D-stock into DMUs as it offered a cost-effective way of supplying new DMUs to replace the Pacers and Class 15xxxx which were prone to corrosion. Rail usage was growing at 6% annually and they believed low first-cost vehicles which spent less time in depots would appeal to operators.
The D or D-78 stock had been new to the District Line in the late 1970s, was almost completely aluminium but had a poor bogie. In the 2000s LUL thought they were good for another 20-25 years and had them re-bogied. However, LUL got some extra money and decided to modernise with S-stock.
Vivarail have bought 225 vehicles which are already approved to run on NR. The existing bodywork will be retained but everything else will be new. Power will come from 2 Ford Puma engines. The units will need some modification as some requirements did not exist on LUL. For example, LUL have no level-crossings and the front end is very flimsy. After strengthening, a test unit stood up very well to colliding with a heavy water tank.
Interesting facts emerged about the engines - a new one cost about £3,500 v. £35,000 for a Cummins; a D-78 engine change could be done in 10 minutes v. 8/9 hours on a Turbostar! They also score on fuel consumption and emissions.
They hope to test a unit between Evesham and Moreton-in-Marsh in May and possible uses could be the Greenford branch, Cornish branches and Coventry - Nuneaton.
Their top speed is 60 m.p.h. whereas 15xxxx and Pacers can manage 75 m.p.h. but they have very good acceleration.
After a lengthy Q & A session Andy was heartily thanked for his presentation.
It isn’t often that our speaker arrives from an afternoon’s sailing (he lives at Ranworth), but Andy did just that and he is also the owner of a boatyard at Upton for good measure!
He has been a career railwayman, joining B.R. in 1986 as one of their last sponsored students, and he spoke highly of the training he’d received. Although a qualified electrical engineer, in practice he has been more of a mechanical engineer, going to Old Oak Common to oversee its closure. He has worked at Chiltern Trains under Adrian Shooter and specified and bought Chiltern’s Class 168s. They had also set up the lamented Wrexham & Shropshire company.
He believed the 168s successor Class 172s were getting too heavy (50 tons) and too expensive (£2M). It had been Adrian’s idea to turn D-stock into DMUs as it offered a cost-effective way of supplying new DMUs to replace the Pacers and Class 15xxxx which were prone to corrosion. Rail usage was growing at 6% annually and they believed low first-cost vehicles which spent less time in depots would appeal to operators.
The D or D-78 stock had been new to the District Line in the late 1970s, was almost completely aluminium but had a poor bogie. In the 2000s LUL thought they were good for another 20-25 years and had them re-bogied. However, LUL got some extra money and decided to modernise with S-stock.
Vivarail have bought 225 vehicles which are already approved to run on NR. The existing bodywork will be retained but everything else will be new. Power will come from 2 Ford Puma engines. The units will need some modification as some requirements did not exist on LUL. For example, LUL have no level-crossings and the front end is very flimsy. After strengthening, a test unit stood up very well to colliding with a heavy water tank.
Interesting facts emerged about the engines - a new one cost about £3,500 v. £35,000 for a Cummins; a D-78 engine change could be done in 10 minutes v. 8/9 hours on a Turbostar! They also score on fuel consumption and emissions.
They hope to test a unit between Evesham and Moreton-in-Marsh in May and possible uses could be the Greenford branch, Cornish branches and Coventry - Nuneaton.
Their top speed is 60 m.p.h. whereas 15xxxx and Pacers can manage 75 m.p.h. but they have very good acceleration.
After a lengthy Q & A session Andy was heartily thanked for his presentation.
Annual Show Report (5th March 2016) - Click for Photo Gallery
Our Show went well despite some cold and wet weather, which seems to follow us most years. We had some new exhibitors this year, and a brief summary of what was on display begins in the Blake Room, where the 7¼” Society had a fine array of steam locos. Next to them was the Bure Valley Railway’s stand, and then the Lynton & Barnstaple Railway had a most interesting display relating to the line’s former glory and its present, gradual, reinstatement. The Southwold Railway Trust had a stand relating to their Heritage Train Project. The B17 Steam Locomotive Trust – Spirit of Sandringham New Build Project - returned to show us progress etc, and the M&GNJRS and MNR had publicity displays. Mike Handscomb was kept busy as usual, disposing of archival material and items donated by members.
The Barton House Railway and RCTS had publicity/sales stands in the reception area, whilst in one of the side rooms Gordon Bruce proved an able deputy, bringing an excellent T.V. and DVDs to offer rest and relaxation to those in need!
In the North Room the Southwold Railway Trust had a model railway display; the Gauge 1 Model Railway Group had several items of rolling stock and locomotives on display, including LNER 3021, “Schools” 901 and a Class 66. The Norwich M.R.C. had brought an LSWR-themed layout – “St George’s Hill”, and Ian Woodruff – also known as “Huff’n’Puff” - had a fine “O” gauge display including 2 A4s and a P2 (I liked that). Roger Kingstone’s Norfolk “O” Gauge Mardlers had previously been mistaken for a local dialect group, but they had a rare model of the GER Decapod in its later guise as an 0-8-0. Strumpshaw Steam & Miniature Show had a display, as did Norwich M.R.C. who brought “Charlestown”. Rickinghall M.R.C. showed how small things could be with a mix of “T” (1:450) and “N” gauges.
Moving into the Sanctuary, David Rowlands had a popular display of transport art comprising aircraft, buses, railways etc, including some pencil or charcoal on cartridge. Diss & District M.R.C. Hornby Railways’ had “Tivetshall” in “N” gauge. . Graham Smith’s Gauge 1 vintage trams caught the eye whilst Malcolm Cooper had put a lot of time and effort into his “Thomas” and fairground displays. Bury St Edmunds M.R.C. broke ranks to show docks and shipping and, finally, our own Ken Mills had (surprise, surprise) a superb selection of locomotives and rolling stock of GCR, GNSR and NER origins. Mike Fordham recalled a few memories with his photographic contributions, and Mike Young had another good display in the foyer.
Prizes for the raffle were gratefully appreciated, with our heritage railways (NNR, MNR & BVR) putting “big business” to shame, and at the close of proceedings Chairman Brian Cornwell presented a cheque for £250 to John Hull, Mid-Norfolk Railway Vice-Chairman, towards their Engine Shed Appeal, and thanked our “catering corps” – Ann, Jane, Janet, Maureen, Pauline, Rose, Sandi & Sue – for their considerable help during the day. Thanks also to Chris King & Chris Mitchell for managing the car parking on a rotten day and, finally, thanks to Peter Willis for organising the whole thing when it must have seemed that, at times, the world was against him.
The provisional date for next year’s Show is 11th February.
Our Show went well despite some cold and wet weather, which seems to follow us most years. We had some new exhibitors this year, and a brief summary of what was on display begins in the Blake Room, where the 7¼” Society had a fine array of steam locos. Next to them was the Bure Valley Railway’s stand, and then the Lynton & Barnstaple Railway had a most interesting display relating to the line’s former glory and its present, gradual, reinstatement. The Southwold Railway Trust had a stand relating to their Heritage Train Project. The B17 Steam Locomotive Trust – Spirit of Sandringham New Build Project - returned to show us progress etc, and the M&GNJRS and MNR had publicity displays. Mike Handscomb was kept busy as usual, disposing of archival material and items donated by members.
The Barton House Railway and RCTS had publicity/sales stands in the reception area, whilst in one of the side rooms Gordon Bruce proved an able deputy, bringing an excellent T.V. and DVDs to offer rest and relaxation to those in need!
In the North Room the Southwold Railway Trust had a model railway display; the Gauge 1 Model Railway Group had several items of rolling stock and locomotives on display, including LNER 3021, “Schools” 901 and a Class 66. The Norwich M.R.C. had brought an LSWR-themed layout – “St George’s Hill”, and Ian Woodruff – also known as “Huff’n’Puff” - had a fine “O” gauge display including 2 A4s and a P2 (I liked that). Roger Kingstone’s Norfolk “O” Gauge Mardlers had previously been mistaken for a local dialect group, but they had a rare model of the GER Decapod in its later guise as an 0-8-0. Strumpshaw Steam & Miniature Show had a display, as did Norwich M.R.C. who brought “Charlestown”. Rickinghall M.R.C. showed how small things could be with a mix of “T” (1:450) and “N” gauges.
Moving into the Sanctuary, David Rowlands had a popular display of transport art comprising aircraft, buses, railways etc, including some pencil or charcoal on cartridge. Diss & District M.R.C. Hornby Railways’ had “Tivetshall” in “N” gauge. . Graham Smith’s Gauge 1 vintage trams caught the eye whilst Malcolm Cooper had put a lot of time and effort into his “Thomas” and fairground displays. Bury St Edmunds M.R.C. broke ranks to show docks and shipping and, finally, our own Ken Mills had (surprise, surprise) a superb selection of locomotives and rolling stock of GCR, GNSR and NER origins. Mike Fordham recalled a few memories with his photographic contributions, and Mike Young had another good display in the foyer.
Prizes for the raffle were gratefully appreciated, with our heritage railways (NNR, MNR & BVR) putting “big business” to shame, and at the close of proceedings Chairman Brian Cornwell presented a cheque for £250 to John Hull, Mid-Norfolk Railway Vice-Chairman, towards their Engine Shed Appeal, and thanked our “catering corps” – Ann, Jane, Janet, Maureen, Pauline, Rose, Sandi & Sue – for their considerable help during the day. Thanks also to Chris King & Chris Mitchell for managing the car parking on a rotten day and, finally, thanks to Peter Willis for organising the whole thing when it must have seemed that, at times, the world was against him.
The provisional date for next year’s Show is 11th February.
“Railway Buildings: Form, Function & Style” (John Minnis – 3rd March 2016)
Meetings on railway architecture have been rare in Society history, so it was gratifying to hear from an expert – John MInnis of Historic England, an architectural historian by profession. He opened by saying that railway buildings have tended to be shunned by enthusiasts in favour of locomotives etc. Consequently, some individual societies have managed better coverage of railway buildings than others e.g. the GER, M&GN and NER are well-served whilst the LNWR, MR and parts of the GWR less so.
He explained that most stations followed a similar plan, with facilities for staff, passengers and handling goods with attached residential accommodation for the stationmaster. Next came the two-storey type, with accommodation for the stationmaster above, whilst the third type was single-storey with a separate house for the stationmaster a short distance away.
Station styles had been lampooned in a Punch cartoon of 1848 – anything through Old English, Italianate, Oriental, Swiss Chalet & Grecian. Brunel had a sense of style, but tended to standardise the insides. G.T. Andrews was a major architect for the NER’s constituents – overall roofs at larger stations, and trademark bay windows. David Mocatta (LB&SCR) opted for a more modern design which varied between Tudor Gothic & Italian, though with the same interior design. Another “notable” was Frederick Barnes, who favoured the Historic English style, and whose work can still be seen at e.g. Needham Market and Stowmarket stations. The Swiss Chalet style survives only at Matlock Bath, no doubt selected to blend with its surroundings. A line full of variety is that from Tunbridge Wells to Hastings, where all the stations were designed by William Tress and range from the Italianate at Wadhurst to the Early English Gothic at Battle.
In the early days, local materials were used e.g. carrstone at Snettisham and flint and brick on the south coast. Newer materials e.g. iron and glass canopies were used on the Midland and a spectacular iron and glass roof can still be seen at Tynemouth.
Engineers moved in search of work, and John highlighted the strong connection between the original Bere Alston station (LSWR) and that at Glenfarg (NBR) which, he discovered, were both the work of W.R. Galbraith, the Engineer for New Works/New Lines with both companies.
John had identified some 600 surviving goods sheds, which were usually fairly plain although Brunel favoured the ecclesiastical look. There was an almost infinite variety of signalboxes though the GER and GWR tended to standardise towards the end of the 19th century.
Particular attention was paid to Thetford, which was part listed and part not. It had begun as a Jacobean building, but was doubled in size in 1889. Although it had been possible to “list” the station buildings, the 1911 goods shed and footbridge were excluded which, he felt, was a pity.
John received a deserved round of applause at the close, and we hope that a “Part 2” will follow in due course. Thanks also to Andy Wright for operating the projector.
Meetings on railway architecture have been rare in Society history, so it was gratifying to hear from an expert – John MInnis of Historic England, an architectural historian by profession. He opened by saying that railway buildings have tended to be shunned by enthusiasts in favour of locomotives etc. Consequently, some individual societies have managed better coverage of railway buildings than others e.g. the GER, M&GN and NER are well-served whilst the LNWR, MR and parts of the GWR less so.
He explained that most stations followed a similar plan, with facilities for staff, passengers and handling goods with attached residential accommodation for the stationmaster. Next came the two-storey type, with accommodation for the stationmaster above, whilst the third type was single-storey with a separate house for the stationmaster a short distance away.
Station styles had been lampooned in a Punch cartoon of 1848 – anything through Old English, Italianate, Oriental, Swiss Chalet & Grecian. Brunel had a sense of style, but tended to standardise the insides. G.T. Andrews was a major architect for the NER’s constituents – overall roofs at larger stations, and trademark bay windows. David Mocatta (LB&SCR) opted for a more modern design which varied between Tudor Gothic & Italian, though with the same interior design. Another “notable” was Frederick Barnes, who favoured the Historic English style, and whose work can still be seen at e.g. Needham Market and Stowmarket stations. The Swiss Chalet style survives only at Matlock Bath, no doubt selected to blend with its surroundings. A line full of variety is that from Tunbridge Wells to Hastings, where all the stations were designed by William Tress and range from the Italianate at Wadhurst to the Early English Gothic at Battle.
In the early days, local materials were used e.g. carrstone at Snettisham and flint and brick on the south coast. Newer materials e.g. iron and glass canopies were used on the Midland and a spectacular iron and glass roof can still be seen at Tynemouth.
Engineers moved in search of work, and John highlighted the strong connection between the original Bere Alston station (LSWR) and that at Glenfarg (NBR) which, he discovered, were both the work of W.R. Galbraith, the Engineer for New Works/New Lines with both companies.
John had identified some 600 surviving goods sheds, which were usually fairly plain although Brunel favoured the ecclesiastical look. There was an almost infinite variety of signalboxes though the GER and GWR tended to standardise towards the end of the 19th century.
Particular attention was paid to Thetford, which was part listed and part not. It had begun as a Jacobean building, but was doubled in size in 1889. Although it had been possible to “list” the station buildings, the 1911 goods shed and footbridge were excluded which, he felt, was a pity.
John received a deserved round of applause at the close, and we hope that a “Part 2” will follow in due course. Thanks also to Andy Wright for operating the projector.
“The North Norfolk Railway” (Trevor Eady, General Manager, NNR – 18th February 2016)
Trevor has been at the NNR since 2009, previously having been Director of Terminal & Customer Services at Norwich Airport. His first love is probably aircraft, and he tried to get a commentator’s job at Heathrow, but ended up in engineering accounts. He was on duty when two major disasters occurred in 1972 & 1974 and felt them both keenly.
His railway credentials go back to watching trains at Surbiton and travelling to and from school on the Southern. He took early retirement from Norwich Airport in 2005, and on the NNR he has served as ticket inspector, qualified as a guard and as a DMU driver. He had been encouraged to apply for the GM’s job by its then incumbent, Hugh Harkett, and presently works a theoretical 4-day week, but likes to get away in the family motorhome.
When Trevor took over, there were 127,000 passengers a year – now the figure is 166,000. He encourages his staff to be smart, and to talk to people. He has overseen the introduction of a 50 min. service (red & yellow timetables), which allows 3-train running, and said the dining trains were very popular. They have a fleet of 18 TSOs to keep clean.
Bad news has come with the revocation of WCR’s main line licence which has impacted upon their plans to run to Cromer. Another operator is being sought. On the locomotive & C & W front, their boiler shop is expected to be finished in March. The bulk of the 45 or so paid staff is here.
The “Thomas” event is very profitable, though not so popular with the operating staff. The “Dad’s Army” Day has been very popular; the Beer Festival was also very popular – some brews “ran dry” on the first day! A “Railway Children Week” is planned in August to coincide with a production at the Little Theatre; the 40s Weekend has also caught the imagination of the town and, finally, they are hoping to have a “Home Fleet” Gala (engines not ships) but the date has not been set.
They have a pool of some 400 active volunteers and need at least 20-30 every running day. The NNR will also be taking over the operation of the Tourist Information Centre & public conveniences, on top of which they have been able to purchase 92203 Black Prince.
Trevor had brought some images and made a few comments about locomotives: L99 – worked well until it began to leak; 76084 – owners happy for it to stay on the NNR- it uses about 2½ tons of coal daily; 5619 – reliable and heavily-used; 61264 – had been “thrashed” on the main line and was unable to run; N2 – a reliable standby; and 4936 Kinlet Hall - first needed to have the rails moved at Weybourne by about 1’ to enable it to clear the platforms!
Apart from work on the Suburban Four and an old carriage found at Mattishall, the footbridge at Weybourne needs repainting (or possibly replacing).
He concluded by showing us video footage of his N gauge layout, where his son had fitted the electrics and his daughter had done the scenery.
After a very interesting Q & A session, Trevor was warmly applauded for such an enthusiastic talk.
Trevor has been at the NNR since 2009, previously having been Director of Terminal & Customer Services at Norwich Airport. His first love is probably aircraft, and he tried to get a commentator’s job at Heathrow, but ended up in engineering accounts. He was on duty when two major disasters occurred in 1972 & 1974 and felt them both keenly.
His railway credentials go back to watching trains at Surbiton and travelling to and from school on the Southern. He took early retirement from Norwich Airport in 2005, and on the NNR he has served as ticket inspector, qualified as a guard and as a DMU driver. He had been encouraged to apply for the GM’s job by its then incumbent, Hugh Harkett, and presently works a theoretical 4-day week, but likes to get away in the family motorhome.
When Trevor took over, there were 127,000 passengers a year – now the figure is 166,000. He encourages his staff to be smart, and to talk to people. He has overseen the introduction of a 50 min. service (red & yellow timetables), which allows 3-train running, and said the dining trains were very popular. They have a fleet of 18 TSOs to keep clean.
Bad news has come with the revocation of WCR’s main line licence which has impacted upon their plans to run to Cromer. Another operator is being sought. On the locomotive & C & W front, their boiler shop is expected to be finished in March. The bulk of the 45 or so paid staff is here.
The “Thomas” event is very profitable, though not so popular with the operating staff. The “Dad’s Army” Day has been very popular; the Beer Festival was also very popular – some brews “ran dry” on the first day! A “Railway Children Week” is planned in August to coincide with a production at the Little Theatre; the 40s Weekend has also caught the imagination of the town and, finally, they are hoping to have a “Home Fleet” Gala (engines not ships) but the date has not been set.
They have a pool of some 400 active volunteers and need at least 20-30 every running day. The NNR will also be taking over the operation of the Tourist Information Centre & public conveniences, on top of which they have been able to purchase 92203 Black Prince.
Trevor had brought some images and made a few comments about locomotives: L99 – worked well until it began to leak; 76084 – owners happy for it to stay on the NNR- it uses about 2½ tons of coal daily; 5619 – reliable and heavily-used; 61264 – had been “thrashed” on the main line and was unable to run; N2 – a reliable standby; and 4936 Kinlet Hall - first needed to have the rails moved at Weybourne by about 1’ to enable it to clear the platforms!
Apart from work on the Suburban Four and an old carriage found at Mattishall, the footbridge at Weybourne needs repainting (or possibly replacing).
He concluded by showing us video footage of his N gauge layout, where his son had fitted the electrics and his daughter had done the scenery.
After a very interesting Q & A session, Trevor was warmly applauded for such an enthusiastic talk.
“Colombian & Ecuadorian Railways” (Ken Mills – 4th February 2016)
Our new President, Ken Mills, took us to South America once again, this time recalling two visits he made in 1969 & 1971, and on the way visited a sugar cane line in Puerto Rico.
Colombia’s capital, Bogota, is some 8600’ above sea level, and the country’s topography has limited the country’s railway development; nearly everything runs north-south rather than over the Andes. The gauge is 3’ and it was surprising that much of the locomotive fleet was supplied by Baldwin (U.S.A.), with Skoda (Czechoslovakia) and then a few Belgian and German builders making up the remainder.
On the Atlantic side, a line runs north to Santa Marta whilst on the Pacific side a line runs to Buenaventura. Considering the gauge was 3’ many of the locomotives were very hefty eight-coupled types, though a 1927 Baldwin 2-4-2T was on display at Flandes Works. Ken drew attention to an aerial ropeway (freight only) between Manizales and Mariquita, some 65 miles, and recalled a bus trip from Ibague to Armenia, another 65 miles, over the 11,000’ Quindio Pass, not made at night for fear of bandits!
I have written this account largely in the present tense to reflect Ken’s descriptions of almost 50 years ago, but to bring readers up-to-date the position is not encouraging. The state-owned company was “liquidated” in the 1990s, leaving the country’s railways largely serving the country’s coal mining. The only passenger trains remaining are the tourist services between Bogota and Zipaquira.
Quito, capital of Ecuador, is close to the Equator, but at an altitude of 9350’. Its 3’6” gauge railway is a link from the main port, Guayaquil, to Quito (just over 300 miles) but first there’s a ferry across to Duran, where the railway workshops are located. The slides suggested it was not a place to linger! Ken had a 1937 brochure advertising the line – it took 1½ days to reach Quito, inclusive of an overnight stop at Riobamba. This brochure contained a charming note: “Train stops 25 min. at Huigra for luncheon” – shades of 19th century Swindon!
The railway needs to cross 3 ranges of the Andes and there is a gradient of 5½% (1 in 17) with zigzags (“the Devil’s Nose”) after leaving Huigra, and Ken’s slides showed the railway had a strong American influence with what we would recognise as early 20th century coaches with clerestory roofs and end verandas. Steam was confined to freight work and, sadly, two of the railway’s three Garratts had been scrapped. The steepest parts of the line were worked by big 2-8-0s whilst we also saw a 2-6-0 in a pleasing red G & Q livery.
Despite suffering severely from El Niño in 1997/98, various sections of the line have re-opened and tourist trains operate over the Devil’s Nose.
Many thanks to Ken for taking us back to South America again – at long last we may be approaching the end of these fascinating shows, but we’re safe for the immediate future!
Our new President, Ken Mills, took us to South America once again, this time recalling two visits he made in 1969 & 1971, and on the way visited a sugar cane line in Puerto Rico.
Colombia’s capital, Bogota, is some 8600’ above sea level, and the country’s topography has limited the country’s railway development; nearly everything runs north-south rather than over the Andes. The gauge is 3’ and it was surprising that much of the locomotive fleet was supplied by Baldwin (U.S.A.), with Skoda (Czechoslovakia) and then a few Belgian and German builders making up the remainder.
On the Atlantic side, a line runs north to Santa Marta whilst on the Pacific side a line runs to Buenaventura. Considering the gauge was 3’ many of the locomotives were very hefty eight-coupled types, though a 1927 Baldwin 2-4-2T was on display at Flandes Works. Ken drew attention to an aerial ropeway (freight only) between Manizales and Mariquita, some 65 miles, and recalled a bus trip from Ibague to Armenia, another 65 miles, over the 11,000’ Quindio Pass, not made at night for fear of bandits!
I have written this account largely in the present tense to reflect Ken’s descriptions of almost 50 years ago, but to bring readers up-to-date the position is not encouraging. The state-owned company was “liquidated” in the 1990s, leaving the country’s railways largely serving the country’s coal mining. The only passenger trains remaining are the tourist services between Bogota and Zipaquira.
Quito, capital of Ecuador, is close to the Equator, but at an altitude of 9350’. Its 3’6” gauge railway is a link from the main port, Guayaquil, to Quito (just over 300 miles) but first there’s a ferry across to Duran, where the railway workshops are located. The slides suggested it was not a place to linger! Ken had a 1937 brochure advertising the line – it took 1½ days to reach Quito, inclusive of an overnight stop at Riobamba. This brochure contained a charming note: “Train stops 25 min. at Huigra for luncheon” – shades of 19th century Swindon!
The railway needs to cross 3 ranges of the Andes and there is a gradient of 5½% (1 in 17) with zigzags (“the Devil’s Nose”) after leaving Huigra, and Ken’s slides showed the railway had a strong American influence with what we would recognise as early 20th century coaches with clerestory roofs and end verandas. Steam was confined to freight work and, sadly, two of the railway’s three Garratts had been scrapped. The steepest parts of the line were worked by big 2-8-0s whilst we also saw a 2-6-0 in a pleasing red G & Q livery.
Despite suffering severely from El Niño in 1997/98, various sections of the line have re-opened and tourist trains operate over the Devil’s Nose.
Many thanks to Ken for taking us back to South America again – at long last we may be approaching the end of these fascinating shows, but we’re safe for the immediate future!
“The Wolsztyn Experience” (Paul Hudson, Chris King & Chris Mitchell – 21st January 2016)
The evening’s presentation had been preceded by some preliminary meetings of the co-presenters, and such was the ground covered that we ended shortly after 2200.
After crossing from Harwich on the overnight ferry at the end of September, for a 12 day “bash”, the first call was Wernigerode, S.E. of Hanover – for photography and travelling on the line leading up to The Brocken. All the metre-gauge trains were steam-hauled and we were treated to some excellent views. The Brocken/Harz had been in the former East Germany, and the old Soviet listening-posts could still be seen. The line is home to some 17 2-10-2s (99 7231-47) with the bonus of street running through Wernigerode. Chris Mitchell paid a return visit in early December when there was a wind chill of -12° at least so Chris didn’t spend much time on the open veranda!
There followed a drive to Poland, whose present standard gauge network is just under 20,000 km, followed by a hectic programme of early starts leading to train travel, train-chasing, a steam excursion and a railtour with some driving and firing experience as well! Their motive power was OL45-69, a 2-6-2 tender loco equal to a “Black Five”. Plenty of steam age infrastructure remained at their Wolsztyn base, which has extant routes to Zbaszynek, Leszno and Poznan. We also saw many stored locomotives in poor condition – it wasn’t clear why they had been kept. It is hoped that a steam service is reinstated between Wolsztyn and Poznan later this year. Paul endeavoured to explain the Polish steam classification system, but it seemed a somewhat difficult subject.
The second part of the evening was devoted to images Paul and Chris King had taken on previous visits, mainly to Wolsztyn and the Harz, and we were treated to views of Nordhausen’s trams which worked in bi-mode. On the earlier trips steam was still in active service in Poland and footplate rides seemed easily available – in return for cash! First generation diesels and electrics were prominent, and one electric class bore a strong resemblance to our own class 83s!
On a visit to the Baltic States, Chris chanced his arm to get photographs not far from the Russian naval base at Kaliningrad and back in Germany (Hanover) we saw the amazing Marienburg Castle. In Poland, trams were seen in Gdansk before we saw the exterior of the former concentration camp at Auschwitz.
An amazing evening sadly had to end, but we are very grateful to Paul, Chris King & Chris Mitchell for such an excellent presentation, and to Andy Wright for operating the projector.
The evening’s presentation had been preceded by some preliminary meetings of the co-presenters, and such was the ground covered that we ended shortly after 2200.
After crossing from Harwich on the overnight ferry at the end of September, for a 12 day “bash”, the first call was Wernigerode, S.E. of Hanover – for photography and travelling on the line leading up to The Brocken. All the metre-gauge trains were steam-hauled and we were treated to some excellent views. The Brocken/Harz had been in the former East Germany, and the old Soviet listening-posts could still be seen. The line is home to some 17 2-10-2s (99 7231-47) with the bonus of street running through Wernigerode. Chris Mitchell paid a return visit in early December when there was a wind chill of -12° at least so Chris didn’t spend much time on the open veranda!
There followed a drive to Poland, whose present standard gauge network is just under 20,000 km, followed by a hectic programme of early starts leading to train travel, train-chasing, a steam excursion and a railtour with some driving and firing experience as well! Their motive power was OL45-69, a 2-6-2 tender loco equal to a “Black Five”. Plenty of steam age infrastructure remained at their Wolsztyn base, which has extant routes to Zbaszynek, Leszno and Poznan. We also saw many stored locomotives in poor condition – it wasn’t clear why they had been kept. It is hoped that a steam service is reinstated between Wolsztyn and Poznan later this year. Paul endeavoured to explain the Polish steam classification system, but it seemed a somewhat difficult subject.
The second part of the evening was devoted to images Paul and Chris King had taken on previous visits, mainly to Wolsztyn and the Harz, and we were treated to views of Nordhausen’s trams which worked in bi-mode. On the earlier trips steam was still in active service in Poland and footplate rides seemed easily available – in return for cash! First generation diesels and electrics were prominent, and one electric class bore a strong resemblance to our own class 83s!
On a visit to the Baltic States, Chris chanced his arm to get photographs not far from the Russian naval base at Kaliningrad and back in Germany (Hanover) we saw the amazing Marienburg Castle. In Poland, trams were seen in Gdansk before we saw the exterior of the former concentration camp at Auschwitz.
An amazing evening sadly had to end, but we are very grateful to Paul, Chris King & Chris Mitchell for such an excellent presentation, and to Andy Wright for operating the projector.
Chairman’s Address – “Great Railway Journeys” (Brian Cornwell - 7th January 2016)
Before the Chairman’s presentation began, two important matters had to be dealt with. First, Ken Mills was elected as our President. Secondly, Jon Moore of Spratt’s Coaches spoke briefly about the Scottish trip, a revised itinerary for which will be found on page 8.
Brian’s presentation was simply entitled “Great Railway Journeys” and he briefly explored what made a journey great. His early years were spent seeing 4-SUB units at Haydons Road on the Wimbledon – Tooting Junc line & his grounding was completed when he ran his school’s railway society with Barry Edwards (who spoke to us about the Isle of Man railways a few years back). After a few years with B.R. (S.W. Division) he joined H.M.R.I. before becoming a civil servant until 2/3 years ago.
He wound his presentation around two of Michael Portillo’s “Great Railway Journeys”, although enough of Mr P for now as we zip across to Catania on Sicily. Julie, Brian’s wife, has a Sicilian friend and that was the start of their rail journey to Zurich via Naples, Rome, Milan and the Gotthard Pass through the Alps. They found the island somewhat unprepossessing, and apparently the Mafia were still active in the large cities!
The first part of their journey was to Naples, hauled by a Trenitalia class 655 Bo-Bo-Bo electric loco but, best of all, it involved a train ferry from Messina to Villa San Giovanni on the mainland. A 15 min. stop before Naples almost killed their onward connection to Rome, but they then had a ride in a Frecciarosso TGV. Their brief stay in Rome took in the tourist attractions, and Brian spoke highly of the Rome Metro.
The next leg of their journey was to Milan on another Frecciarosso, but onward to Zurich was thwarted by a cancellation! Thanks to very smart work by customer services they were on another service (with a change at Bellinzona) but enjoyed the mountain and lake scenery and the amazing civil engineering en route to Zurich. Yes, a truly great journey, whatever your standpoint, and well illustrated.
Brian’s other great railway journey was closer to home, but one familiar to the audience. It could only be the Settle & Carlisle line which runs for some 70 miles between Settle & Carlisle and, in so doing, crosses some of the country’s most inhospitable terrain. Death and disease were rife amongst the “navvies”, but the line gave the Midland Railway an independent route to and from Scotland. Whether it was “needed” is another matter. But times changed and in the 1980s parts of the line’s infrastructure were in a shocking state. The economics pointed towards closure, but B.R’s application to close it was finally refused in 1989 when our old friend, Mr P, was Minister of State for Transport. The programme (which many will have seen on T.V.) charted the battle against closure and we saw something of the unsung heroes (including a civil engineer) who slowly turned the tide. Wonderfully nostalgic stuff! Coincidentally, the estimable Bill Bryson turns his attention to the route in “The Road to Little Dribbling” which some of you may enjoy.
To fill the time remaining, Brian wanted to show the Windermere branch, but the DVD and computer would have none of it, and wanted us to visit southern Scotland instead. In the end we yielded and saw some interesting old film.
Many thanks to Andy Wright for operating the projector, and to Brian for defying the effects of “man ‘flu” and giving us an entertaining evening. (EM)
Before the Chairman’s presentation began, two important matters had to be dealt with. First, Ken Mills was elected as our President. Secondly, Jon Moore of Spratt’s Coaches spoke briefly about the Scottish trip, a revised itinerary for which will be found on page 8.
Brian’s presentation was simply entitled “Great Railway Journeys” and he briefly explored what made a journey great. His early years were spent seeing 4-SUB units at Haydons Road on the Wimbledon – Tooting Junc line & his grounding was completed when he ran his school’s railway society with Barry Edwards (who spoke to us about the Isle of Man railways a few years back). After a few years with B.R. (S.W. Division) he joined H.M.R.I. before becoming a civil servant until 2/3 years ago.
He wound his presentation around two of Michael Portillo’s “Great Railway Journeys”, although enough of Mr P for now as we zip across to Catania on Sicily. Julie, Brian’s wife, has a Sicilian friend and that was the start of their rail journey to Zurich via Naples, Rome, Milan and the Gotthard Pass through the Alps. They found the island somewhat unprepossessing, and apparently the Mafia were still active in the large cities!
The first part of their journey was to Naples, hauled by a Trenitalia class 655 Bo-Bo-Bo electric loco but, best of all, it involved a train ferry from Messina to Villa San Giovanni on the mainland. A 15 min. stop before Naples almost killed their onward connection to Rome, but they then had a ride in a Frecciarosso TGV. Their brief stay in Rome took in the tourist attractions, and Brian spoke highly of the Rome Metro.
The next leg of their journey was to Milan on another Frecciarosso, but onward to Zurich was thwarted by a cancellation! Thanks to very smart work by customer services they were on another service (with a change at Bellinzona) but enjoyed the mountain and lake scenery and the amazing civil engineering en route to Zurich. Yes, a truly great journey, whatever your standpoint, and well illustrated.
Brian’s other great railway journey was closer to home, but one familiar to the audience. It could only be the Settle & Carlisle line which runs for some 70 miles between Settle & Carlisle and, in so doing, crosses some of the country’s most inhospitable terrain. Death and disease were rife amongst the “navvies”, but the line gave the Midland Railway an independent route to and from Scotland. Whether it was “needed” is another matter. But times changed and in the 1980s parts of the line’s infrastructure were in a shocking state. The economics pointed towards closure, but B.R’s application to close it was finally refused in 1989 when our old friend, Mr P, was Minister of State for Transport. The programme (which many will have seen on T.V.) charted the battle against closure and we saw something of the unsung heroes (including a civil engineer) who slowly turned the tide. Wonderfully nostalgic stuff! Coincidentally, the estimable Bill Bryson turns his attention to the route in “The Road to Little Dribbling” which some of you may enjoy.
To fill the time remaining, Brian wanted to show the Windermere branch, but the DVD and computer would have none of it, and wanted us to visit southern Scotland instead. In the end we yielded and saw some interesting old film.
Many thanks to Andy Wright for operating the projector, and to Brian for defying the effects of “man ‘flu” and giving us an entertaining evening. (EM)
Members’ Evening (17th December)
It was pleasing that a good number of members came forward with contributions.
Chris Mitchell opened proceedings with a trailer for “The Wolsztyn Experience” (the title of his presentation (with Chris King) on 21st January). Lack of financial support meant that 2015 was the first year since 1997 that steam-hauled services had not run between Poznan and Wolsztyn but prospects for 2016 are brighter thanks to support from PKP. He followed with some images in the Harz Mountains.
Peter Cooke had obtained some immediately post-war newspaper cuttings which showed that 400 people in 40 different grades used to work at Thorpe station (excluding footplatemen). The bulk of the parcels traffic was locally-made footwear. He had also dipped into Richard Joby’s Forgotten Railways of East Anglia to remind us just how many level-crossings (and crossing-keepers) there used to be.
When Graham Kenworthy shows us some of his ticket collection it is always interesting. He had a selection of G.E. tickets issued away from stations e.g Ludgate Circus office. Norwich had an office in St Giles, which later moved close to the present Lamb Inn. We then saw some Fishworkers’ tickets, the longest-distance being Lowestoft or Yarmouth to Stornorway (rail only to Mallaig). These were issued when the workers who followed the herring catches returned home.
Peter Willis showed some footage of B1 1264 at Caistor St Edmund last February and of 6233 Duchess of Sutherland at Wymondham when it visited in December.
Yours truly kept the audience entertained with readings from Leaves on the Line, a collection of letters to the Daily Telegraph on a railway theme.
Ray Halliday has a fondness for 92203 Black Prince which is now in NNR ownership after 47 years in the care of David Sheppard. He asked a trick question – the connection between the flowerpot he brought along & the locomotive. The answer was a class 9F. Join the club if you knew nothing about flowerpot sizes!
Chris King read a short and sad poem by Paul Benney – Late – about a child witnessing the Harrow & Wealdstone accident.
Robert Scarfe opened with shots of 34066 Spitfire when it visited the NNR, and followed with footage the resident Black 5 at Weybourne (along with the Hymek). He had also covered the NNR’s Autumn Steam Gala when the Y14, Wissingtion and the Vintage Train were prominent. We also saw something of our visit to Parklands in July and to the Gauge 1 layout at Hepworth in August.
Andy Wright (with the benefit of a lineside pass) intermixed black and white and colour images taken at the NNR’s Members’ Day on 3rd October – Wissington seemed to be everywhere with 76084 not far behind.
Malcolm Wright recalled the days of the B.T. Film Unit with “Diesel Train Driver” which started in East Anglia, got into the Lake District (I think) before finding its way back to Ipswich. Sadly, a couple of insufferable children distracted one’s attention from the railway interest.
Mike Handscomb closed proceedings by reading extracts from Catchpole’s Lynton & Barnstaple Railway, published a couple of years after the line’s closure. There seems to have been a well-informed “mystery caller” who doubted the S.R’s ability to close the line, which he thought contravened the Lynton & Barnstaple Act of 1895 – Woody Bay was to be kept open in perpetuity for passengers and goods. The Council was unsure about mounting a legal challenge costing some £500 and polled its ratepayers. By a narrow margin (94 to 78) they decided not to risk the money, and the rest is history!
Many thanks to all who contributed, to Andy Wright for operating the projector and to Graham & Joy Kenworthy for the seasonal refreshments.
It was pleasing that a good number of members came forward with contributions.
Chris Mitchell opened proceedings with a trailer for “The Wolsztyn Experience” (the title of his presentation (with Chris King) on 21st January). Lack of financial support meant that 2015 was the first year since 1997 that steam-hauled services had not run between Poznan and Wolsztyn but prospects for 2016 are brighter thanks to support from PKP. He followed with some images in the Harz Mountains.
Peter Cooke had obtained some immediately post-war newspaper cuttings which showed that 400 people in 40 different grades used to work at Thorpe station (excluding footplatemen). The bulk of the parcels traffic was locally-made footwear. He had also dipped into Richard Joby’s Forgotten Railways of East Anglia to remind us just how many level-crossings (and crossing-keepers) there used to be.
When Graham Kenworthy shows us some of his ticket collection it is always interesting. He had a selection of G.E. tickets issued away from stations e.g Ludgate Circus office. Norwich had an office in St Giles, which later moved close to the present Lamb Inn. We then saw some Fishworkers’ tickets, the longest-distance being Lowestoft or Yarmouth to Stornorway (rail only to Mallaig). These were issued when the workers who followed the herring catches returned home.
Peter Willis showed some footage of B1 1264 at Caistor St Edmund last February and of 6233 Duchess of Sutherland at Wymondham when it visited in December.
Yours truly kept the audience entertained with readings from Leaves on the Line, a collection of letters to the Daily Telegraph on a railway theme.
Ray Halliday has a fondness for 92203 Black Prince which is now in NNR ownership after 47 years in the care of David Sheppard. He asked a trick question – the connection between the flowerpot he brought along & the locomotive. The answer was a class 9F. Join the club if you knew nothing about flowerpot sizes!
Chris King read a short and sad poem by Paul Benney – Late – about a child witnessing the Harrow & Wealdstone accident.
Robert Scarfe opened with shots of 34066 Spitfire when it visited the NNR, and followed with footage the resident Black 5 at Weybourne (along with the Hymek). He had also covered the NNR’s Autumn Steam Gala when the Y14, Wissingtion and the Vintage Train were prominent. We also saw something of our visit to Parklands in July and to the Gauge 1 layout at Hepworth in August.
Andy Wright (with the benefit of a lineside pass) intermixed black and white and colour images taken at the NNR’s Members’ Day on 3rd October – Wissington seemed to be everywhere with 76084 not far behind.
Malcolm Wright recalled the days of the B.T. Film Unit with “Diesel Train Driver” which started in East Anglia, got into the Lake District (I think) before finding its way back to Ipswich. Sadly, a couple of insufferable children distracted one’s attention from the railway interest.
Mike Handscomb closed proceedings by reading extracts from Catchpole’s Lynton & Barnstaple Railway, published a couple of years after the line’s closure. There seems to have been a well-informed “mystery caller” who doubted the S.R’s ability to close the line, which he thought contravened the Lynton & Barnstaple Act of 1895 – Woody Bay was to be kept open in perpetuity for passengers and goods. The Council was unsure about mounting a legal challenge costing some £500 and polled its ratepayers. By a narrow margin (94 to 78) they decided not to risk the money, and the rest is history!
Many thanks to all who contributed, to Andy Wright for operating the projector and to Graham & Joy Kenworthy for the seasonal refreshments.
60th Anniversary Meeting - December 3 2015
1955 to 2015 – how to mark this important milestone? Your committee decided that the venue should be somewhere a little more stylish than our regular home, the Ipswich Road URC Hall. As a result 40 or so members and guests made their way out west to Park Farm Hotel at Hethersett, where we had booked the Keswick and Melton suites for the evening.
Once we had picked our way through the dark and damp grounds of Park Farm and located the suites, waiting for us was not only the latest copy of the NRS Newsletter, but also a commemorative ‘NRS 60 Years’ enamel lapel badge (members who were not there should by now have received theirs).
A number of guests had been invited to this landmark meeting and so chairman Brian Cornwell asked everyone in the audience to introduce themselves briefly. Some partners, lost for an adequate description, felt ‘hangers-on’ was the most appropriate designation.
As our guest speaker – of whom more anon – would be talking about the Norwich in 90 project, the meeting began with a complementary address from Peter Adds. Peter’s subject was Norwich in 90: Fact or Fiction; he hastened to add that this was a personal view.
Peter began by detailing the changes which had taken place on the GEML in the 60 years of the NRS’s existence. In 1955 main line expresses were exclusively steam-hauled and journeys between Liverpool Street and Norwich took two hours, including stops at Colchester and Ipswich.
In 1958 English Electric Type 4s (later ‘Class 40s’) arrived, and steam finally bowed out in late 1961. 1967 saw the introduction of Class 47s on the route, and during the next decade rolling stock was replaced with air-conditioned Mark 2s. As electrification approached Norwich, diesel-hauled expresses were completing their journey in 1hr 55 mins. Once the wires had reached Norwich in 1987, trains were powered by Class 86s, and later the Class 90s that we see today.
Over the same period jointed track had been replaced by continuous welded rail, and manual level crossings replaced by AHBs (where speed has to be restricted to 100 mph). Re-signalling had taken place, but in the sixty years there had been few improvements in line speed or capacity.
Peter then took us down the GEML from Norwich, describing the main features on the way. There is talk that Trowse swing bridge, the third one to occupy that site, could be replaced by a double-track version. Line speed becomes 90mph just before Harford, then 100mph just before Dunston. A potential slowing occurs at Haughley where there’s a single lead for trains to and from Bury.
A new station is planned at Beaulieu Park, north-east of Chelmsford, and Peter feels strongly that an extra track on the down side between there and Witham is required. There’s a 60 mph limit at Chelmsford, and further obstacles to fast running come in the shape of junctions. Beyond Shenfield line occupancy is high; not just an intensive pattern of passenger trains but also Freightliners which are restricted to 75 mph. OHL between Liverpool St and Shenfield is life-expired and needs replacing, but current plans will see this achieved within two years.
Today’s fastest trains travel at an average speed of 67 mph, but, said Peter, ’Norwich in 90’ requires a 10 mph increase. His conclusion was that ‘Norwich in 90’ is achievable, but only with a lot of work.
It was now time for the refreshment break – and what a change from our usual procedure. Attentive Park Farm staff were on hand to dispense tea, coffee and soft drinks. Best of all, no-one had to be dragooned into washing up afterwards. Perhaps we should have an anniversary meeting every year.
It was not until the break that we knew for certain that our guest speaker had arrived. Chloe Smith, Conservative MP for Norwich North, co-chairs the Norwich in 90 Task Force, and getting her to agree to address us was an undoubted coup for fixtures secretary Edward Mann. But, given the pressures of parliamentary business and the uncertainty of the GEML, it was only when she she came through the door that Edward could breathe a sigh of relief.
Chloe’s interests include skills, employment and youth engagement, none of which is helped by a sub-standard local transport system; she provided some telling examples of how rail let down East Anglians to such an extent that employers would look askance at a job applicant who planned to commute on the GEML.
She had been invited to address us because she co-chairs, with Mark Pendlington of Anglian Water, the Norwich in 90 Taskforce. This was set up in November 2013 by the Chancellor of the Exchequer, George Osborne, with the aim of making the economic case for increased investment in the Norwich-Ipswich-Colchester-London rail service. The Taskforce, membership of which includes senior officials from DfT and Network Rail as well as other industry experts, meets every two months and has identified three significant areas of work as potential contributors to reducing journey times:
Infrastructure (including line speed, quality of track, level crossings)
Timetable (options for service patterns including impact of freight services)
Rolling stock (options for improving/replacing current stock)
In 2014 the Taskforce reported that with new carriages and an investment of £476m, Norwich in 90 would be achievable. The award in June 2016 of the next nine-year East Anglia franchise (it would begin in October 2016) provided an ideal opportunity to make progress.
The Invitation to Tender specifies that the successful operator will have to introduce at least two 90-minute services in each direction between Norwich and London each weekday, and at least one under-60-minute service in each direction between Ipswich and London. This demand, Chloe stressed, was just an interim stage and did not represent the full Norwich in 90. The new franchisee will need to provide better rolling stock, with wi-fi and controlled emission toilets, as well as tackle crowding levels. The government expects ‘new’ trains, but has not specified this because it wants bidders to 'price their options competitively'. Station improvements are also an essential part of the bid, with bidders expected to 'invest heavily'.
Despite general curbs on spending, our speaker thought that there was still widespread support for Norwich in 90. The Chancellor’s recent Autumn statement indicated a willingness to invest in transport, while Transport Secretary Patrick McLoughlin has said that prospective bidders for the next franchise would need to show how they will ‘build a better rail network for East Anglia and make Norwich in 90 a reality.’ The Taskforce had met Network Rail’s new chairman, Sir Peter Hendy, to press its case, and had been reassured that proposed GEML improvements were still on course for completion in Control Period 6 (CP6), which covers work in 2019-2024.
Questions to the speaker covered the competence of Network Rail, the drawbacks of a fragmented railway and the lack of sufficient dmus on local services.
Thanks are due to Edward for arranging the speakers and the venue, to Brian for chairing proceedings and to Dave Pearce for standing by as ‘first reserve’ in case Chloe Smith did not materialise. (Mike Handscomb)
1955 to 2015 – how to mark this important milestone? Your committee decided that the venue should be somewhere a little more stylish than our regular home, the Ipswich Road URC Hall. As a result 40 or so members and guests made their way out west to Park Farm Hotel at Hethersett, where we had booked the Keswick and Melton suites for the evening.
Once we had picked our way through the dark and damp grounds of Park Farm and located the suites, waiting for us was not only the latest copy of the NRS Newsletter, but also a commemorative ‘NRS 60 Years’ enamel lapel badge (members who were not there should by now have received theirs).
A number of guests had been invited to this landmark meeting and so chairman Brian Cornwell asked everyone in the audience to introduce themselves briefly. Some partners, lost for an adequate description, felt ‘hangers-on’ was the most appropriate designation.
As our guest speaker – of whom more anon – would be talking about the Norwich in 90 project, the meeting began with a complementary address from Peter Adds. Peter’s subject was Norwich in 90: Fact or Fiction; he hastened to add that this was a personal view.
Peter began by detailing the changes which had taken place on the GEML in the 60 years of the NRS’s existence. In 1955 main line expresses were exclusively steam-hauled and journeys between Liverpool Street and Norwich took two hours, including stops at Colchester and Ipswich.
In 1958 English Electric Type 4s (later ‘Class 40s’) arrived, and steam finally bowed out in late 1961. 1967 saw the introduction of Class 47s on the route, and during the next decade rolling stock was replaced with air-conditioned Mark 2s. As electrification approached Norwich, diesel-hauled expresses were completing their journey in 1hr 55 mins. Once the wires had reached Norwich in 1987, trains were powered by Class 86s, and later the Class 90s that we see today.
Over the same period jointed track had been replaced by continuous welded rail, and manual level crossings replaced by AHBs (where speed has to be restricted to 100 mph). Re-signalling had taken place, but in the sixty years there had been few improvements in line speed or capacity.
Peter then took us down the GEML from Norwich, describing the main features on the way. There is talk that Trowse swing bridge, the third one to occupy that site, could be replaced by a double-track version. Line speed becomes 90mph just before Harford, then 100mph just before Dunston. A potential slowing occurs at Haughley where there’s a single lead for trains to and from Bury.
A new station is planned at Beaulieu Park, north-east of Chelmsford, and Peter feels strongly that an extra track on the down side between there and Witham is required. There’s a 60 mph limit at Chelmsford, and further obstacles to fast running come in the shape of junctions. Beyond Shenfield line occupancy is high; not just an intensive pattern of passenger trains but also Freightliners which are restricted to 75 mph. OHL between Liverpool St and Shenfield is life-expired and needs replacing, but current plans will see this achieved within two years.
Today’s fastest trains travel at an average speed of 67 mph, but, said Peter, ’Norwich in 90’ requires a 10 mph increase. His conclusion was that ‘Norwich in 90’ is achievable, but only with a lot of work.
It was now time for the refreshment break – and what a change from our usual procedure. Attentive Park Farm staff were on hand to dispense tea, coffee and soft drinks. Best of all, no-one had to be dragooned into washing up afterwards. Perhaps we should have an anniversary meeting every year.
It was not until the break that we knew for certain that our guest speaker had arrived. Chloe Smith, Conservative MP for Norwich North, co-chairs the Norwich in 90 Task Force, and getting her to agree to address us was an undoubted coup for fixtures secretary Edward Mann. But, given the pressures of parliamentary business and the uncertainty of the GEML, it was only when she she came through the door that Edward could breathe a sigh of relief.
Chloe’s interests include skills, employment and youth engagement, none of which is helped by a sub-standard local transport system; she provided some telling examples of how rail let down East Anglians to such an extent that employers would look askance at a job applicant who planned to commute on the GEML.
She had been invited to address us because she co-chairs, with Mark Pendlington of Anglian Water, the Norwich in 90 Taskforce. This was set up in November 2013 by the Chancellor of the Exchequer, George Osborne, with the aim of making the economic case for increased investment in the Norwich-Ipswich-Colchester-London rail service. The Taskforce, membership of which includes senior officials from DfT and Network Rail as well as other industry experts, meets every two months and has identified three significant areas of work as potential contributors to reducing journey times:
Infrastructure (including line speed, quality of track, level crossings)
Timetable (options for service patterns including impact of freight services)
Rolling stock (options for improving/replacing current stock)
In 2014 the Taskforce reported that with new carriages and an investment of £476m, Norwich in 90 would be achievable. The award in June 2016 of the next nine-year East Anglia franchise (it would begin in October 2016) provided an ideal opportunity to make progress.
The Invitation to Tender specifies that the successful operator will have to introduce at least two 90-minute services in each direction between Norwich and London each weekday, and at least one under-60-minute service in each direction between Ipswich and London. This demand, Chloe stressed, was just an interim stage and did not represent the full Norwich in 90. The new franchisee will need to provide better rolling stock, with wi-fi and controlled emission toilets, as well as tackle crowding levels. The government expects ‘new’ trains, but has not specified this because it wants bidders to 'price their options competitively'. Station improvements are also an essential part of the bid, with bidders expected to 'invest heavily'.
Despite general curbs on spending, our speaker thought that there was still widespread support for Norwich in 90. The Chancellor’s recent Autumn statement indicated a willingness to invest in transport, while Transport Secretary Patrick McLoughlin has said that prospective bidders for the next franchise would need to show how they will ‘build a better rail network for East Anglia and make Norwich in 90 a reality.’ The Taskforce had met Network Rail’s new chairman, Sir Peter Hendy, to press its case, and had been reassured that proposed GEML improvements were still on course for completion in Control Period 6 (CP6), which covers work in 2019-2024.
Questions to the speaker covered the competence of Network Rail, the drawbacks of a fragmented railway and the lack of sufficient dmus on local services.
Thanks are due to Edward for arranging the speakers and the venue, to Brian for chairing proceedings and to Dave Pearce for standing by as ‘first reserve’ in case Chloe Smith did not materialise. (Mike Handscomb)
“The Lynton & Barnstaple Railway” (Charles Summers – 19th November)
The Lynton & Barnstaple Railway is a long way away, but we were fortunate that one of the Railway Trust’s Directors - Charles Summers – has family connections at Hopton-on-Sea.
The original line was some 20 miles long and came about largely due to the efforts of Lynton businessmen, notably wealthy publisher Sir George Newnes. It opened on 11th May 1898 and was closed by the Southern Railway from 30th September 1935. Its gauge was 1’11½”.
The line started from an island platform at Barnstaple (Town) – the other side of the platform was used by the L.S.W.R’s Barnstaple Junc – Ilfracombe services. Lynton is the only substantial town between Ilfracombe and Minehead, and North Devon remains relatively unpopulated – the loss of L & B services cast a long shadow over the development of Lynton. To operate the services, tank engines Exe, Lyn, Taw and Yeo were acquired with a fifth – Lew – coming later. The company had a couple of notable “firsts” – a connecting bus service to/from Ilfracombe and the use of roller bearings on its carriages. The bus operation was unsuccessful, and the vehicles were sold to the G.W.R. for its pioneering Helston – Lizard service. Roller bearings were a victim of technology getting ahead of contemporary metallurgy. Arguably, the position of Lynton station (300’ above the town) contributed to the line’s downfall once a Barnstaple – Lynton (centre) bus service began in the early 1920s.
Preservation was first mooted in the 1970s but the preservationists were not encouraged at the Barnstaple end, either by the Council’s attitude or by the locals who effectively scuppered a planning application. Co-incidental with the latest setback came news that the old Woody Bay station was up for sale, a stroke of good luck! This was eventually bought, regardless, for £70,000 in 1995, and at last a start could be made. Progress was slow, and depended on land deals being done to extend the railway from its base. Gradually land deals were done, and materials acquired, and the position now is that the line runs from Woody Bay to Killington Lane. There is a significant engineering base at Great Yeldham in Essex, but a replacement 2-6-2T steam locomotive Lyd was built at the F.R’s Boston Lodge Works. Another locomotive - Axe - was an ex-quarry locomotive, now returned to running order.
The Company are making great strides, and they are close to submitting an outline planning application for an extension to Wistlandpound Reservoir. The application to Exmoor Park Authority will be supported by 3” (!) of documents. Once they get planning, they can apply for their Transport & Works Order.
The story of the L & B had been brought to us via a series of slides and a very informative DVD, aided by an expert commentary from someone “who had been there, done that”. Charles’s presentation was warmly applauded and we look forward to seeing him again at our Annual Show. (EM)
The Lynton & Barnstaple Railway is a long way away, but we were fortunate that one of the Railway Trust’s Directors - Charles Summers – has family connections at Hopton-on-Sea.
The original line was some 20 miles long and came about largely due to the efforts of Lynton businessmen, notably wealthy publisher Sir George Newnes. It opened on 11th May 1898 and was closed by the Southern Railway from 30th September 1935. Its gauge was 1’11½”.
The line started from an island platform at Barnstaple (Town) – the other side of the platform was used by the L.S.W.R’s Barnstaple Junc – Ilfracombe services. Lynton is the only substantial town between Ilfracombe and Minehead, and North Devon remains relatively unpopulated – the loss of L & B services cast a long shadow over the development of Lynton. To operate the services, tank engines Exe, Lyn, Taw and Yeo were acquired with a fifth – Lew – coming later. The company had a couple of notable “firsts” – a connecting bus service to/from Ilfracombe and the use of roller bearings on its carriages. The bus operation was unsuccessful, and the vehicles were sold to the G.W.R. for its pioneering Helston – Lizard service. Roller bearings were a victim of technology getting ahead of contemporary metallurgy. Arguably, the position of Lynton station (300’ above the town) contributed to the line’s downfall once a Barnstaple – Lynton (centre) bus service began in the early 1920s.
Preservation was first mooted in the 1970s but the preservationists were not encouraged at the Barnstaple end, either by the Council’s attitude or by the locals who effectively scuppered a planning application. Co-incidental with the latest setback came news that the old Woody Bay station was up for sale, a stroke of good luck! This was eventually bought, regardless, for £70,000 in 1995, and at last a start could be made. Progress was slow, and depended on land deals being done to extend the railway from its base. Gradually land deals were done, and materials acquired, and the position now is that the line runs from Woody Bay to Killington Lane. There is a significant engineering base at Great Yeldham in Essex, but a replacement 2-6-2T steam locomotive Lyd was built at the F.R’s Boston Lodge Works. Another locomotive - Axe - was an ex-quarry locomotive, now returned to running order.
The Company are making great strides, and they are close to submitting an outline planning application for an extension to Wistlandpound Reservoir. The application to Exmoor Park Authority will be supported by 3” (!) of documents. Once they get planning, they can apply for their Transport & Works Order.
The story of the L & B had been brought to us via a series of slides and a very informative DVD, aided by an expert commentary from someone “who had been there, done that”. Charles’s presentation was warmly applauded and we look forward to seeing him again at our Annual Show. (EM)
Various 16mm British Transport Films - Robert Scarfe - 5th November 2015
It all began early this year when some rusting canisters of 16mm film were found in a storeroom at Norwich station. Although they were labelled, 16mm projectors are a rapidly-vanishing technology – indeed 16mm films would not have been shown to the Society after the 1970s. A Bell & Howell projector needed to be found, and Robert’s bid for one on eBay was initially unsuccessful. Although outbid, it transpired the winner lived too far away to collect it and so Robert “did a deal” with the seller. He had read that the worm gear often needed replacing and, having been a T.V. and audio service engineer for many years, not only replaced this but posted a video on YouTube which has now had some 1200 hits!
The first two films (or fillums as they say in these parts) were entitled The Way Ahead and seemed to date from around 1964. The first had an introduction by Dr Richard Beeching and covered contemporary “cutting edge” rail developments – block oil trains, Liner trains (as they were originally known), a new ship for the Holyhead – Dún Laoghaire service, among other noteworthy developments of the period. We also saw something of the B.T.H. wine cellars which used to be at Liverpool St, Paddington and Derby, and one couldn’t help but wonder what became of some very valuable vintages when privatisation asserted itself.
The second film had an introduction by Sidney Greene, General Secretary of the National Union of Railwaymen, and we learned that 6 coal-fired power stations were under construction - we saw something of West Burton – greenhouse gases would produce blank looks then. We also saw the dedicated service of car parts between Dagenham and Halewood, run to a very tight schedule, the ergonomically-designed seating for Mark 2 (!) coaches, prefabricated buildings from Lenwade and learned about the comparative cots of road and rail transport (surprise, surprise, rail won over longer distances) and early computerisation to improve wagon utilisation. Unfortunately, the film closed with the dreadful Joe Brown singing in Clapham Museum (he got into several B.T. films back then).
After the break we saw two films about worker safety, which may have dated from the very early 1960s. Safety near overhead electric lines was concentrated on in the first, whilst the second ranged more widely. Hard hats and “high-vis” jackets were completely absent, and track work was largely in the hands of men using shovels and wearing donkey jackets. Sandwiched between these was “Diesel Train Driver”, shot in Lincolnshire and which took us back to the introduction of “first generation” DMUs on rural routes.
A large audience enjoyed these films – which Robert had to thread at the start and rewind at the end of each reel. Real nostalgic stuff, and thanks to Robert for all the effort he had made to show these films to us.
It all began early this year when some rusting canisters of 16mm film were found in a storeroom at Norwich station. Although they were labelled, 16mm projectors are a rapidly-vanishing technology – indeed 16mm films would not have been shown to the Society after the 1970s. A Bell & Howell projector needed to be found, and Robert’s bid for one on eBay was initially unsuccessful. Although outbid, it transpired the winner lived too far away to collect it and so Robert “did a deal” with the seller. He had read that the worm gear often needed replacing and, having been a T.V. and audio service engineer for many years, not only replaced this but posted a video on YouTube which has now had some 1200 hits!
The first two films (or fillums as they say in these parts) were entitled The Way Ahead and seemed to date from around 1964. The first had an introduction by Dr Richard Beeching and covered contemporary “cutting edge” rail developments – block oil trains, Liner trains (as they were originally known), a new ship for the Holyhead – Dún Laoghaire service, among other noteworthy developments of the period. We also saw something of the B.T.H. wine cellars which used to be at Liverpool St, Paddington and Derby, and one couldn’t help but wonder what became of some very valuable vintages when privatisation asserted itself.
The second film had an introduction by Sidney Greene, General Secretary of the National Union of Railwaymen, and we learned that 6 coal-fired power stations were under construction - we saw something of West Burton – greenhouse gases would produce blank looks then. We also saw the dedicated service of car parts between Dagenham and Halewood, run to a very tight schedule, the ergonomically-designed seating for Mark 2 (!) coaches, prefabricated buildings from Lenwade and learned about the comparative cots of road and rail transport (surprise, surprise, rail won over longer distances) and early computerisation to improve wagon utilisation. Unfortunately, the film closed with the dreadful Joe Brown singing in Clapham Museum (he got into several B.T. films back then).
After the break we saw two films about worker safety, which may have dated from the very early 1960s. Safety near overhead electric lines was concentrated on in the first, whilst the second ranged more widely. Hard hats and “high-vis” jackets were completely absent, and track work was largely in the hands of men using shovels and wearing donkey jackets. Sandwiched between these was “Diesel Train Driver”, shot in Lincolnshire and which took us back to the introduction of “first generation” DMUs on rural routes.
A large audience enjoyed these films – which Robert had to thread at the start and rewind at the end of each reel. Real nostalgic stuff, and thanks to Robert for all the effort he had made to show these films to us.
“French Railway Development & the Current Scene” - Gerald Brown - 15th October 2015
We were pleased to have a return visit from French railways expert Gerald Brown who began his presentation with an image of Rouen Rive Droite which won first prize in an S.N.C.F. Society competition.
French railways began in 1827 with a line from St Etienne to Lyon. State planning meant that there was little duplication of routes (unlike the U.K.) but towards the end of the 19th century government guarantees resulted in the proliferation of many narrow-gauge lines often with little or no economic future. France did not have great coal reserves – its annual production of 58 million tons was a long way short of the U.K. figure. It was surprising to learn that the railways faced serious competition from canals, and that Strasbourg (near the German border) was a significant port.
The French lost a lot of their coal mining areas following the German war of 1870, a quirk of this war being that in the Alsace-Lorraine region right-hand running became normal whereas most of the country is left-hand. A few German-style signals also survive.
The many narrow-gauge lines were seriously pruned just before WW2 but often lines were mothballed rather than being removed. Route mileage came down from some 40,000 miles to 15,000.
These days, lines are powered by a mix of 1,500V dc., 25,000kV ac and diesel, the last diesel-operated main line running from Paris to Belfort. Regions have responsibility for their rail services, and lines running from one region to another are somewhat poor relations.
The Regiolis units are very popular with the operators, running as 3, 4 or 6-car formations, either electric only or bi-mode (electric and diesel). The flood of Regiolis units (which have not been without their problems) will probably see off the country’s last hauled trains. It seems that the French are very keen on minor alterations to their standard units.
At Rouen there was the amazing sight of around 450 stored and withdrawn locomotives (double Barry’s number at its peak), though the storage area is heavily-patrolled by police with dogs which makes identification and photography somewhat limited! We also saw something of the Class 66s at work with private operator Euro Cargo.
Thanks to Gerald for a most interesting evening.
We were pleased to have a return visit from French railways expert Gerald Brown who began his presentation with an image of Rouen Rive Droite which won first prize in an S.N.C.F. Society competition.
French railways began in 1827 with a line from St Etienne to Lyon. State planning meant that there was little duplication of routes (unlike the U.K.) but towards the end of the 19th century government guarantees resulted in the proliferation of many narrow-gauge lines often with little or no economic future. France did not have great coal reserves – its annual production of 58 million tons was a long way short of the U.K. figure. It was surprising to learn that the railways faced serious competition from canals, and that Strasbourg (near the German border) was a significant port.
The French lost a lot of their coal mining areas following the German war of 1870, a quirk of this war being that in the Alsace-Lorraine region right-hand running became normal whereas most of the country is left-hand. A few German-style signals also survive.
The many narrow-gauge lines were seriously pruned just before WW2 but often lines were mothballed rather than being removed. Route mileage came down from some 40,000 miles to 15,000.
These days, lines are powered by a mix of 1,500V dc., 25,000kV ac and diesel, the last diesel-operated main line running from Paris to Belfort. Regions have responsibility for their rail services, and lines running from one region to another are somewhat poor relations.
The Regiolis units are very popular with the operators, running as 3, 4 or 6-car formations, either electric only or bi-mode (electric and diesel). The flood of Regiolis units (which have not been without their problems) will probably see off the country’s last hauled trains. It seems that the French are very keen on minor alterations to their standard units.
At Rouen there was the amazing sight of around 450 stored and withdrawn locomotives (double Barry’s number at its peak), though the storage area is heavily-patrolled by police with dogs which makes identification and photography somewhat limited! We also saw something of the Class 66s at work with private operator Euro Cargo.
Thanks to Gerald for a most interesting evening.
“The Great Northern Railway – Not Just Stirling Singles” – Part 1 - Allan Sibley – 1st October 2015
We were very pleased to have a return visit from Allan Sibley, Editor of the Great Northern Railway Society Journal, and his wife Marion.
The G.N.R. effectively extended from King’s Cross to Shaftholme Junc, north of Doncaster, where it made an end-on connection with the North Eastern Railway. It was also strong in Lincolnshire, Nottinghamshire and the West Riding, and there was an odd extension between Uttoxeter and Stafford, accessed thanks to running powers over the North Staffordshire Railway. We saw some views of the iconic Stirling “Singles”, in their latter days, but ⅔ of the G.N.R’s revenue came from the movement of coal, especially to London.
We learned that King’s Cross derived its name from a statue to King George IV which lasted a mere 10 years before being demolished. When opened, the station had single arrival and departure roads, but, of course, platforms have been added over the years – most recently a Platform 0! The station has been much improved now, but in the 1950s the area outside was a real mish-mash, and nicknamed the “African Village”. There was even room for a John Laing show house! We also saw something of the nooks and crannies of the old station of old King’s Cross – the laundry baskets on Platform 16 – the signalbox before the 1932 alterations – and the station clocks – a long-case clock somehow muscled underneath the poorly-lit main station clock. And of course we saw some 1950s style “Health & Safety”! Other rarities seen included the ticket inspection platform near Spalding. Allan believed that Boston Swing Bridge once had a signalbox on it, so the ability to row was a necessary skill for applicants. The rowing-boat moored to the bridge in recent times was for the benefit of the bridge operator as there was no sign of the box.
Suburban electrification in the 1970s saw much-needed modernisation – the suburban stations were overdue for improvement, and eyesores like the pedestrian access to Oakleigh Park, for instance, had to be seen to be believed.
Allan was thanked for his presentation and we hope he will be able to return to show us Part 2 in the not-too-distant future.
We were very pleased to have a return visit from Allan Sibley, Editor of the Great Northern Railway Society Journal, and his wife Marion.
The G.N.R. effectively extended from King’s Cross to Shaftholme Junc, north of Doncaster, where it made an end-on connection with the North Eastern Railway. It was also strong in Lincolnshire, Nottinghamshire and the West Riding, and there was an odd extension between Uttoxeter and Stafford, accessed thanks to running powers over the North Staffordshire Railway. We saw some views of the iconic Stirling “Singles”, in their latter days, but ⅔ of the G.N.R’s revenue came from the movement of coal, especially to London.
We learned that King’s Cross derived its name from a statue to King George IV which lasted a mere 10 years before being demolished. When opened, the station had single arrival and departure roads, but, of course, platforms have been added over the years – most recently a Platform 0! The station has been much improved now, but in the 1950s the area outside was a real mish-mash, and nicknamed the “African Village”. There was even room for a John Laing show house! We also saw something of the nooks and crannies of the old station of old King’s Cross – the laundry baskets on Platform 16 – the signalbox before the 1932 alterations – and the station clocks – a long-case clock somehow muscled underneath the poorly-lit main station clock. And of course we saw some 1950s style “Health & Safety”! Other rarities seen included the ticket inspection platform near Spalding. Allan believed that Boston Swing Bridge once had a signalbox on it, so the ability to row was a necessary skill for applicants. The rowing-boat moored to the bridge in recent times was for the benefit of the bridge operator as there was no sign of the box.
Suburban electrification in the 1970s saw much-needed modernisation – the suburban stations were overdue for improvement, and eyesores like the pedestrian access to Oakleigh Park, for instance, had to be seen to be believed.
Allan was thanked for his presentation and we hope he will be able to return to show us Part 2 in the not-too-distant future.
Members’ Summer Reports – 17th September 2015
This meeting was chaired by Past Chairman Peter Cooke as both our Chairman and Vice-Chairman were still enjoying late holidays. We were, however, pleased to see Peter Davies (ex-NNUH “Plant” after surgery) and Chris King in the audience.
Before the members’ reports began, however, Chris Mitchell spoke about a proposed trip to Scotland in 2016, draft details of which are attached to this Newsletter. .He also mentioned a couple of day trip possibilities – please see Out and About in 2016, and respond as you feel appropriate.
And so to the members’ summer reports, and David Pearce opened the show with a presentation entitled “…For All Seasons”, entirely shot on the NNR and which took us through the seasons with images dating back to 1977. Thanks to David for a presentation well up to his usual high standards.
John Hutchinson followed with a series of images from Alnwick where Barter Books have established a large second-hand bookshop in the old railway station. As well as showing views inside the emporium John showed the station in its LNER/BR days – it closed to passengers from 29th January 1968 although the other branch to Coldstream had closed from 22nd September 1930.The station was much larger than it need have been, but no doubt the NER did not wish to offend the sensibilities of the Duke of Northumberland who lived nearby (think 61622).
Graham Kenworthy’s presentation began with views of the RH&DR’s Canadian-outline 4-6-2 no. 9 Winston Churchill when it opened services on the BVR in 1990 right through to the BVR’s 25th anniversary. And there was the odd shot of it on home soil too! He then moved on to his recent Devon holiday where he enjoyed trips on the Dartmouth Steam Railway, and took us to Greenway House near Brixham – holiday home of the late Agatha Christie. For personal reasons he was interested in the collection of Stevengraphs – pictures woven from silk originally created by Thomas Stevens of Coventry. We also saw the Dartmouth – Kingswear chain ferry and the cliff railway at Babbacombe.
Last, but not least, Andy Wright had compiled a presentation entitled “A Leap, a Ranger & a Kangaroo”! To explain, Andy had been over to Dublin for a few days and sampled the city’s impressive mass transit systems, and Leap is Dublin’s smartcard ticket. There’s 2 systems - Luas (= speed) – the light rail/tram system and Dart – the Dublin Area Rapid Transit system – railcars. On the Luas he made a short trip on the Green line from St Stephen’s Green. There is also a Luas Red line but the two do not physically connect. On the Dart he went to Dun Laoghaire (south side) and Howth (north side). The Dart units with a single-piece windscreen look far more elegant than those with 2/3 window portions. Even today, pieces of the old railway live on – what was a disused Cowans Sheldon turntable doing? Dublin appeared compact, Victorian and not very high-rise.
Leap over, Andy turned to the Ranger – a Greater Manchester travel ticket covering trains, trams and buses and excellent value especially for the over 60s! Central Manchester is undergoing a lot of roadworks, largely tram-related, and he, like yours truly, found the free Metroshuttle buses a bit confusing. Manchester has some stunning architecture e.g. at Media City and the old Manchester Central station hasn’t changed much externally. We also saw something of the city’s trams, mainly on the Eccles route where the conventional height platforms are unusual in a light rail context.
And finally, we come to the Kangaroo – Nottingham Express Transit’s combined bus, train and tram ticket. Andy was more at home here, having attended Nottingham University in the late 1970s. The tram network (recently extended) connects the north of the City to the south and south-west. We saw something of the southern suburbs and the centre, and a fuller account of the NET was in NRS/NL 60/3 p.11 et seq.
This meeting was chaired by Past Chairman Peter Cooke as both our Chairman and Vice-Chairman were still enjoying late holidays. We were, however, pleased to see Peter Davies (ex-NNUH “Plant” after surgery) and Chris King in the audience.
Before the members’ reports began, however, Chris Mitchell spoke about a proposed trip to Scotland in 2016, draft details of which are attached to this Newsletter. .He also mentioned a couple of day trip possibilities – please see Out and About in 2016, and respond as you feel appropriate.
And so to the members’ summer reports, and David Pearce opened the show with a presentation entitled “…For All Seasons”, entirely shot on the NNR and which took us through the seasons with images dating back to 1977. Thanks to David for a presentation well up to his usual high standards.
John Hutchinson followed with a series of images from Alnwick where Barter Books have established a large second-hand bookshop in the old railway station. As well as showing views inside the emporium John showed the station in its LNER/BR days – it closed to passengers from 29th January 1968 although the other branch to Coldstream had closed from 22nd September 1930.The station was much larger than it need have been, but no doubt the NER did not wish to offend the sensibilities of the Duke of Northumberland who lived nearby (think 61622).
Graham Kenworthy’s presentation began with views of the RH&DR’s Canadian-outline 4-6-2 no. 9 Winston Churchill when it opened services on the BVR in 1990 right through to the BVR’s 25th anniversary. And there was the odd shot of it on home soil too! He then moved on to his recent Devon holiday where he enjoyed trips on the Dartmouth Steam Railway, and took us to Greenway House near Brixham – holiday home of the late Agatha Christie. For personal reasons he was interested in the collection of Stevengraphs – pictures woven from silk originally created by Thomas Stevens of Coventry. We also saw the Dartmouth – Kingswear chain ferry and the cliff railway at Babbacombe.
Last, but not least, Andy Wright had compiled a presentation entitled “A Leap, a Ranger & a Kangaroo”! To explain, Andy had been over to Dublin for a few days and sampled the city’s impressive mass transit systems, and Leap is Dublin’s smartcard ticket. There’s 2 systems - Luas (= speed) – the light rail/tram system and Dart – the Dublin Area Rapid Transit system – railcars. On the Luas he made a short trip on the Green line from St Stephen’s Green. There is also a Luas Red line but the two do not physically connect. On the Dart he went to Dun Laoghaire (south side) and Howth (north side). The Dart units with a single-piece windscreen look far more elegant than those with 2/3 window portions. Even today, pieces of the old railway live on – what was a disused Cowans Sheldon turntable doing? Dublin appeared compact, Victorian and not very high-rise.
Leap over, Andy turned to the Ranger – a Greater Manchester travel ticket covering trains, trams and buses and excellent value especially for the over 60s! Central Manchester is undergoing a lot of roadworks, largely tram-related, and he, like yours truly, found the free Metroshuttle buses a bit confusing. Manchester has some stunning architecture e.g. at Media City and the old Manchester Central station hasn’t changed much externally. We also saw something of the city’s trams, mainly on the Eccles route where the conventional height platforms are unusual in a light rail context.
And finally, we come to the Kangaroo – Nottingham Express Transit’s combined bus, train and tram ticket. Andy was more at home here, having attended Nottingham University in the late 1970s. The tram network (recently extended) connects the north of the City to the south and south-west. We saw something of the southern suburbs and the centre, and a fuller account of the NET was in NRS/NL 60/3 p.11 et seq.