Reviews Of Recent Meetings
20th November 2019
Fifty Years of Continental Steam with Ian Foot
I don’t intend to record every country that Ian visited, suffice it to say that it was a considerable number. Nor will I say much about where the photographs were taken as I didn’t know where the majority were, other than somewhere in the country that he was highlighting at the time and, even if I did know, it is highly likely that I couldn’t spell them. So this is very much a ‘broad brush’ review of a fascinating and entertaining session which homed in on where to find steam, large and small on wide, standard and various narrow gauges, often but not always in Europe, after British steam came to an end in 1968.
Ian started in Austria and, as predicted by Tony Wright with his October newsletter cover shot, among the images we saw was the same iron ore line with top and tail steam. In several of the countries visited we saw examples of Kriegsloks and, in Turkey, a Stanier loco of which one or two in recent years have been repatriated to the UK. WD Austerities were also in evidence and S160s from the U.S.A. Greece operated three gauges in the early 60s and it was interesting to see the Harz Mountains system with 100 per cent steam operation. It was -18C during Ian’s visit to Finland which included a trip close to the western Russian border. It had been difficult at the time getting photographs in Hungary but in Jordan and Syria the powers that be gladly put on run-pasts. In Italy the Crosti boilered singles made for an odd sight whilst, in Portugal, all locos were oil fired. There was plenty of narrow gauge steam around Porto and more narrow gauge in Poland and Romania. Romania also boasted their own versions of some Prussian and German locos. There were plenty of Garratts in South Africa and 5’6’’ gauge monsters on RENFE tracks in Spain. What a super collection of colourful and historic images.
Running over time (to the dismay of several including myself who had to catch a train home), not everyone could stay until the end of Ian’s presentation. The break halfway through was too long which was a shame as, up until the point that I had to leave, it had been a real treat to go back in time and enjoy the steam still available after its demise in the UK and not too far away in some cases.
6th November 2019
A bumper number of entries this year, 171 in all - 51 steam, 46 non-steam, 39 metros and light rail and 35 miscellaneous and infrastructure entries. As usual, the pictures in each category were shown twice and voting slips completed at the end of each section. Sandra Brace and I did the scoring whilst those present were treated to a selection of humorous submissions by Master of Ceremonies David Brace.. Despite the record number of entries for this year’s competition attendance was on the low side, unfortunately. There was plenty of colour and variety and even a technical hitch to add to the tension of the announcement of the winners. An enjoyable and entertaining evening all the same. Here are the results:
1st = Andy Fewster and Tony Wright
2nd David Hinxman
3rd = Alistair Swann and Richard Stumpf
1st Howard Ray
2nd Tony Wright
3rd David Hinxman
Metros and Light Rail
1st Andy Fewster
2nd = David Brace and David Hinxman
3rd Jeff Proudley
Miscellaneous and Infrastructure
1st Howard Ray
2nd= David and Sandra Brace
3rd= Alistair Swann and Wally Stamper
Overall Winner - Howard Ray with his winning photograph in the Miscellaneous and Infrastructure Category of the Border Bridge at Berwick-upon-Tweed, the cover photograph on this newsletter. Well done Howard and congratulations on taking the trophy for the first time.
23 October 2019
Tracks in the Mist with Colin Brading.
Colin discussed three rather eccentric tramways all of which have disappeared with little trace remaining of them although they all found their ways into the hearts of the communities they served. The tramways comprised the Swansea Mumbles Railway (SMR), the Wantage Tramway and the Weston Clevedon and Portishead Railway (WCPR).
The SMR was built to convey coal, iron ore and limestone from mines and quarries in the Mumbles area near Swansea. It was opened in 1806 and carried passengers from 1807. It is thus regarded as the first passenger carrying railway in the world. Steam replaced horses in 1877 when trials were undertaken with one of Henry Hughes patent tramway locomotives. An extension to Mumbles Head was completed in 1898 and the line was electrified to 650 volts DC in 1928. At that time a fleet of 11 double-decked cars was purchased for use on the line. Closure came in two stages with the final service operating in January 1960. One car (No2) was saved for preservation by Leeds University Railway Club and stored at the Middleton Railway. Sadly this car was subsequently destroyed by fire.
The Wantage Tramway lasted from 1875 to 1945. It was part urban tramway and part branch line. The railway linked Wantage with the GWR station at Wantage Road, a distance of 2 ½ miles. The residents of Wantage had resented the fact that Brunel had avoided their town when he had built his main line to Bristol and, under the leadership of Lord Wantage, it decided to build its own connection to the main network. Services started in 1875 with horse-drawn carriages and with a double-decked steam tramcar. This was regarded as the first ever use of steam traction on a passenger tramway. In 1880 a Menarski compressed-air locomotive was introduced. This was followed by the purchase of two steam locomotives. In the early 20th century the line prospered taking much of the freight-carrying from the Wilts & Berks Canal which also served Wantage. By the 1920s the GWR was running a competitive bus service and passenger carrying on the line was abandoned in favour of freight traffic. The line was badly damaged during WW2 by American Army vehicles which were based in the area prior to D-Day. Closure followed in 1945 but one of the Wantage locomotives (Jane) is preserved at the Didcot Railway Centre.
The WCPR was originally conceived to connect 3 Somerset coastal towns which had been by-passed by the GWR main line to the south west. The line extended for 14 miles with the first section from Weston to Cliveden opening in 1897. The extension to Portishead followed in 1907. Two ex-Furness locomotives (named Weston and Clevedon) were initially purchased for the line and these were followed by two LSWR Terriers. The line served Clevedon gas works. Col. Stevens, the well-known railway entrepreneur, later became involved with the line and introduced petrol driven rail cars but these were not able to reverse the fortunes of the line and it closed in 1940. Thereafter the GWR used the line for the storage of stock. Colin gave us a fascinating insight into three lines which all of us may have heard of but few of us knew much about their somewhat troubled existences.
9 October 2019
The Kent and East Sussex Railway with Doug Lindsay
Doug explained very fully the history of the Kent & East Sussex Railway. It operates along a significant remnant of the Rother Valley Railway which had been built in the early 20th Century and closed in 1961. It was reborn as the embryonic Kent & East Sussex Railway we know today in 1972 with rebuilding over the years since. Such has been their success that only a farmer opposed to the railway running across his land stands in the way of reconnecting tracks so as to return to Robertsbridge and the main line.
The railway first came to Robertsbridge in 1851 and, over the years, several unsuccessful attempts were made to bring the railway to Tenterden. With the passing of the Light Railways Act 1896 a railway from Robertsbridge to Headcorn - the Rother Valley Railway - was secured. The work was overseen by Holman F Stephens, who was appointed managing director in 1900. Stephens attained the rank of lieutenant colonel in the Territorial Army (TA) in 1916 and was subsequently known as Colonel Stephens. The Act allowed for cheaper construction methods in return for a speed restriction. It was up and running in 1900 unlike a number of other railway schemes in the area which foundered. The extension to Tenterden Town opened on 15 April 1903 and in 1904, the Rother Valley Railway changed its name to the Kent & East Sussex Light Railway. The original Tenterden station was renamed Rolvenden at around this time. Tenterden to Headcorn opened on 15 May 1905. On the outbreak of war in 1914, the K&ESR came under government control, being released from the same in 1921. The K&ESR was not included in the grouping of the railways into the Big Four in 1923 but continued its independent existence. Very soon the section from Tenterden to Headcorn was operating at a loss. In 1932, following the passing of Col. Stephens, W.H. Austen, his long term deputy, was appointed Official Receiver for the line but the Second World War saw a renaissance, the line becoming an important alternative supply route to the south coast. On 1 January 1948, it became part of British Railways, Southern Region but the line's fortunes never recovered. Regular passenger services ceased in 1954 with hop-pickers' specials running until 1958. Closure came in June 1961.
Preservation activities began immediately but, due to difficulties in obtaining the necessary Light Railway (Transfer) Order, it was 1974 before the line partially reopened as a heritage steam railway between Tenterden and Rolvenden. Extensions followed to Wittersham Road in 1977, Northiam in 1990 and Bodiam in 2000. An extra one mile extension to the site of Junction Road halt towards Robertsbridge was completed in 2011.
Being a light railway, locomotives and rolling stock used on the line had always been small. Replacing older stock, a Class P 0-6-0 arrived in the mid-1930s whilst A1/X Terriers have a long association with the line both before closure and since. The Kent & East Sussex operation these days is an impressive affair largely due to the commitment and enthusiasm of its volunteer force but it has had many significant obstacles to overcome along the way needing outside contractors' assistance at times. Quite an achievement. Doug brought his talk to a conclusion by showing 'then and now' images of Bodiam Station comparing it in 1900 with today. In line with the Railway's aims, little appeared to have changed which spoke volumes. We wish them well in their ongoing efforts to bridge the gap back to Robertsbridge and congratulate them on their success so far.
25 September 2019
The Ivatt Diesel Re-creation Society with Tony Ullershaw
Tony had come down from the Midlands to talk to us about the work going on to recreate Ivatt’s LMS diesel locomotive no.10000, the original of which had entered service shortly before nationalisation in 1948. Sister locomotive no. 10001 followed shortly after nationalisation.
Starting with a brief history of Rudolf Diesel’s invention in the 1890s as it pertained to railways, Tony took us through the LMS’ development of 350 horsepower diesel shunters and their pre-war introduction before the arrival of the twins. Meanwhile on the Southern Region Oliver Bulleid was working on three prototype shunters, no’s. 6201 - 03, followed, after nationalisation, by the introduction of diesel locos 10201 - 03. Ivatt’s work developing 10000 and 10001 was much in evidence as BR’s Modernisation Plan evolved and diesel traction developed. There was a connection from the twins to the engine powering the Class 40 of the late 1950s through the DP2 prototype for the Class 50 and later the Class 58.
10000 and 10001 were both built with LMS and English Electric cooperation at Derby weighing in at 125 tons and generating 1600 horsepower. In the early days Derby to St. Pancras and return was a regular turn then in 1953 both locos were used on Waterloo to Weymouth turns and occasionally runs to Exeter. Come 1960, however, Classes 40 and 45 were regularly available for flagship services and in 1963 10000 was withdrawn and scrapped 5 years later whilst 10001 lasted until 1966.
The 10000 Re-creation Society was formed in 2011 with the aim of building a replica 10000 keeping as close to the design of the original as possible. As always, raising funds has been and remains the biggest hurdle for the Society to overcome. Work is progressing, however. An original axle and LMS letters from the bodyside are in the Society’s possession and a withdrawn Class 58 has been acquired. The Society owns a V16 engine, has sourced another and has obtained a bogie from an EM2 electric loco. It now has charitable status too which will benefit fundraising and a building at Wirksworth, without a rail connection, is to be the Society’s workshop and storage facility for the parts being collected.
Spreading the word will be important for this relatively new group and Tony did that well this evening, daunting though it might sound. This has to be a long term project unless a generous benefactor is waiting in the wings somewhere but Tony’s society are clearly committed to their task and we all wished him well in bringing the re-creation of Ivatt’s pioneer diesel loco no.10000 to fruition.
11 September 2019
Something Old, New, Borrowed and Blue with the Rev'd Alastair Wood
In the absence of our scheduled speaker it was a quick and very welcome return to the Society for the Rev’d Alastair Wood. At short notice he had kindly agreed to show us more examples from his extensive range of railway images from the 1960s to the present day. Whilst much of what he showed us was his own work, also among his collection were photographs taken by his father, also a keen railway enthusiast, photographs bought on e-bay and photographs from collections which he had purchased or which the collections’ owners had given him permission to use.
The ‘old’ and ‘borrowed’ in the title of his presentation spoke for itself: 8Fs, 9Fs, Black Five’s and Crabs toiling through the Hope Valley and around New Mills, Marple, Peak Forest and Gowhole Sidings where, now, there is no evidence that such an extensive railway presence ever existed. Many holidays had been spent in North Wales allowing visits to Shrewsbury and photography at nearby Upton Magna whilst other locations included Euston, Willesden and Wolverton Works and it’s vintage departmental loco. Alastair’s ‘blue’ theme was still a work in progress in preparation for a stand alone session but here we had a taster: Class 31s, 33s, Peaks, Deltics, 47s and first generation dmus. ‘New’ included the first Class 60 at Buildwas Junction soon after delivery whilst, in a different sense of the word, he showed images only recently entrusted to him of HSTs, Deltics and Class 20s. Also ‘new’ were his very recent shots of the last HSTs out of Paddington, Duchess 6233 on the Belmond Pullman, rebuilt WC Braunton at Westbury, Class 59s whose days may be numbered, Clan Line and, passing his home town of Trowbridge, Flying Scotsman. So, again, a very enjoyable picture show from Alastair truly reflecting the title he had given it and full of banter, anecdotes and with a lightheartedness that encouraged participation from the audience. We may have been spoilt with two visits from Alastair so close together but what a pleasure it was to see such a wonderful range of railway images which, whilst nostalgic in some selections, were bang up to date in others. We must now wait patiently until 27 May 2020 when Alastair is scheduled to visit us again.
28 August 2019
South African Narrow Gauge with Norman Hogg
This evening we welcomed Society member Norman Hogg to tell us more about South African Railways and narrow gauge in particular. The first railways in Durban and Capetown had been built in 1860 to UK standard gauge and had extended locally but the discovery of gold and diamonds in the Johannesburg and Kimberley areas, the Cape government soon realised that extending the existing railways would be too expensive. The gauge was, therefore, set at 3ft 6in, known as Cape gauge, which was subsequently adopted throughout South Africa. To cope with the terrain 2ft gauge was also common in some areas in the Cape, the Hope line for example, and a line from Port Elizabeth to Aventuur. There had been 27 of these lines many of which are now a distant memory. Norman showed comprehensive footage of those still operating.
Firstly in Natal we saw loading and unloading sugar cane on the Alfred County Railway which this year was expected to move 19 million tonnes and we followed heavily loaded trains across the countryside. Also in Natal was the Port Shepstone to Harding line built between 1911 and 1917. the 76 mile line had been closed by South African Railways in 1956, reopening as the Alfred County Railway in 1987 only to close again in 2004. A tourist operation ran in 2005 but flood damage in 2008 made the line uneconomical to repair. A short section reopened in 2015 but that was suspended the following year! The third line that we saw was the Paton County line built originally from Ixopo to Madfonela in 1914. It closed in 1985 but, to boost tourism, reopened in 2000. Still operating, it has narrow gauge Class 91 diesels and NGG 11 no. 55, the oldest steam loco in South Africa.
For the second part of Norman's presentation, we visited Sandstone Estates, a private concern with a lengthy track layout and an interesting collection of locomotives and rolling stock and old motorised vehicles. Imagine the UK's Mangapps Farm in Essex but on a much larger scale. Our last stop was at the Aventuur Railway, completed in 1907 and the longest 2ft. gauge railway in the world at 177 miles. Passenger services finished in 1940 but some freight continued until 2005. In 2005 Norman had joined a 4 day tour of this railway from Port Elizabeth to Aventuur. Being the first steam on the line since about 1973 there was a fanfare and civic celebrations all recorded for posterity by Norman. as well as a similar steam railway based event in 2010 at Humansdorp for the opening of a new cultural centre.
The tours which Norman had joined to record South African narrow gauge had clearly been very popular with evidence of participants jostling for the best photo spot and long may they continue. There is still a market for them as we have seen previously when Jeff of Jeff's Trains came and spoke to us a a few years ago and some of our members have taken part. Norman brought South African narrow gauge steam to life tonight with his enjoyable and colourful films and we look forward to his next instalment in due course.
14 August 2019
The Canadian Pacific Project with Dr. Becky Peacock
Many of us, I am sure, were broadly aware of the successful Heritage Lottery Fund (HLF) bid for funds to support the restoration of the Mid Hants Railway’s flagship locomotive, rebuilt Merchant Navy Class no. 35005, Canadian Pacific. Tonight we had the opportunity to learn about the project in more detail as we welcomed Dr. Becky Peacock who was leading the project for the Railway. She held a Doctorate in Industrial Archaeology and had been working on the project now for four years.
The project revolves around the three year restoration of 35005. In 2015 the Mid Hants Railway was awarded £895,000 by the Heritage Lottery Fund towards the total project cost of £1.5m. The balance of the project's costs will be met through volunteering, fundraising and donations to the Mid Hants Railway Preservation Society.
The Project has two key strands. The first is the restoration of the locomotive along with two 1940s wooden framed carriages also designed by Bulleid, open third 1456 and semi-open brake third 4367. The restoration of 35005 has, unfortunately, proved to be more extensive than had first been envisaged and Becky explained the issues to be overcome showing several videoclips by way of illustration. The second strand comprises a number of outreach and interpretation projects involving the local community, job centres, schools and higher education institutions. The Railway are also running a number of tours (at Ropley and Eastleigh), events and talks to increase people's knowledge of the locomotive and the Mid Hants Railway and the social history of steam and railways between 1940 and 1960. This includes creating links with communities and schools in the London area where Canadian Pacific 35005 roamed regularly during its service for Southern and British Railways.
There are also a series of sub-projects including the creation of an oral history collection. The Railway is looking to collect memories from those who worked on and used the railway during WWII and the 1940's –1960's, covering immigration, women's roles on the railway, Eastleigh Works and the locomotive itself. 'A Different Eye' is another sub-project comprising a film documentary on the restoration process and events surrounding the Canadian Pacific Project. This is to be undertaken by volunteers, local schools and higher education institutions.
It was clear from Becky’s presentation that the MHR has made a significant commitment through the HLF in which she and her dedicated team are fully engaged. Her enthusiasm shone through and her sense of humour brought levity despite the seriousness of the job in hand. This is a major project and remarkable progress has been made in all quarters. As Becky said, there is still so much more to be done, financing and installing 2,200 boiler stays for example, and we wish her and the MHR every success in bringing the Canadian Pacific project to a satisfactory conclusion.
24 July 2019
A Life on Rails with Howard Nichols
A regular speaker on cruise ships giving lectures about the ports to be visited, Howard had also given talks to the U3A, The National Trust and many other organisations. This, however, was the first time that he had spoken at a Railway Society. Undaunted he started with some information about himself before taking us on a tour to almost every corner of the world facilitated by his work on cruise ships, coach tours his love of speedway and the enjoyment that both he and his wife got from travel both home and abroad.
Born in West Moors with the station on his doorstep he got to know the signal man and porters very well as a boy. He was given a Box Brownie camera for passing his 11 plus exam and was soon taking photographs of The Slug (as the M7 from Brockenhurst to Bournemouth West was known) and other trains and processing them at home before selling them at 4d each at school and elsewhere. He also made deliveries on his bicycle from and to the station for local people and businesses. Quite an entrepreneur. Armed with his camera and the company of like minded friends he began chasing steam until its end including shots at Barry Scrapyard before moving on to steam at Welsh collieries where we saw, at Grovesend, the last working steam loco in South Wales at the time. With a brother-in-law in Spain, European travel soon followed with first attempts at colour photograph processing.
Madrid then led to Casablanca and the Marrakesh Express, Norway in the early 1970s and Ireland and the USA: Mount Washington and Boston before Skagway and Anchorage in Alaska, a ‘Big Boy’ at St. Louis, along Route 66 to the Durango and Silverton, the Cumbres and Toltec and the Grand Canyon Railways. I was not clear as to where the cruise ship work started but the next stops were Mexico, Peru, Costa Rica, the Panama Canal, Uruguay, Argentina and Brazil before the railway at the End of the World and a cliff railway at Cape Horn. The African continent was next and then India with narrow gauge steam running at Nagar Pradesh a year after steam in India had officially ceased! Then further east to Bangkok, the River Kwai, Myanmar, South Korea, Mongolia, Shanghai for the 267mph Maglev, Vietnam, Taiwan and Japan. Not finished, Howard moved on to Australia and New Zealand and the Hawaii.
Back in Europe and the UK, Howard had visited the Harz Mountains steam operations and the Mollibahn in Germany and also Poznan for the steam there when visiting for speedway. At home Howard had visited special events at many heritage railways courtesy of coach trips with which he was involved and had a particular soft spot for Bulleid 34067 Tangmere which he had photographed steaming through Hinton Admiral. Still not finished (where else was there to go I thought), we visited Corsica, Iceland where two small steam locos had once worked at Reykjavik harbour, the West Indies and, to close, the Russian State Railway Museum at St. Petersburg which had opened in 2018. Very impressive it looked too.
Our colourful trip around the world was at an end. Not an evening for railway technocrats but an enjoyable railway romp and plenty of pictures old and new for our enjoyment, presented in a relaxed, homely way. Sometimes travelogues such as this can fail to hold one’s attention I find but tonight was very much an exception and Howard’s talk received warm applause before he had to dash to catch the 10.10. home.
10 July 2019
The Exeter-Barnstaple Line Past, Present and Future with John Gulliver
Your reviewer was particularly interested in this presentation as he had elderly friends living in Bideford who had to travel regularly to Exeter for hospital treatment . The first part of their journey was bus to Barnstaple and then by train to Exeter. They described the journey as “a nightmare, sometimes having to stand on trains and having to arrive in Exeter in time for hospital appointments.” I was keen to see what our speaker had to say about this line and what hope there was for improvements. The Beeching era axe reduced this once double track line to a 40 mile single track branch line with occasional passing loops and no less than 11 halts in a thinly populated area of Mid-Devon. Barnstaple, population 24,033 and sixth-most-populous town in Devon, and Exeter, city and county town, population 129,800, are by far the largest conurbations in that part of Devon with virtually no centres of population in between except Crediton (7,835 at 2011 census, quite a small town really.
This has proved to be a very difficult line on which to provide a service satisfactory for all the many categories of would-be travellers and many detailed analyses have been carried out to try to optimise the timetable with little success. The majority of revenue (78%) comes from passengers travelling between Barnstaple and Exeter who want a faster service with more and better rolling stock and fewer stops. Travellers from the more remote areas want a more frequent stopping service to encourage them to use the railway but at the moment they contribute almost nothing to the total revenue on this line. The problems do not end there. For over 20 miles the railway and the adjacent A377 road run side by side with the River Taw. The railway crosses and recrosses the river umpteen times and our increasingly unpredictable and heavy rainfalls have led to serious flooding of the line with washouts to the track, scouring and under mining of bridge piers and blockage of bridges by farm debris swept down the swollen river.
The situation regarding public transport in the area is far from satisfactory and efforts are being made to plan an integrated system with co-ordinated bus and train times, an objective previously pursued here without much success but has been introduced successfully in Switzerland. It is becoming increasingly clear that a co-ordinated bus service would serve the outlying villages better leaving the railway to carry the majority of passengers between fewer stops giving a faster service where possible on the single line. A surprising statistic that our speaker gave us was that 1 in 4 people living in this area do not have access to a car and for whom an effective public transport system is, in their view, an absolute necessity. There is a need for a better public transport system but improvements to railway infrastructure are expensive. Increases of 10 to 14% in passenger returns was recorded in the early years of infrastructure improvements but this trend has not been maintained and the danger for the future is that it might be decided that the railway service is unsustainable.Our speaker reminded us that changes in circumstance are often outside the control of the railway. For example, the building of a new hospital in the Barnstaple area would be welcomed by the many people who now have to travel to Exeter but would significantly reduce usage of the railway. Changes too, in employment opportunities in the Barnstaple area could also have a significant influence on railway usage. It was clear that the future of the Exeter to Barnstaple railway was very uncertain.
26 June 2019
From Railways to Royalty with Jack Boskett
This was the title given for tonight's presentation but when it came to it and we were introduced to Jack he had no specific title or theme, just a short video encompassing the many elements of what his company, JD Media Ltd. based in Tewksbury, does: commercial photography and the Press, weddings, portraits, royalty and celebrity, model portfolios, landscapes, motion pictures, printing and lastly, but by no means least, railway photography, his enduring passion. Jack was given his first camera at the age of 5 by his father, another well known railway photographer, and he soon was following in his father's footsteps. He is completely self taught and started his now successful business aged just 19.
As this evening moved along with plenty of puns (to which those in attendance made their own contribution) and amusing stories arising from situations in which he had found himself Jack showed us a range of impressive photographs, sometimes in colour and sometimes in monochrome, illustrating the breadth of his photographic commissions. For example there were a number of striking black and white portraits of famous people including Dame Kelly Holmes, Mary Berry, the late Sir Roger Moore and Des O'Connor. There marvellous scenes of Tewksbury in flood and in the snow. He often set scenes up such as an RT bus and a Routemaster at dead of night in London on Westminster Bridge, on Tower Bridge and by St.Paul's aided and abetted by clever lighting effects. H.M. The Queen featured during her Jubilee tour. It seemed that there was nothing that he wouldn't try so as to get that perfect picture for his customers.
His first love, however, was railway photography and, in particular, attempting to recreate scenes from the 1950s and 1960s. This included organising photo-charters for clients with run-pasts to get the right effect and creating static scenes on shed, particularly at Didcot where the originality of the steam-era engine shed lent itself very well to the creation of atmospheric images some of which Jack and members of his family had appeared in suitably attired in outfits from that time. Some modelling photography had also been done on railway stations and, in a quite different sense of the word, his own model railway also featured. Despite being 00 gauge, the close up imagery, lighting effects and smoke blown from a candle led one to believe otherwise.
This summary perhaps does not do justice to the energy exuded by Jack in making his very well received presentation tonight. There is much that I have passed over as he flitted from location to location and special effect to special effect. Through all his his love for black and white photography stood out and, interestingly, was achieved by a simple keystroke to remove the colour from his initial image. I found it very difficult to pick out photographs which I found particularly striking - there were so many that were just so good. He very quickly developed a rapport with his audience this evening and his warmth and cheekiness laid the foundations for an excellent session. It is no surprise that his company is doing well.
12 June 2019
Their Finest Hour: The Railway Navvy and the Crimean War with Judy and Chris Rouse
So who is a ‘navvy’? Derived from canal navigation and the navigators who built them, these same men were vital to the building of our railways in the earliest days. History shows them to be single minded, hard working and hard living people such that they were not always popular within the community - hard working yes but with a tendency for heavy drinking and, subsequently, unruly behaviour. The employment of navvies to build a railway which helped the home alliance with France, Turkey and, to a minimal extent Sardinia, defeat the Russians at Sebastopol in 1854/55, however, soon turned them into heroes. Tonight Judy and Chris Rouse told us the story.
In the early 1850s technological advances by way of photography and the telegraph enabled those at home to learn quickly about what was going on in the Crimea and to see pictures showing the dreadful conditions being experienced by our soldiers, exacerbated by the troops being badly led. There was a total lack of appreciation of weather conditions, the rain and the cold compounded by the arrival of The Great Storm in November which sank many supply vessels resulting in the loss of ammunition, medical supplies, clothing and food.
At home, the Secretary of State for War, the Duke of Northumberland, called upon renowned railway builders Peto, Betts and Brassey to build a railway from Balaclava to the Front. Some 2,000 navvies were signed up and shipped out with machinery and materials and within 7 weeks they had laid 50 miles of railway. By April 1855 the railway was operating with horse drawn wagons and stationary steam engines. The navvies returned home the following year. Job done.
Whilst the Army had performed abysmally in terms of the soldiers‘ welfare and motivation, it was exceptionally efficient at administration and, thereby, plentiful records were kept of who the navvies were that served their country: their pay, their sickness records, deserters and deaths etc. These had proved extremely valuable to Judy and Chris in their research to bring their talk together and in researching other topics on which they made presentations.
This was not the first time that we have had a double act making a presentation to the Society and Judy and Chris had clearly done it before. Full of detail and interesting information to remind us how awful conditions must have been in the Crimea in the mid -1850s and of the size of the task facing the navvies, this was a session which had everyone’s attention. Judy’s tendency on occasion to interrupt Chris was a minor distraction but I enjoyed their presentation very much all the same.
22 May 2019
Twenty Years of Cuba with Richard Coghlan.
It was a pleasure to welcome Society member Richard Coghlan to bring us an illustrated talk about his numerous visits to Cuba since 1996 and the changes that he has seen especially with regard to its railways and the massive impact of the decline in sugar cane production. Richard began with a brief history of the island - its rum, its cigars, Fidel Castro, Che Guevara, its sugar and its railways. In 1996 he had visited as part of a group from the Warwickshire Railway Society, hiring a car and experiencing a completely different way of life, one that he grew to love such that the temptation to visit again was too strong.
Most of the locos working at the sugar mills at the time were already between 80 and 100 years old, mainly American with plenty of Baldwin’s but just a smattering of European built Henschels. There were also American built 1950s diesels on the island’s network.
There was plenty of interest - different gauges, different builders and some interesting/odd designs, a variety of wheel arrangements and, in the late 1990s, a good number of mills processing sugar cane, many of which Richard had had the opportunity to photograph with locos on shed at the mills, on the mills’ branch lines and on the main lines. By 2001, however, sugar was in decline, mirrored by the withdrawal of many locomotives, several plinthed but many just left to rot. Elsewhere, ‘new’ passenger trains tended to be second hand such as 30 year old former Barcelona emus on the Hershey lines.
In 2003 Richard's group hired their own steam train and the first steps were being taken to establish a railway museum in Havana. Tourism was beginning make an impact. Several of the closed mills followed suit and it was not long before steam hauled tours began to feature. By 2006 new diesel locos were bought from China and second hand locos from Mexico for main line work. Mill lines were being lifted and several mills were closing, many just left to rust away. Others promoting tourist trains and museums, however, had found a new lease of life whilst, on more recent visits, Richard had found plenty of evidence of new Chinese and Russian influence.
What a change of fortune for Cuba’s sugar mills and their steam locomotives. In the space of just over twenty years these old workhorses had been decimated as the demand for sugar fell but the popularity of the island as a tourist destination had saved a good number from the the cutter’s torch or a lingering death rusting away at a dilapidated, closed sugar mill. As we saw on several occasions, however, one constant has been the number of old cars on Cuba’s roads, mostly American but an old Triumph Herald and a 1960s Ford Anglia raised a smile as did Richard’s relaxed, humourous but very informative commentary throughout the evening. Just don’t mention Fidel should you visit.
8 May 2019
Railways around World War II:1937-1945 with Robin Mathams.
The Sutton Coldfield Railway Society (SCRS) was the fortunate beneficiary when the Moseley family wanted Percy Moseley’s extensive collection of railway photographs to go to a good home. The complete collection of 1900 photographs of British railways stretches from 1913 to the 1970s and tonight Robin Mathams, joint curator of the SCRS' collection, treated us to a fine selection from 1937 to 1945. Robin explained how the collection was being converted into digital form with images being enhanced where necessary. It was an eye-opener to see the difference in some ‘before and after’ shots. Percy had made copious notes when photographing his subjects and this too was being recorded in order to maintain as complete a record as possible both for historic reasons and to assist with making meaningful presentations for audiences to enjoy. Whilst there was plenty of railway history on show there were also elements of social history on occasions, particularly from advertising hoardings with Bovril, Sketchleys Cleaners and Jeyes Fluid on show.
Looking at the images from the late 30s/early 40s today it was easy to overlook the fact that many of the locomotives that we saw were new or nearly new when photographed with some carrying names which would later be replaced by those with which many in our audience would be more familiar, such as LMS Patriot Class no. 5500 ‘Croxteth’ before becoming ‘Patriot’ and Jubilee ‘ Trans Jordan’ before becoming ‘Aden’. Equally, many of the classes withdrawn in the 1950s were in their prime in the period covered tonight.
Among the locations visited were Luton, St. Albans, Tring, Watford, St.Pancras, Kings Cross, Waterloo, Paddington, Welwyn, Folkestone, Crewe, Pontefract, Conwy, Llandudno, Lutterworth and Rugby and,despite the passage of the years, a number were still identifiable now. There were plenty of others, however, that are now inaccessible - what were once open, grassy embankments are now heavily overgrown and development has taken its toll.
By 1944 and 1945 Riddles Austerity locos and American S160s were on the scene and many of the new classes we had seen were now ten years old. In another 20 years most would be gone but examples of can still be enjoyed some 80 years after these photographs were taken thanks to the preservation movement, a point not overlooked by Robin.
The SCRS clearly has a big job on its hands managing the Moseley Collection but from what we saw tonight they are making good progress. There is plenty more to be done, I am sure, and from the enthusiastic applause that Robin received tonight I hope he will feel that the SCRS’ efforts are most worthwhile. We all thought so.
24 April 2019
I Moved it my Way with Andrew Goodman
What started as a childhood interest in trains had, arguably, got out of hand, Andrew now being the owner of some 270 railway wagons and responsible, over the years, for moving innumerable heavy loads of which locomotives, coaches and wagons had formed a considerable part. We saw an enlightening cross-section of loads this evening also including tall trams, a jet plane, Grade 2 listed grain stores and enormous bridge sections and we learned about the challenges such manoeuvres can bring, especially when the jobs entail travel in Europe.
Andrew had been an early member of the Gloucester and Warwickshire Railway. He and two friends had bought a Bagnall 0-6-0 industrial tank loco and moving that to Toddington had been his first venture into heavy haulage and was the beginning of Alleyley's Heavy Haulage, now possibly the best known in heritage railway circles. His next job was to move GWR 2-8-0 tank no 4277 from Woodham's at Barry, again to Toddington and then moving a J94 0-6-0 from Burton on Trent and being taken to a weighbridge by the police and having to transfer the loco from one trailer to another when simply shifting the loco a few inches on the trailer was all that was needed - the subsequent court case was thrown out! This was one of a stream of interesting and often amusing anecdotes which Andrew related as his presentation progressed, including tales of narrow scrapes (not literally I hasten to add) to get under bridges, avoid property damage and achieve solutions to seemingly stubborn problems. The trams from Honk Kong had to travel up the A34 dual carriageway in the wrong lane, for example, to get under a bridge which was too low only on the lane north; Polish 0-6-0 tank engines had been brought to the UK one of which still had full water tanks - no wonder it was unexpectedly heavy. The National Railway Museum was a regular customer as was the Science Museum and National Rail. He was a key player when the railway was damaged near Inverness some years ago when, to keep services running, locomotives and DMUs needed to be relocated from their stranded positions. We also heard about the challenges faced on occasions when jobs in Europe came up particularly arising from European rules concerning travel whilst, at home, the Docklands Light Railway and the Waterloo and City Line's needs for assistance had presented their own particular challenges.
There were several ooohs and aaahs tonight as members had their breath taken away by the sheer size and scale of many of the items which Andrew had moved during his career and there was much engagement when he had finished as members fired their queries at him, all responded to without hesitation. Andrew had certainly given us all something to talk about and the next time we see a loaded Alleyley's Heavy Haulage lorry on the road we will have a better understanding of the issues the company and the driver has faced and will be facing in both getting the load on board to start with and then travelling to its destination - Campbell Road bridge at Eastleigh with its right angled corners being a prime example.
10 April 2019
The National Rail Passenger Survey (NRPS)
Tonight’s session was all about passenger satisfaction, how to record it and how to use the resulting data and we had the right person to explain it all to us, David Greeno, Senior Insight Adviser at Transport Focus. The National Rail Passenger Survey (NRPS) and associated research is a key element of the organisation's work. It is the largest published rail passenger satisfaction survey in the world. The NRPS covers road users too but tonight rail travel was the focus. Only Eurostar and Heritage Railways were excluded.
Passenger surveys are undertaken twice a year with forms being handed out at stations or on trains with an option to fill them in on-line. The data was then input by agency staff and collated for use by a multitude of interested parties - the DfT, TOCs, Network Rail, local user groups and so on. It was available to anyone who requested it. Fieldwork was carried out at over 700 stations with each survey form being specific for record purposes to the particular station or service being used and covered your journey, timekeeping, ticket prices, information about your station of origin and your destination station such as cleanliness, helpfulness, accessibility and so on. It also asked for information about you, the traveller.
In Autumn 2018, Heathrow Express topped the charts for satisfaction with 96% user satisfaction whilst Northern and Great Northern were at the bottom, the frequent strikes over train manning no doubt being a key reason and also a feature in SWT’s rating falling since they took over from South West Trains. Interestingly, greater dissatisfaction was more evident for SWR’s metro and outer-urban services. How David kept on top of all the statistics I do not know but at the end of Part One, having assessed the data before him concerning stations in the wider Basingstoke area, he was able to report that Wokingham topped the list.
In Part Two David focussed on on the work of the NRPS in connection with the major works at Waterloo Station in August 2017 and how their involvement helped passengers, contractors and operators through the potential chaos caused for 1,600 trains a day and half a million or so passengers by the closure of platforms, with a derailment in the Station throat and the handover of SWT to SWR thrown in. Nightmare, I am sure you would agree but, in a relatively short time, passenger awareness grew from almost nil to 97%. More recently at Derby similar work was done to assist all interested parties both before and during the major improvement works undertaken there. The success of the Waterloo and Derby engagements has also helped inform the approach to other major schemes in the pipeline which are likely to cause disruption to the travelling public.
David’s was an intriguing presentation prompting a number of contributions from the floor. What, on the face of it, had the potential to be a dryish session dominated by number crunching was. In fact, anything but. Plenty of data yes, but presented with a light touch and interspersed with humour whilst getting the message home for our own enjoyment and to play its part in helping all parties involved in Transport and Travel to up their game.
27 March 2019
Dresden Delights with Richard Green
How time flies! This evening we welcomed back Richard, our West of England correspondent, just a week or so short of the anniversary of the Society’s trip to Dresden in early April 2018. As usual, we also welcomed his fan club of former work associates who regularly attend when Richard presents his assessment of the previous year's European jaunt.
The journey to Dresden from London City Airport was by an indirect route - via Prague and the cheapest but still most enjoyable meal on a train ever likely to be encountered as the group journeyed behind Czech Vectron 289 298 alongside the River Elbe virtually all the way to Dresden Hauptbahnhof. The hotel was across the road with a clear view of the intensive tram services whilst the lines into the station were obscured by trees coming into leaf. The main focus of the long weekend was the annual steam spectacle at the Dresden railway museum with its roundhouses and an operating turntable. It must have been difficult for Richard to select images to show because all the participants were clicking away in the bright and warm sunshine. Several sizeable tender locos were in steam and brought out to the turntable in succession. Impressive stuff. After their fill of the historic collection, the group made their way to two hillside railways: one a funicular and the other a suspended railway. Each was sampled by everyone in the party and advantage was taken of group ticketing. An enjoyable distraction.
On the Saturday two narrow gauge railways beckoned: first the Döllnitzbahn between Oschatz and Glossen via Mügeln and return behind a smartly turned out 1-Bo-1 750mm gauge diesel electric loco.
Running appeared to reflect arrangements under the former industrial line’s steam operations with a lengthy lay over at Mügeln. The break allowed those with that inclination to make a quick visit to the works, where a couple of steam locos were lurking. The remainder of the day was spent travelling on the now fully reopened and 100% steam operated Weisseritztalbahn between Freital Hainsburg on the outskirts of Dresden and Kurort Kipsdorf, a round trip of some 30 miles following the river, running along the roadside and passing through attractive open countryside in places.
For many, if not all, the party, Sunday was the Special Day - parallel steam running only slightly tarnished by an earlier than expected start from the Hauptbahnhof. Those still waking up were soon alive and alert, however, fighting the hoards on board for the best shot of the freight train coming alongside and overtaking our top and tailed steam special up the Tharandter Ramp only to drop back as we surged forward again. This was some spectacle. The early start meant that there was some unexpected free time before the group split between more narrow gauge steam on the Lossnitzgrundbahn between Radebeul Ost and Radeburg and a cruise on the Elbe from Königstein to Dresden, including a visit to the old town before everyone reconvened for dinner.
On Monday 9 April, more narrow gauge steam was planned, the Fichtelbergbahn between Cranzahl and Kurort Oberwiesenthal and return including 13 km of bustitution because of engineering works between Zschopau and Wolkenstein on both the outward and the return journeys. For many the day’s highlight was the opportunity to travel in an open carriage immediately behind the loco outwards which became the last carriage on the return. The absence of any facilities at Oberwiesenthal was a disappointment, however, as it had been at Radeburg the previous day. A missed opportunity but maybe coffee and cake has yet to catch on in the EU. So to Tuesday 10th and a retracing of steps along the Elbe to Prague, some more photography at the main station, the bus to the airport and the flight home to Heathrow.
As expected, tonight was an entertaining and amusing summary of what members got up to when BDRS went on tour in 2018. Everyone who went contributed photographs although this year there seemed to be barely any designed to cause embarrassment. Something to think about for those soon off to Poland for the 2019 trip perhaps? So many thanks to all the contributors but especially to Richard for his canny keyboard work and well considered photograph selection to bring us, again, a thoroughly enjoyable evening.
13 March 2019:
Six Decades chasing Trains with the Rev. Alistair Wood
A latecomer to the priesthood perhaps but a lover of trains since early childhood, before his father gave him a camera at the age of four. It was not a surprise to learn, therefore, that he has amassed a vast collection and wide ranging selection of photographs over the years, mostly his own but also including those of his father and other close associates who were happy for them to be shown.
Born in Marple and growing up there, Alistair began with a selection on mid-60s originals of steam through Marple Station before its buildings were removed in 1971/72, Marple Hill and nearby Romiley, Tiviot Dale, and Guide Bridge and then Stockport Edgerley sheds simmering away. We saw some early Class 304 emus and then more steam at New Mills and Chinley, now a shadow of its former self, west of Marple before visiting Manchester Victoria for a ‘then and now’ moment. Thereafter I thought Alistair’s presentation lost its shape a bit making life for me as the reviewer quite difficult.It became a quick succession of mainly wonderfully nostalgic images with a smattering of steam rail tours countrywide, black and white shots mingling with colour, lovely shots taken on 30742 charters all brought together with wit and humour and some irreverent anecdotes which brought smiles to everybody’s faces. Alistair rounded off part one of his presentation with a couple of songs accompanying himself on guitar for one and a ukulele for the other, both the with a railway theme: the Coalport Dodger and the last train to Much Wenlock.
Part two followed in similar vein but with an emphasis on more recent photographic exploits well as some older images such as the experimental Railcar at Droxford in 1968 and another black and white selection. He started with a Pendolino through Milton Keynes, 61306 on a rail tour and 34072 with a 30472 charter on the Swanage Railway. Coming towards the end of the evening Alistair homed in on his local area and we saw 33s, 47s, Hampshire Demus and HSTs around Warminster, Westbury and Fairwood Junction and steam specials through Trowbridge and a few more ‘then and nows’ before getting back to where it all started around New Mills, Woodhead and Manchester. Not yet done the WCML was next to feature along with Rugby and Class 91s at Doncaster. Unfortunately I had to leave at this point in order to avoid 'bustitution' to Winchester but I have been reassured that when his presentation finished with one or two more railway themed folk songs the Rev'd Wood was given a rousing round of applause and an enthusiastic vote of thanks by the Chairman. As Alistair hinted several times during his presentation, there is plenty more where this came from. I am sure he will be visiting us again.
27th February 2019
The First Fifty Four Years of the Railway Preservation Society of Ireland with Leslie McAllister.
Before starting his talk, this evening’s guest speaker handed out an annotated map of the Irish railway system A wise move as it was soon established that although the Irish are our next door neighbours in the west, our knowledge of their geography and their railways left much to be desired. A presentation of the best part of 200 images meant a full length evening lay ahead to at least improve our knowledge of Irish railway preservation!
Leslie started with a brief reference to the fact that that no less than 3 different track gauges featured in the early history of Irish railways. The first railway built in Ireland, the Dublin and Kingstown was built to 4ft 8 ½ gauge in 1834. Two years later, in 1836, the Ulster Railway (UR) from Belfast to Portadown was sanctioned at a gauge of 6ft 2 ins on the advice of the Irish Railway Commission (and I K Brunel!). The next line, the Dublin & Drogheda Railway, was proposed to be built to a gauge of 5ft 2 ins on the grounds of lower cost but the UR complained about the lack of commonality of track gauge and the Board of Trade (BoT) decided to investigate. As a result in 1843 the BoT decreed that the standard gauge for Ireland would be 5ft 3ins and this was given legal status by the “Regulating the Gauges Act” of 1846.
After the Second World War, Irish railways suffered a similar decline as those in Great Britain with line closures and modernisation of locomotives and rolling stock. It became clear that, if historically significant and interesting examples were to be saved for posterity,an organisation would need to be created to carry this out. This realisation led to the formation of the Railway Preservation Society of Ireland (RPSI) in 1964, the aim being to preserve and restore examples of Irish steam locomotives and rolling stock to a condition where they could be operated on the Irish railway network for all to travel on and appreciate. It started with humble beginnings. The first locomotive, an 0-4-0ST No 3 “Guinness”, was donated to the RPSI by the Arthur Guinness brewery of Dublin. It is worthy of note, that in an island that has been divided on so many issues, in railway preservation there is a history of shared and common interest between both communities, the first locomotive being donated from within the Irish state and the RPSI being established at Whitehead in Northern Ireland. The now extensive collection of locomotives, carriages and other rolling stock contains examples from both north and south of the border in Ireland.
The RPSI boasts a membership of over 1000 with members in many countries around the world. Since 1964 RPSI has collected many locos, carriages, and rolling stock some of which are operational while others are currently only suitable for display and it was clear that, to be able to keep them under cover and accessible to enthusiasts, a museum was needed. A museum has now been constructed which opened at Whitehead in 2017. This has quickly established a reputation not only for its displays but also for the quality of its restaurant which is well worth a visit in its own right. Of the locomotives that are currently operational, J15 0-6-0 No 186 built by Sharp Stewart in 1879 is the oldest steam loco in Ireland that is still in steam and featured in many of the slides the speaker showed. The delightful “laissez faire” attitude that Ireland is renowned for was very apparent in pictures of RPSI excursion trains attended by many sightseers some of whom could be seen standing in the permanent way! Enough to give a modern day Health & Safety Officer instant apoplexy.
All in all an interesting evening when many of us came to realise how little we knew about Ireland and Irish railways.
13 February 2019
From Gresley to Tornado with Alan Hayward
At the end of tonight’s talk by Society member Alan Hayward we should all have been able to tell the difference between an A1, an A1/1, an A2, an A3 and an A4 and which CME was responsible for what. This was an evening devoted mainly to matters LNER and how three successive CMEs, Gresley, Thompson and Peppercorn, made their own mark on the design and performance of LNER locomotives. Both Thompson and Peppercorn had worked under Gresley. Alan believed that each respected the other professionally but their characters were quite disparate.
Whilst remembered by many for his proliferation of new designs including the P2, the V2 and the Hush Hush 4-6-4 no. 1000, Gresley’s A1 Class no. 1470/4470/60113, Great Northern, the first loco with the 4-6-2 pacific wheel arrangement and forerunner of Flying Scotsman, is perhaps the most important, not forgetting his conjugated valve gear on the middle driving wheel. Flying Scotsman, of course, was the first locomotive to travel at 100 mph on 30 October 1934 whilst Gresley’s A4 Mallard subsequently achieved the world speed record for steam. His sudden passing in 1941 caught the LNER by surprise and Thompson, the next in line, took the helm. Maybe indicative of his temperament or character it seems that only his secretary had a good word for him. Be that as it may, he remained in office until his retirement in 1946.Thompson’s target on taking office was to standardise on ten classes. By his retirement, however, many of his plans remained unfulfilled. His undoubtable success was the building of 410 B1s and he also did away with conjugated valve gear. 04s rebuilt as 01s were also well received. The P2 2-8-2s we’re rebuilt as A2/2 4-6-2s numbered 60501 to 60506 and gained a reputation for high speed running Peppercorn succeeded Thompson. He was a more genial character with a more conventional approach and remained in office until retiring in 1949. Perhaps best remembered for a run of new build A2s, 60526 to 60539, he also was responsible for the A1s, basically a Thompson loco and fine engines. Under his watch, former top link A3s were transferred away from the ECML to the Great Central.
The sole surviving A3, Flying Scotsman, was, at first, privately owned on its withdrawal from BR service. Over the years, it changed hands several times before coming into public ownership. It’s travails when privately and publicly owned are well known but it is back this year.
In the absence of an A1 on the preservation scene a new build gained momentum in the early 1990s and by 2008 an improved example had been built at Darlington and soon entered service, since heading numerous main line runs and visiting plenty of heritage railways. The new loco has been well received everywhere but during a planned 90mph run on 14 April 2018 the combination lever to the middle cylinder failed and the loco was out of service until recently. Meanwhile a now clearly recognisable new build P2 has emerged causing much excitement and anticipation. Completion is still some way away but, as Alan clearly illustrated and explained, the Gresley/Thompson/Peppercorn triumvirate’s influence remains as strong as ever.
Alan kept to his word for which I, as a non-technical person, was extremely grateful. The subject matter clearly had the potential for complication (conjugated valve gear for a start) but Alan’s drawings and diagrams were very helpful and he painted very clear pictures of the three key figures and their personalities. Alan was rewarded with a very good turnout and members were similarly rewarded with an interesting and clear analysis of the LNER’s wartime and post-war challenges and their contribution to modern steam traction development and performance.
9 January 2019
London Underground by Design with Paul Joyce
The trouble with the Underground is that you seldom take the trouble to notice station design above ground because you are in the throes of travelling from A to B. Paul’s approach was to encourage us to stop and enjoy the architecture and design of the Underground’s built estate in the streets of London. This he demonstrated with a series of photographs of tube stations on a few select parts of the Underground Network. There were too many to detail here but I will endeavour to give you a flavour.
Starting with some images of building work on the first Tube station at Praed Street, Paddington and the disruption which that had caused to everyday life, we were soon heading south on the District Line towards Wimbledon. West Brompton was of particular interest with its Italiante style. LSWR influence was also evident en route but Wimbledon Station is pure Southern Region. Variety was going to be the cornerstone this evening.
Paul then looked at Barons Court to Gloucester Road to reveal further architectural gems. The station building at Barons Court was constructed to a design by Harry Ford in a style similar to that used at Earl's Court and Hammersmith. It is an example of early system building, the fundamental elements of the design also featuring at other District Line locations. It retains many of its original features, including art nouveau lettering. Gloucester Road has two station buildings adjacent to one another: the first built by the Metropolitan Railway in the 1868 in its then house style; the second, now serving the Piccadilly Line, a new surface building of 1906 designed by Leslie Green with his distinctive ox-blood red glazed terracotta façade. Nearby Down Street Station was closed before WW2 and played a significant role as a shelter and government hub. At Leicester Square, Chalk Farm and South Kensington art nouveau features strongly.
Next up was the City and South London Railway of 1890 from Morden to Bank, the latter location suffering serious bomb damage in WW2 including a bus falling into the bomb crater. Holden’s design influence was widely in evidence here. He had also designed the London Transport HQ building at Broadway. Other interesting design features which Paul highlighted included the almost Dali-like clockface at Gants Hill, the blue station name signage, the variations on a theme of the roundel attached to a white vertical of differing shapes and sizes, the possibility that the early London General Omnibus roundel was the basis for the London Underground’s own version, of which we saw plenty of colour variations during the evening. What an icon that is. Not finished yet, Paul, in bringing his talk to a close, introduced European influences on station design - Swedish curves at Chiswick Park, German influence at Wapping and Hangar Lane before a flurry of mosaics at Leytonstone illustrating Alfred Hitchcock films.
Clearly this is a topic almost without limitation and I, for one, was quite taken in by the history which Paul's talk revealed and the plethora of historic features to be seen above ground. Paul promised more at some point in the future .
23 January 2019
AGM followed by MEMBERS’ QUIZ
Society's Annual General Meeting occupied the first part of the evening. John
Clark was re - elected Chairman with yours truly continuing as Vice - Chairman
and Newsletter Editor. Tony Wright was re-elected as Secretary and Wally Stamper
as Treasurer. Below is the Committee for 2019 but if you would like to
contribute to the running of the Society by joining the Committee then please do
not hesitate to contact any of us:
Membership Secretary - Graham Lambert
Programme Organiser - Roger Smith
Programme Support - Jeff Proudley
Publicity - George Porter
Overseas Trip Organiser - David Brace
Raffle - Richard Stumpf
Information Technology - Iain Henshaw
Website Coordinator - Andy Fewster
After the break members formed themselves into groups ready for David Brace's quiz of four rounds with ten questions in each round. The four categories were bendy locomotives, place names, photo connections and stations viewed from the air. There may have been fewer railway images than some might have expected but with John Clark asking the questions, Wally Stamper projecting the images and keeping time and yours truly keeping the score we finished just in time. We would have finished a little sooner had I not concluded, after totting up, that there was a tie between two teams for first place. This was something that we had not anticipated so I thought of something as did Wally but our suggestions were lost amid the banter and general melee. We, therefore, called it a day and the joint winners visited the book table to select their prize. Whether the Committee decide to do something similar after the 2020 AGM we shall have to wait and see. I certainly felt that all those taking part enjoyed it and that it was generally well received. Some of the questions which looked for connections would have been well suited to the BBC's Only Connect quiz programme - there were certainly a few obscurities and heads were scratched followed by groans of 'of course' or something similar when the answers were given.
Many thanks to David Brace for compiling the quiz and to all those members who, win or lose, heartily engaged in the event.
19 December 2018
Minder on the Orient Express
49 members attended for this year's film and buffet. More a comedy than thriller, it was a television film made in 1985 as a spin-off from the successful television series Minder starring Dennis Waterman and George Cole. It had first been broadcast on Christmas Day 1985 as the highlight of that year's ITV Christmas schedule.
In a nutshell, when Nikki South inherits the contents of a bank strongbox left by her former gangland boss father shortly before his death, she realises that the contents form a clue to the number of a Swiss bank account used to stash her father's ill-gotten gains. She is waylaid on her way to her birthday party but is rescued by Terry (Dennis Waterman), who is working as a temporary doorman at the club where the party is to be held. She later thanks him by presenting him with two return tickets for the Orient Express to Venice. Terry doesn't realise that Nikki has an ulterior motive for inviting him. She plans to travel to Switzerland with her boyfriend Mark on the same train to claim the contents of the bank account but plenty of other former associates of her father have their eyes on the potential windfall. Meanwhile, Arthur (George Cole) is on the run to evade a subpoena and tricks his way onto the train. The clue to the details of the Swiss bank account number is in an envelope and everyone is after it. Consequently mayhem follows on the train as its Inter City liveried Class 73 (rail blue large logo by the time it got to Folkestone!) makes its way from London Victoria to the coast. As the train travels through night-time France, matters eventually come to a head and a free-for-all scrap ensues. After quietly pulling of the emergency cord, Arthur, Terry and Nikki get off the train and make their way to a wayside station where Terry and Nicky crack the code whilst Arthur sobers up. Later a local dmu arrives and following a fight with two of the villains who had followed them off the Orient Express, the partial Swiss Bank account number is lost. So there's no pot of gold for anyone and the protagonists return to Fulham Broadway.
The film raised plenty of laughs, many arising from its occasionally un-PC script, and it was a pleasure to see everyone enjoying themselves. Many thanks to Membership Secretary Graham Lambert for coming up with title and to Iain Henshaw and Wally Stamper for making it happen. Thanks also are due to The Wote Street Club who, as usual, provided the half time buffet and seamlessly met our timetabling requests given that the film took us past our usual finish time.
6 December 2018
American Steam Part 2 - The West with Chris Ardy
It was a welcome return to the Society for Chris Ardy who, a year or two ago, had given us an excellent presentation on steam in the eastern USA and where to find it. Tonight he concentrated on central and western states including Alaska as well as Squamish, Jasper and Calgary in Canada, all of which he had visited in recent years.
Our clockwise journey began at Los Angeles at the Pomona Fairground where Big Boy 4-8-8-4 no. 4014 was among the static exhibits. This locomotive is now in Cheyenne undergoing restoration to working order as we saw later in Chris’ travels. Among others, we also saw an ALCO with an unusual 4-12-2 wheel arrangement. Then onwards to Sacramento in 2016 for its new build museum containing Chris’ highlight, an enormous Southern Pacific Forward Cab 4-8-8-2 no. 4284. We then travelled down to Squamish in Canada to see Canadian Pacific 2860 and at Jasper, also plinthed, we saw 4-8-2 no. 6015. After Skagway in Alaska in 2014 and some video footage highlighting the wonderful scenery, it was back to Canada for the Calgary Heritage Park which held both operational and plinthed steam locos. Back in the USA in 2016 Chris had visited Sheridan in Wyoming and the Black Hills Central Railroad and, in particular, the sole surviving 2-6-6-2 Mallett no.110 which we saw in operation on video. Passing through Cheyenne we saw Big Boy no. 4004 plinthed where its classmate no. 4014 is hopefully getting back to working order. Moving south to Colorado, Chris visited the Colorado Railroad Museum at Golden and then the Forney Museum of Transport at Denver and a third Big Boy in no. 4005. Next was the Georgetown Loop and video footage of its operations before a quick visit to Alamosa where Chris had come across a loco being prepared for the following day’s run which, unbeknown to those lighting the fire, had been cancelled!
Colorado’s Cumbres and Toltec and Durango and Silverton operations were a ‘must’ and we enjoyed extended videoclips of their operations with the former climbing to just over 10,000 feet at Cumbres from Antonio and the latter clinging to the edge of the rock face in places as it wound its way up to Silverton. Not far away, of course, relatively speaking, is the Grand Canyon Railway at Williams where, given one of its locos is fuelled by waste vegetable oil, the homely aroma of fish and chips is often in the air. Bringing us right up to date Chris finished with a shot at Fort Worth where he had visited earlier this year.
Chris' format closely reflected his approach to his previous USA talk here. His banter, the wide variety of images and his video footage made for another engaging evening. Several times he expressed his disappointment that plinthed locos were fenced thus not allowing real photographic opportunities and that many of the museum locations that he had visited took little account of the needs of those who wished to make decent photographic records. As one member said, the US has a tendency to take a 'theme park' approach rather than promoting and protecting railway heritage. To manipulate the words of Captain Kirk, 'its preservation Jim but not as we know it'.
21 November 2018
Home and Away with Ian Francis
Tonight we welcomed long standing Society member Ian Francis for a picture packed session covering his travels over the last couple of years. First up was a trip to Ireland in 2016 which involved plenty of steam haulage on the Emerald Isle Explorer using the Dublin & South Eastern Railway Mogul Class K2 No. 461, 2-6-4t Jeep no 4 and RPSI 4-4-0 no. 85 ’Merlin’ with time to snap Irish diesel locos and multiple units. Also in 2016 Ian had joined the Society’s visit to Northern Germany for the delightful narrow gauge Mollibahn with street running through Bad Doberan and more narrow gauge steam on Rugen Island, including a visit to the sheds at Putbus where, among the locos present was, unusually, a narrow gauge tender engine. In 2017 after the Society’s Mulhouse trip Ian, John and Andy had spent some time visiting well known Swiss hotspots - Art Goldau, Erstfeld, Bellinzona, Brig, Spiez and Montreau which had generated many and varied photo opportunities and, in particular, plenty of freight movements. Ian also showed images from the Society’s visit to Dresden this year including the steam festival and exhilarating video coverage of parallel steam running on the main line which drew gasps from the floor as first the train edged a head and then the heavy freight loco would creep up on the adjacent line and pull slowly past the open windows as everyone on board tried to record a piece of the action.. Also this year Ian had made a further visit to Germany with Society member John Howie with visits to Cologne West, Bremen, Hamburg Harburg and Bad Bentheim among others to add to his colourful European picture collection.
For his ‘home’ selection, it was clear that Ian has his ear to the ground and his finger on the pulse as we saw new trains in service, unusual workings, liveries and locations galore, steam specials, trains on test, visits to heritage railways and more. You could not have asked for a more comprehensive and complete selection. Add to that the consistent high quality of the images Ian presented and a thoroughly enjoyable and entertaining session was guaranteed. Ian’s shows never disappoint.
7 November 2018
Annual Photographic Competition
With over 150 entries overall there was plenty of choice at tonight's meeting when members were selecting their favourites and yet only one shared place, the joint second place taken by three entries in the Metros and Light Rail category. Many thanks to David Brace for collating all the images and managing a successful evening.
Overall winner of the Steve Sachse Trophy 2018: Tony Wright
1st: Tony Wright;
2nd: Andy Fewster;
3rd: Richard Stumpf
Infrastructure and Miscellaneous
1st: Wally Stamper;
2nd: Sandra Brace;
3rd: Howard Ray
1st: Andy Fewster;
2nd: David Brace;
3rd: David Hinxman
Metros and Light Rail
1st: Wally Stamper;
2nd=: Sandra Brace, Howard Ray, Roger Smith;
3rd: Alison Bown
24th October 2018
A Tour de France By Narrow Gauge with Mike Bunn
Mike opened this, his third presentation to BDRS, with a map that reminded us of the size of France and the enormous number of railways that existed there at the zenith of the age of the train. Of particular interest was the line drawn from North East France down to the South West. To the West of that line the terrain is mainly gentle rolling country with principal railways being of standard gauge and secondary routes, in thinly populated areas ,being laid in metre gauge. Metre gauge was used to connect towns on the main lines to market towns in rural areas or sea-side towns.To the East of that line drawn on the map the terrain is much more mountainous and most lines were constructed in metre or 60cm gauge. By 1870 the capability of 60cms to carry freight and passengers had been established by the narrow gauge railways in Wales, the Tal-y-Llyn and Festiniog Railways being the pioneers in narrow gauge railway construction and operation.
Mike then moved on to a description of the products of the Decauville company who specialised in track, locomotives, and stock for the narrow gauge. Their name came into prominence in Paris in 1889 when the Eiffel Tower was opened and Decauville built a narrow gauge railway that ran along the bank of the Seine and round by the Eiffel Tower along the Champ de Mars during the 1889 Paris World Fair. This line carried over 6 million passengers and established Decauville as the most successful manufacturer and operator of 60cm railway equipment.This was of greatest significance during the first world war when temporary track was laid and 60cm gauge locos and tractors hauled armaments and ammunition right up to the front lines of the conflict. At the end of the war there was a vast quantity of surplus equipment, a lot of which found its way onto narrow gauge railways elsewhere. After the first world war ended the railway system declined in France much as it did in the UK and by 1950 most steam traction on the smaller gauges had been replaced by diesel railcars and many lines had been closed .
Most of the first half of the evening was devoted to the smaller gauges but after the interval Mike shifted his attention to the metre gauge lines The best known metre gauge line is probably Le Chemin de Fer de la Baie de Somme, popular with British enthusiasts as it is only just across the English Channel. By 2016 only 5 lines of metre gauge were still open and these are essentially operated as “heritage” lines rather than running to fulfil their original purpose. It was interesting to learn that local authorities are sometimes keen to keep their heritage lines open as an attraction to their district and are even known to invest money in them to this end.
This was a very wide subject to cover in a single evening and it was, therefore, inevitable that there would be only the briefest glimpses of the many lines featured. Mike has a wide knowledge of his subject and it is to be hoped that he will return to give us an in-depth presentation on one of the several lines that members have been out to visit in France.
10th October 2018
Steaming through Sussex with Bill Gage
A first timer at the Society, Bill Gage, former Deputy County Archivist at West Sussex County Council, was welcomed with a very good turn out by members. We had been given advance notice of his need to finish at 9.30pm for a train home but he still got in all the topics he had promised. His train, however, failed to appear as he joined me and others from the Society heading south close to 10.00pm. He was going to be home much later than he had anticipated.
His presentation centred largely on railways in West Sussex and, given his career, he had had access to much of historic interest by way of photographs, articles and other publications: the replacement of the bridge over the River Arun in 1953 for example, Drayton Station being used by King Edward VII for getting to Goodwood races, the original overhead roof at Chichester Station and, in Hampshire, works at The Hard in Porstmouth, Portsea viaduct and more. In similar cross-border vein Bill treated us to video of the Hayling Island branch and AIX terrier no. 32661 in action. The film was scheduled for inclusion in the next West Sussex County Council railways DVD series but this remains to be progressed. Bill then touched on Brighton sheds, a boiler explosion at Lewes in 1879, a runaway at Petworth in 1859,the two stations originally at Midhurst, the Royal Train at Singleton, a photograph of a throng of onlookers at an accident at Cocking in 1904 - the photograph revealing that the wearing of a hat seemed essential! Then there was Queen Victoria's funeral train, hauled fom Fareham to Victoria by LB&SCR Class B4 no. 55 Empress, this being the first and only time that she travelled on the LB&SCR apparently. In conclusion Bill talked about the Selsey tramway and showed rare footage of one of the tramway's railcars entering Chichester in the 1930s. What foresight by the person holding the camera and now secured for posterity along with much of the other material to which Bill had access in the West Sussex County Record Office.
It became apparent that he has other rail related presentations up his sleeve and, from the applause he received at the end of this talk, it seems highly likely that we shall see him again at some time in the future. Quite a character full of facts and many amusing anecdotes. It soon became apparent that his generalist approach meant that technical questions were not the order of the day.
26 September 2018
GWR Camp Coaches with MIke Fenton
Mike had had his book on GWR Camp Coaches published in 1998, more a social history of the 1930s than a railway book. Starting with a blank canvas, Mike had worked hard to compile information on his subject including placing advertisements for people who had taken part in camp coach holidays to contact him with their stories and photographs. This approach had met with a mixed response from area to area within the GWR but from among the replies there had been a number of very detailed and informative contributions.Mike’s talk was well illustrated with copies of promotional and advertising material and an abundance of snaps from families whose family holidays in the 1930s centred around a week on a GWR camp coach: nannies, cooks and the children in the camp coach whilst mummy and daddy found peace in their tent a short distance away; groups of teenagers enjoying a holiday by the sea before entering the world of work: three generations formally posed outside their coach for a photographic record; station staff doing their utmost to keep their tenants happy, all facilitated by some forty camp coach locations around the GWR. As the Second World War approached, however, demand for camp coach holidays declined. The threat of war caused many prospective holidaymakers to cancel bookings as the level of uncertainty increased and as time went on all the coaches were requisitioned by the Government. Post war, holiday patterns changed and, despite promotional publicity shoots, camp coach holidays never really recovered. Some sites stayed in use, such as Dawlish Warren, but most closed whilst some accommodation can still be found on heritage railways for volunteer use.
12 September 2018
That was the Year that was -1966
It was a pleasure to welcome back Geoff Plum who, in December 2016, had delighted us with his impressive pictorial record of our railways in 1967. We were anticipating more of the same tonight as he took us through the highlights of his pictorial record of 1966 and were not disappointed. Holding down several paper rounds in the 1960s, he had been able to save enough money for a good camera. Film was not cheap either. Here was a man on a mission.
Geoff started his year on the Great Central and Metropolitan joint line at Chorley Wood and Bourne End, close to home. At the time he was also volunteering on the Ffestiniog Railway and, in February 1966, we saw how primitive the railway’s operations were. We then spent time at Crewe works where Geoff’s father was working replacing ancient, life expired boilers and pipe work. How times have changed. Rail tours featured heavily given that the end of steam was quickly approaching with trips to the Longmoor Military Railway (so popular the tour was rerun a couple of weeks later) and the Somerset and Dorset whose days came to an end on 6 March 1966. A visit there later in the year presented a picture of emptiness and desolation. With WCML electrification came promotional cheap fares out of Euston, an opportunity not to be missed. Photographs of the dying embers of steam at Crewe, Chester and Birkenhead were the result.We visited the fledgling Bluebell Railway, called in at Robertsbridge and saw A1X 32650 at Rolvendon followed by trips to London Waterloo for an LCGB tour with Green Arrow from the LNER which failed, a return volunteering session at the Ffestiniog, the Pennines, Skipton shed, the Settle and Carlisle, Oxenholme, Tebay, Carnforth, Blackpool trams and the Great Little Trains of Wales before finishing where had begun, back on the Great Central and Metropolitan Joint lines and an unfashionable de-icing unit at Rickmansworth.
What a night of nostalgia and a brilliant selection of images to whet our appetites for another session in the future. Geoff did admit to doing a presentation on 1965 so we must wait and see. Personally the only paper round I ever did was one week as cover for my brother. Perhaps that is one of the reasons why I have to rely on my memory rather than any photographs of my own from that time.
22 August 2018
The Royal Arsenal Railway with Ian Bull
Ian mentioned at the outset that he had researched the Royal Arsenal and its railways over many years and, as the evening progressed, his depth of knowledge became very apparent. In a talk laden with history both home and abroad, He was fluent, lucid and very listenable with a wide selection of images for illustration.Located in south east London and stretching for some three and a half miles along the banks of the River Thames, the Royal Arsenal would have been 500 years old this year, 500 years and 34 days to the day of our meeting to be precise such was Ian’s grasp of his subject. It was, naturally, a highly secret location given that it was the headquarters of the UK's ammunition production. Towards the eastern boundary individual magazines were located a safe distance from one another with several close to the waterside. A risky situation given that much of the site here was 6 to 12 feet below sea level! To the west lay the heavily built-up part of the site where plenty of hazardous work went on handling explosives, making ammunition and so on. Buildings and walkways had been carefully constructed to avoid sparks. At its height around WW1 the Arsenal comprised 1,100 buildings and employed 75,000 workers excluding military personnel.
In 1824 the first railway serving the Arsenal appeared but these early plateways soon floundered. It was not until 1859 that the South Eastern Railway built a standard gauge branch into the Arsenal and so began the multi-gauge system that would serve the Arsenal until its closure, 18" gauge track being laid extensively after narrow gauge systems had proved so beneficial for the movement of armaments, goods and personnel in the Crimean War and other military campaigns. Some 1ft 111/2" narrow gauge track also existed at the site. The first narrow gauge loco to arrive was a Manning Wardle, the number increasing soon afterwards from that source and Hunslet who together formed a cartel. More locos were supplied by Vulcan Foundry and Hudswell Clarke. There was also a considerable number of standard gauge industrials. By 1880 the system extended to 30 miles. In response to the failed Sudan campaign more powerful locos were built and by WW1 petrol locos appeared, a significant safety improvement, together with more efficient telephone signalling. Given the heavy loads carried by the railway the narrow gauge track was heavy duty. Although at its zenith during WW1, post war the railway soon fell into decline and locomotives and rolling stock began to be sold. Somehow the site escaped damage during WW2 despite its proximity to the capital. The decline continued, however, and steam motive power disappeared in 1954 replaced by diesel traction but this did not delay the inevitable: the remaining narrow gauge lines closed in 1966 and the standard gauge system closed when munitions manufacture at Woolwich ceased in 1967.
Is anything left? Well the site has largely been redeveloped but parts of it can be accessed. On the rolling stock front, work is proceeding with the aim of Avonside 0-4-0T 1748 of 1916 'Woolwich' returning to steam. Ian could give no timescale for this but was clearly heavily committed to literally getting the loco back on track. Someone afterwards used the word ‘inspirational’ for Ian's excellent presentation and I would not disagree.