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NRS NL 61-3 first published June 2016

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Published by Norfolk Railway Society, 2018-12-14 13:03:01

NRS NL 61-3 May-June 2016

NRS NL 61-3 first published June 2016

Norfolk Railway Society

Founded 1955 www.norfolkrailwaysocie
Volume 61 No. 3 May/June 2016


news from railways in and around Norfolk

National Network


Norwich Long John Hill underbridge:
Closed to road traffic since May 2015 the
pedestrian route beneath the bridge has now
been closed as preliminary site works have
commenced. In early May site offices were
placed in position behind the Barrett Road
houses and the road cutting slopes on the
down side have been excavated away.

On 22nd April the EDP reported that the

bridge will be replaced over a 3 day period

at the end of August Bank Holiday but a

further month’s work will be needed before

the scheduled re-opening of the road on 30th

September. The EDP stated that the
“process had taken so long as engineers had The EACH Express shatters the rural peace near Lakenham as 37405 thunders
past on 30th April (Mike Fordham). See report on page 8.
to work on designs for the bridge’s

reconstruction while the bridge deck

replacement was being worked on at a separate site”. In this discharge wagons normally seen. The box wagons have to be
age of computer aided design, structural engineers of the unloaded by grab and a mini mountain of stone has now
past must be shaking their heads in disbelief! appeared at the swingbridge end of the site. Unusually 66158

was noted working the new rake of wagons for three

Norwich Northern Distributor Road: consecutive weeks in late April onwards.

With construction of the NDR now under way it appears that

additional aggregate traffic is now handled at Trowse and

Riverside Yards. At Trowse, now operated by Lafarge Tarmac

following further amalgamations of aggregates construction

businesses, the appearance of a brand new rake of 100t JNA

bogied box wagons in Tarmac livery is a welcome change

from the historic Redland 45t and 100t RMC bottom

In This Issue 1

Track Report
National Network

Heritage, Narrow-Gauge & Miniature 4

Away from the Tracks 4

Pick-up Goods 5
NRS News
Tarmac’s new JNA wagons at Trowse on 11th May (Peter
13 Adds).

Feature Take a seat:

GEML Resignalling - Late 1980s/Early 1990s 14 News must be thin on the ground as AGA proclaimed during
(Rod Lock)
Working Timetable May that they have finished replacing/increasing the number

15 of platform and waiting room seats across their network to
improve the waiting experience!



On your bike at Cambridge: (including 156402 promoting Norwich’s Chapelfield shopping
In connection with property redevelopment beside Cambridge centre) have been removed.
station, a new £2.5m CyclePoint providing space for 2850
cycles has been completed. AGA have applied promotional bodyside vinyls (featuring only
a dark grey banner with “Ride the Wherry Lines” script with no
90001 – 90015: “picture”) on 156409 to promote those routes and similar
As at 17th May, 90003 represents the only AGA Class 90 to branding is to be applied to other 156s promoting the Bittern
retain its historic (part National Express) livery. The remainder Line (unveiled at Cromer on 26th May), the East Suffolk line
of AGA’s 90s (90001-15) now carry the AGA white livery as and the Marks Tey-Sudbury route.
does the majority of the Mk3 fleet with internal refurbishment
on-going (the loss of 50% of the w.c’s to accommodate Two stations are adorned in large full colour photographs –
electrical equipment has been noted to create queues on Thetford promoting Breckland and Hoveton & Wroxham
some services but this reduction in w.c’s does not seem to promoting the Bittern Line and the Broads.
have attracted media comment!).
Mile End Yard:
Advertising liveries: In the July 2014 update (NRS/NL 59/4 p.1) it was reported
Apart from 170208 which carries full bodyside vinyls that the former Mile End Yard sidings, situated on the Up side
promoting Breckland all previous AGA promotional liveries as one approaches Bethnal Green junction from Stratford, out
of use for some years, were being recovered (the London end
Norfolk Railway Society headshunt was removed during April 2016 apart from the
(Founded 1955) buffer stop). The sidings were used for many years for the
receipt of rail-borne sand from quarries in East Anglia -
President: Ken Mills, Esq. including from Coltishall 50 years ago! The operational use of
the depot was probably compromised by high rise residential
Committee and Officers 2016-2017 Telephone development surrounding it. Since that date the site has been
hidden behind hoardings with building activities of an
Chairm an Ray Halliday unknown nature taking place. The main line and the Up side
Yard are carried on a viaduct formation with the arches
Vice Chairman Brian Kirton beneath previously let to commercial tenants. The removal of
the hoardings has revealed that the viaduct structure
Past Chairman & Brian Cornwell previously carrying the Goods Yard area has been largely
Outdoor Visits removed to ground level and given the exceptionally high
price of residential properties in the London area residential
Secretary & Andrew Wright development may be the next step.
Web master
Treasurer John Laycock The following details can only represent a small sample of the
incidents occurring given that your scribe is not a subscriber
to the daily Control Log!

Memb ership Sec Mike Handscomb 30th March: A brake fault on the short set worked by
37405/419 saw the set marooned at Lowestoft for the
Newsletter Editor & Edward Mann remainder of that day and rescue came in the form of 66426
Indoor Programme the following day when the set was recovered to Crown Point.

Pub licity Chris Mitchell 4th April: The Pretendolino set DVT 82126, which never
worked with its sister coach rake with AGA, was towed to
Indoor Programme Graham Kenworthy Derby by 37405. The vehicle has been reportedly sold to
DRS so it may yet reappear in service with the short set in the
Show Day Organiser Peter Willis Norwich area.
The Pretendolino rake of coaches is reported to be going off
—----------------------------------------------------------------------------- lease in July.

Norfolk Railway Society Newsletter 8th April: The 0830 Norwich - Liverpool St was involved in a
Editor: Edward Mann fatality at Bentley, arriving Manningtree 85L where the train
was terminated and returned to Crown Point.
Layout & Picture Editor: Andrew Wright
Sunday 10th April: Collision between train and tractor
Distribution: Graham Smith near Larling
170204 forming the 1203 Norwich - Cambridge travelling at
Please contact Graham if the next edition does not arrive about 80mph collided with a tractor and trailer on a user
by the end of the month of publication. worked level crossing near Larling. The tractor driver was
seriously injured and airlifted to the Norfolk & Norwich
Opinions expressed in any articles are those of the author University Hospital. The train driver and some 6 passengers
and should not b e taken to represent those of the Society. (of the 135 on board - passenger loadings were higher given
Next issue published 4th August 2016 the termination of Norwich - Liverpool St services at
Copy date: 29th July 2016 Ingatestone because of weekend engineering) were injured
as the trailer struck the side of the train. Passengers were
held on the train until transferred to a 158 brought alongside
more than 2 hours later. Train services were suspended for
the remainder of the day.



The leading end of the 170 was severely damaged and the between Hatfield Peverel and Chelmsford (6 miles); the 0705
unit was returned to Crown Point and stood, sheeted over, from Norwich was held at Colchester for 30 minutes
within sight of the main line until the week beginning 17th May (Liverpool St 39L), and the 0740 from Norwich was cancelled
before being removed. on arrival at Colchester. In the opposite direction the 0730
Liverpool St - Norwich passed Shenfield on time but was 62L
The EDP once again got its wires crossed when reporting the at Chelmsford and 76L at Norwich. The 0755 Liverpool St -
collision, stating that the train driver had to obtain permission Norwich was 15L at Shenfield - and by coincidence reported
from the signaller!!! 62L at Chelmsford and 76L at Norwich.

5th May: A day of infrastructure problems starting with
Brandon - Thetford with a further signal problem between
Dullingham and Cambridge causing the 1420 Ipswich -
Cambridge and 1544 return being cancelled. The 1444 ex-
Cambridge started from Newmarket. A points failure at
Cromer saw the 1445 ex-Norwich terminated at North
Walsham and the 1447 ex-Sheringham starting from there.

The accident-damaged 170204 at Crown Point on 11th May Sunday 8th May: An afternoon of very considerable
(see report on page 2) (Peter Adds). disruption on the GEML and a Lifeboat summoned
An interim RAIB report confirmed that the tractor driver The Electric /Slow lines south of Shenfield were under an
correctly telephoned Cambridge PSB and was then engineering possession with all services running on the Main
erroneously given permission to cross despite the train lines. The 1305 Liverpool St - Shenfield TfL service was
concerned approaching at speed. found to have pantograph damage when it arrived at
Shenfield which had damaged the OLE between Romford
11th April: The 0912 Cambridge - Norwich was involved in a and Shenfield. The following 1330 Liverpool St - Norwich was
fatality at Intwood ahb. Following services terminated at effectively trapped in the rear unable to proceed past the
Wymondham and Thetford. damaged section and it is believed that after delay the service
returned to London. London bound services were terminated
14th April: Following a torrential thunderstorm south of at Shenfield, Chelmsford or Colchester. The first service from
Norwich a drainage pipe, reportedly from an adjacent field, London towards Norwich was believed to be the 1940
flooded the railway near Palgrave ahb just south of Diss Liverpool St - Ipswich (Real time trains did show this train to
station. The 1400 Liverpool St - Norwich was terminated at have been delayed by 174 minutes by Gidea Park and 211
Stowmarket with the ecs returning to Ipswich Yard. The minutes by Manningtree but this cannot be verified).
following 1430 was held at Ipswich for 51 minutes, departing
60L and arriving Norwich 74L. The 1500 Liverpool St - Society member Ian Viney arrived at Liverpool St in time for
Norwich arrived a mere 58L! The errant pipe has since been the 2030 departure but had to wait for the first direct service
renewed in an improved way to prevent a recurrence. to Norwich at 2330. This departed 21L and arrived Norwich at
0212, 36L.
15th April: An evening points failure at Cromer necessitated a
train from Norwich having to set back towards North Walsham Even if suitable trains could be found for diversions via Ely
where passengers for Cromer, West Runton and Sheringham this was not possible as engineering work in the Cambridge-
were led to believe that a road replacement service would be Ely corridor saw bus substitution all day, initially between
provided. This could not be sourced and the train returned to Brandon to Ely/Cambridge and from 1630 from Ely. EMT
Norwich where road transport was available. Some services were substituted by buses to/from Norwich and
passengers were disgruntled by a 3 hour journey experience Peterborough all day.
and complained that had they been allowed to leave the train
at Roughton Road they could have reached their destinations No train, so summon a lifeboat! The EDP reported that the
very much quicker! (Quite right, too, Ed!) Coyle family, with a 3 year old and a 3 month old, ventured
out to Berney Arms by train to enjoy the isolated (reportedly
23rd April: The 1200 Liverpool St - Norwich experienced some 5 miles from the nearest public highway) delights of
technical troubles, losing time throughout its journey Berney Arms/Breydon Water. Their return train to Great
departing Ipswich 55L. The return 1430 London service was Yarmouth due at 1400 was diverted via Acle because of a
cancelled. points failure. The Help point (reportedly operated by staff
based overseas) advised train delays because of signalling
25th April: A points failure at Chelmsford necessitating issues. When the next service did not appear the Help point
London bound trains to run wrong direction through the responded that the train had run and arrived at Norwich on
station caused significant disruption to the morning peak- time (see NRS/NL 60/5 p.11 for precedent - Ed). The
hour service. The 0648 Norwich - Liverpool St lost 29 minutes family’s patience was exhausted by this time (about 1700)
and,via the police, the Hemsby Lifeboat was summoned
which arrived at 1815, transferring the family to Burgh Castle
from where they were taken home in a lifeboatman’s car.(It’s
only good fortune that the lifeboat was not in the North Sea -

For those wishing to “enjoy” the delights of Berney Arms the
Public House is now on the market at £140,000.

13th May: A fatality near Brundall Gardens involved the 1236
Norwich - Yarmouth worked by the Class 37 short set.
Services were disrupted for almost 2 hours.



18th May: Disruption was caused by signal problems between departing 62L and arriving Stowmarket 71L. New cabling was
Thetford and Lakenheath. The 0840 Norwich - Cambrdge observed being installed at Haughley Junc.
was 1L at Thetford and 48L at Ely. The 0912 Cambridge -
Norwich left Ely 11L and was 36L at Thetford. Given the late Starting with the 0920 from Ipswich to Cambridge all Ipswich
running of the 0840 from Norwich the 1012 return was to Cambridge and Peterborough services were cancelled until
cancelled and substituted by an additional 1045 from the 1320 Ipswich - Cambridge. The 0844 from Cambridge
Cambridge. passed Chippenham Junc on time but was then 94L leaving
Bury St Edmunds, 106L at Stowmarket and 126L at Ipswich.
20th May: A reported track circuit failure in the Haughley Junc The 1044 from Cambridge fared a little better being only 41L
area saw the 0700 Liverpool St - Norwich service terminated at Bury and 77L departing Stowmarket.
at Stowmarket with the following 0730/0755 departures
incurring 65 min. delays before arrival at Norwich. The 0830 Normal services were restored about 1300 but the 1300/1430
from Liverpool St was terminated at Ipswich and the following Liverpool St - Norwich services were cancelled in reaction.
0900 from Liverpool St was on time at Colchester; Ipswich
23L; 63L departing Stowmarket and losing 47 minutes to 23rd May: Yet another fatality, this time involving the 0811
Haughley arriving Diss/Norwich 114L. The 0930/1030 from from Stowmarket to Liverpool St between Manningtree and
Liverpool St were cancelled. The 1000 and 1100 from Colchester (147L). Severe disruption occurred until the line
Liverpool St arrived Norwich 81L and 38L respectively. re-opened some 3 hours later.
Peter Adds
In the London-bound direction Norwich departures fared a
little better in timekeeping but the 0900, 1000 and 1100 were Lea Bridge re-opening
cancelled. The 0930 was 51L at London and the 1030
Norwich - Liverpool St departed 11L (formed off the 0730 ex- The new station at Lea Bridge, between Stratford and
Liverpool St 67L) and was then held at Diss for 50 minutes Tottenham Hale, re-opened on 16th May. Cost was a mere
£11.6M. The old station closed in 1985.(Peter Adds)

Heritage, Narrow-gauge and Miniature

Douglas Horse Tramway

If your holiday plans include the Isle of Man, better take in the
Douglas Horse Tramway while you can. It is running for the 2016
season as a temporary arrangement by the Isle of Man
government. Operation thereafter is uncertain.

Away from the Tracks

Another satisfied customer!

The NRS Archive contained not just books and documents but a
great many photographs too - most loose, but some in albums.
Members have had the opportunity to buy them at meetings and
the NRS Show, and I’ve sold a lot of the residue on eBay.

When several photos show similar subjects, it’s often easier to
sell them together as one lot. When I found that we had just three
postcard-sized views from Lincolnshire - one of a junction at
Spalding and two of Cowbit station - I offered them on eBay as
‘Railways at Cowbit and Spalding, Lincolnshire: 3 photographs’.
[All the views are of Cowb it past and post-closure except that the
b ottom right view is of Spalding, looking north.]



They were bid up to £8.50, and the buyer turned out to be the re-rendered every ceiling and wall in the house. Determined
owner of Cowbit station. Cowbit (locally pronounced to preserve as many as possible of the original features
‘Cubbit’) lies 3¼ miles south-east of Spalding, on the from its time as a station building, they also set about
southern end of the GN&GE Joint. BR closed the station to refurbishing original windows and polishing the fireplaces.
passengers in 1961, and the March - Spalding line saw its
final freight train in 1982. Peter was delighted to have won the NRS’s photos, as he’d
seen neither view before. As Richard Adderson remarked,
Peter Simpson and his wife Sarah bought the station in “another nice story – and another individual who has
2010. Since then they have stripped walls, installed central benefited from the disposal of the archive.” (MH)
heating, pulled down crumbling lath and plaster walls and

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A miscellany of news and members’ contributions

Recently at the URC Hall manage 75 m.p.h. but they have very good acceleration.

The Vivarail Class 230 or D – Train Project After a lengthy Q & A session Andy was heartily thanked for
(Andy Hamilton - 17th March) his presentation.

It isn’t often that our speaker arrives from an afternoon’s “Killin to Kingswear - a 1960s Black & White
sailing (he lives at Ranworth), but Andy did just that and he is Night” (Ian Krause - 21st April)
also the owner of a boatyard at Upton for good measure!
Thus we were privileged to welcome Ian Krause, well-known
He has been a career railwayman, joining B.R. in 1986 as to many of us as one of the leading railway photographers of
one of their last sponsored students, and he spoke highly of the late 1960s.
the training he’d received. Although a qualified electrical
engineer, in practice he has been more of a mechanical Ian’s show provided pictorial coverage of steam on the British
engineer, going to Old Oak Common to oversee its closure. Railways system between 1961, when he first started to
He has worked at Chiltern Trains under Adrian Shooter and photograph trains, and 1968, when the last steam
specified and bought Chiltern’s Class 168s. They had also set locomotives were withdrawn from service. Living in Kenton,
up the lamented Wrexham & Shropshire company. he was within easy travelling distance of the West Coast and
the Great Central main lines, both of which were well
He believed the 168s successor Class 172s were getting too represented in his early photographs, whilst the Great
heavy (50 tons) and too expensive (£2M). It had been Western shed at Old Oak Common was no distance away.
Adrian’s idea to turn D-stock into DMUs as it offered a cost- Equally, he was well placed to travel to all corners of the
effective way of supplying new DMUs to replace the Pacers country to watch and photograph railway activity and, on top
and Class 15xxxx which were prone to corrosion. Rail usage of this, had strategically-situated grandparents in the
was growing at 6% annually and they believed low first-cost Newcastle area. We saw pictures from his early holidays in
vehicles which spent less time in depots would appeal to the West Country, reached on a Vespa scooter, and there
operators. was still plenty of steam in evidence, despite the onset of
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 The early years of the decade saw trips to most parts of the
bogie. In the 2000s LUL thought they were good for another UK where steam locomotives could still be found. There were
20-25 years and had them re-bogied. However, LUL got several visits to Scotland, where we saw Pacifics on main line
some extra money and decided to modernise with S-stock. express workings (and one A2 on a long goods train), and in
contrast explored secondary lines, particularly in Fife and
Vivarail have bought 225 vehicles which are already around Alloa, and marvelled at the amount of heavy coal
approved to run on NR. The existing bodywork will be traffic which the railways handled. Whilst he covered most of
retained but everything else will be new. Power will come the country, Ian obviously had a special affinity for the north-
from 2 Ford Puma engines. The units will need some east, and particularly enjoyed telling us about his pictures
modification as some requirements did not exist on LUL. For taken in the coalfield, where J27s and Q6s, all of them fifty-
example, LUL have no level-crossings and the front end is plus years old, busied themselves on a seemingly endless
very flimsy. After strengthening, a test unit stood up very well stream of trains of coal from the collieries and return empties.
to colliding with a heavy water tank.
Whilst the content was interesting, it was the quality of the
Interesting facts emerged about the engines - a new one cost photography which really made the evening. The earlier
about £3,500 v. £35,000 for a Cummins; a D-78 engine pictures showed what could be done within the limitations of a
change could be done in 10 minutes v. 8/9 hours on a fairly cheap camera, and included station scenes, shed
Turbostar! They also score on fuel consumption and scenes and trains in the countryside. There were loco sheds
emissions. in all their variety, ranging from single road structures big
enough for just one loco at places like Bude and Killin; there
They hope to test a unit between Evesham and Moreton-in- was Barnstaple Junction, which had all but collapsed, and
Marsh in May and possible uses could be the Greenford Hasland, where a single wall protected the engines from the
branch, Cornish branches and Coventry - Nuneaton. elements. Then there were the big city sheds, often
photographed from inside, where beams of sunlight
Their top speed is 60 m.p.h. whereas 15xxxx and Pacers can 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


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develop as the decade progressed. Gradually we were “winner” in the way the others did not. Many thanks go to
seeing more people in the pictures, and notably one view at David Pearce for facilitating Ian’s visit, and to Andy Wright for
Bodmin North with an ancient platform barrow in the operating the projector.
foreground, beyond which the crew of a 2-6-2T stood
watching their engine simmering at the platform. And then “Stations and Structures of the Midland &
there was the picture featuring a railwayman, half-hidden in Great Northern Joint Railway - Part 2 –
drifting steam, cleaning ashes from the smokebox of a grimy
Q1 at Guildford, which, as David Pearce commented when Norwich to Peterborough and Little Bytham”
introducing the meeting, brought our speaker’s photography (Nigel Digby – 5th May)
to prominence when it appeared on the front cover of Railway
World. Nigel opened his presentation with a few words and images
about the signalboxes. The contractors - Wilkinson & Jarvis -
After the break, we were treated to pictures dating from mid- provided their own design, and these were to be found from
1965 onwards. By now, Ian had purchased a better camera, Norwich City to Gayton Road. We also saw the lofty Eastern
and had also met Colin Gifford, quite by chance, when they & Midlands box at Cromer Beach, which would sway when
were both travelling on an express out of Waterloo. The two the winds blew off the North Sea, but it was replaced in the
would have several trips and outings together over the next early 1920s. Midland Railway boxes were to be found from
few years. South Lynn to Peterborough, whilst from Sutton Bridge to
Bourne it was GN boxes. There were even a few colour light
As the months went by, steam was eradicated from more and signals at South Lynn and near Spalding. He then moved
more parts of the country, whilst in other areas the Beeching quickly through permanent way, civil engineering and lineside
Report ensured that there would be no railways at all. As a features before starting his review at Norwich City station -
result, Ian’s photographic expeditions came to be centred in the original was destroyed during wartime air raids.and a
the north-west, where sheds like Rose Grove, Bolton, prefabricated structure replaced it. He drew attention to the
Carnforth and Lostock Hall continued to house an ever- two towers - the western one contained the stationmasters’
reducing number of steam engines. house until the 1930s, but less was known about the eastern
tower, which was thought to have been used for storage. The
The pictures from these last years concentrated on catching goods yard was kept busy well after passenger closure and in
the steam locomotive, by then down to a mere handful of his tour of the yard mentioned that some 90,000 tons of coal
classes, in its often grimy environment. So we were treated were handled annually in the 1960s. There was an imposing
to distant steam engines with cooling towers rising from the stable block near Heigham St.
mist, to a train completing a panorama of 1960s Halifax with
mills and factory chimneys in abundance, and a spontaneous Hellesdon station had closed from 15th September 1952, and
shot of a couple of children clambering on to a roadside fence he suggested it might once have been a ticket collection
for a better view of a distant train. Then there was a traffic point. We saw that Drayton’s nameboard had once read
policeman directing the passage of a freight through “Drayton for Cossey” (sic). The small stations to Melton
Birkenhead Docks, a Black 5 on a viaduct dominating a street Constable produced a wide variety of enamel signs, and by
scene which only needed Ena Sharples to be straight out of Melton Constable we had learned that Nigel favoured goods
Coronation Street, and cars parked on the mudflats of the yards over passenger facilities.
Kent estuary as their occupants enjoyed their picnics,
oblivious of a steam hauled train passing over the distant The grandly-named Raynham Park was illustrated with its
viaduct. And when the photographer ventured into the then-new luggage room (for visitors to Raynham Hall) and
countryside, there was no time to wait for another day when tariff shed from around 1900. It is, apparently, one of the best-
the sun might be shining, so he had to photograph the Long preserved M&GN stations, with the platforms, buildings and
Meg to Widnes freight in a blinding snowstorm at Ais Gill. I signalbox well looked-after. Massingham was the temporary
could go on….. terminus of the line eastwards from Lynn, and Nigel then
dwelt upon Hillington (for Sandringham). It was an estate
The end was inevitable, and 4th August 1968 saw one final village, which meant that there was very little accommodation
burst of activity, with a number of steam-hauled railtours for railway staff, so the M&GN built 2 pairs of cottages in
running around Lancashire on various itineraries. It turned out 1914. It also benefited from a “Royal” waiting room, and
to be something of a shambles, with trains running late and seemed to have been popular with King Edward VII when
the photographers totally confused as to what was coming Prince of Wales. The London newspapers destined for
next, and from which direction! The talk ended with pictures of Sandringham came here on the first train from Peterborough.
the “15 Guinea Special”, which marked the end of B.R. steam
a week later, and featuring the crowds that turned out to see Gayton Road is “lost” today, but Nigel said some locals
it. denied the existence of a station! The history of this part of
the line is not straightforward, double track having replaced
All in all it we enjoyed a memorable evening of photography, the route via Bawsey, but at least we saw Gayton Road in
presented in a concise, witty and informative style. Many better times.
thanks are due to all involved in making it possible. (Richard
Adderson) There was a short-lived branch from Salters Road on the
Hunstanton line to Austin St King’s Lynn, behind the M&GN
Editor’s Note: The stunning print of the grimy Q1 at Guildford, offices. However, it was not clear if any traffic, beyond
which won the 1966 Railway World Photographic contractors’ traffic, ever used the branch as a serious dispute
Competition, brought these comments from the judges: “This with the GER & the King’s Lynn Dock Co. ensued. The tracks
picture offers that ideal combination of atmosphere, animation were taken up after about 2 years. Nigel explained it very
and a strong sense of ‘railway’. Balance and print quality are well, but those interested are best referred to his book.
both good.” The Top Ten photographs were published in the
February 1966 Railway World, and the photographers Ian South Lynn marked the start of the Western Section and, as
beat included such as Malcolm Dunnett, W.J.V. Anderson. well as seeing something of this important station, we learned
Dick Blenkinsop and Ivo Peters, but Ian’s photo shouted that its imposing goods shed survives as the largest M&GN


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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 JS909, visiting from the Swiss Brünigbahn (above) and 99 6001
Waveney Valley line, also designed its buildings. There visiting from the Harzquerbahn at Wernigerode (below) (Andy
were some odd names on the way to Bourne - Counter Wright).
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

His presentation was much appreciated, and thanks to
Andy Wright for operating the projector.

CFBS Fete de la Vapeur en Baie de Somme

On Thursday 14th April, at an unearthly hour, little groups
of NRS members, wives, and hangers-on, assembled at
bus stops and street corners around Norwich and
Poringland to wait for Spratts' coach to appear for this
epic jaunt. Several of us who had been before were well
aware of what a treat we would miss if we did not go,
and this short resumé is meant to whet your appetite,
make you realise what you missed and get you to mark
your diaries for 2019 (TBC), as well as look forward to
the extravaganza which awaits when a full photo session
is arranged for next season.

Although foggy to start with, the sun gradually emerged so we saw the extra high wire fences bordering the road, as
that by the time we had coffee at Colchester services it was well as additional police everywhere, passing the migrant
becoming a warm day. On down to Dover there were no camp which is being pushed back so as not to border the
hold-ups until we got to the port and discovered that we had dual carriageway. Then we proceeded to the main road
to get off to go through passport control (a recent innovation) south via Boulogne, followed by a toll-motorway which soon
while a dog inspected the coach itself! brought us down to the Somme estuary. As before we
headed straight with the coach to St. Valery Canal, the shed
Once on the boat we had a meal and time to enjoy the and works for the operation, where we knew from
sunshine before returning to the coach. Upon leaving Calais experience there would be arrivals from other railways by rail
and lorry, as well as last minute attention to the home fleet
on paint and brass-work, involving a large contingent of
ladies and children who were very keen to make their mark.

Among this year's visitors were a 2-6-2T from the
Harzquerbahn at Wernigerode, Germany, an 0-6-0T from the
Brünigbahn in Switzerland, a Norwegian 2-6-0 and tender
from the Kent and East Sussex Railway, of course in
England, and a home grown NORD 230D, the last two being
standard gauge. Back in SNCF days there was always a
third rail (in fact fourth as well) straddling the metre gauge
as far as St. Valery to enable standard gauge freight to be
delivered, and this has been maintained by the
preservationists, making the railway unique in French
preservation now that the dual gauge section of the Vivarais
into Tournon has been removed.


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(Norwich end). All the vehicles had been supplied by
Direct Rail Services (DRS) and were looking smart and
shiny. The train was fully booked and I was in coach A
directly behind 37405. Both locomotives were sporting
a headboard “EACH Express”, one of which was to be
raffled, and two lucky winners had bid their way onto
the footplate on the journeys to and from Ely.

The train left on time at 1015 and we were soon on our

way down the Wymondham/Thetford line. This was, as

far as I can remember, the first time that I had travelled

non-stop between Norwich and Ely. I say non-stop but

unfortunately because we were early arriving at Ely we

had to wait around 8 minutes before platform 1

became available. We finally arrived at Ely at 1118, still

two minutes before time, and then had a 37 minute

wait before we returned to Norwich at 1155.

The party in front of NORD 4-6-0 230 D9 at Noyelles (Andy Wright I became aware during the trip of how technology has
courtesy of Peter Davies). improved the serious travelling railway enthusiasts’ lot
since I used to do it in the 80’s. You can now consult

your mobile or tablet to see why you are being held

When we arrived at the St. Valery shed, I counted no less outside a station! You can also post “stuff” on Facebook to

than 19 units of traction of various sorts and in different prove that you are actually were you say you are. So no

stages of preservation and restoration. Quite a tally for such sneaking off down the pub to avoid the wife or girlfriend!

a small rustic shed in the middle of a marsh, similar to

Berney Arms. Our President was particularly impressed. In The return trip to London started out after lunch at 1333. A

our photographic session we will attempt to show you what trundle out of Norwich and over the damaged bridge at

it is really like. Lakenham then turned into a fast sprint to Ipswich where,

signal checked as usual, the train ran through the middle

Over the ensuing three days we used our Festival Rover road (another first for me), and a powered haul through

tickets to travel on everything we could, from standard gauge Ipswich tunnel gave the full effect of the 37’s exhaust, both

preserved steam to a petrol-mechanical rail-car on 60 cm sound and smell unfortunately. This definitely was a perfect

temporary track, from a Paris Metro train on batteries to 4- cure for a hankering for diesel fumes!

wheeled draisines similar to a Wickhams, on numerous

types of 0-6-0 hauling 4-wheel balcony coaches, and ex A good run through Manningtree, Colchester and

Swiss bogie coaches from the Alps, replaced now by Chelmsford resulted in the train again being early and we

modern rail-cars. Even twin dining cars from the RhB eventually got stopped outside Liverpool Street for several

Glacier Express have retired there in working order! minutes waiting for our platform and arrived on time at 1533.

Both locos were shut down due to the fumes in the station

All these and more were a real delight, unrepeatable on and everyone detrained until 1620. At this point I wondered if

English preserved lines, so we urge you again to come and both of the 37’s would restart as it had all gone very

join us next time. (Graham Smith) smoothly to that point. However I need not have concerned

myself as at the appointed time both of the 50 year old

locomotives started faultlessly and we departed Liverpool

The EACH Express – Brian Cornwell enjoys an Street at 1627 just 3 minutes ahead of 1630 Liverpool Street
unusual journey to Norwich service.

I had been promising myself for some time a trip on Class
37 hauled top-and-tailed sets that have been running on the
Norwich to Great Yarmouth/Lowestoft lines in response to
the shortage of DMU’s. When I saw an article in the EDP
about the planned East Anglian Children’s Hospice (EACH)
special I realised that an opportunity had presented itself to
give to charity whilst getting some Class 37 haulage. EACH
supports families and cares for children with life-threatening
conditions across East Anglia. It has several hospices
including one in Quidenham and a planned development,
“The Nook”, at Framingham Pigot, a mile or so from where I

The special was to run return trips on Saturday 30th April The EACH Express on Lakenham Bank on 30th April (Mike
from Norwich to Ely and with the rarest of opportunities - a Fordham).
run up to London on the GEML to London Liverpool Street!
The train consisted of 37405 (London end), Mk2f’s 5919 8
(TSO), 6117 (TSO), 6046 (TSO), 9525 (BSO) and 37419

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The driver did not “spare the horses” on the initial part of the have run from Longville Junc to Fletton Junc and into
return journey as he had a DVT from the 1630 snapping at Peterborough North or hadn’t the planners got that far?
his heels and we continued to have a non-stop run all the Maybe the diversion of all the additional traffic into
way to Ipswich, where unfortunately a numpty in Colchester Peterborough North was too much to contemplate!
box decided to roll a class 70 out of the yard in front of us. Interestingly, Peterborough Spital Bridge M.P.D. (closed
The driver skilfully avoided a stop in the Ipswich platform 1960) was using its allocation of D16 4-4-0s on Northampton
and we got going again, non-stop to Norwich, arriving on services in 1959.
time at 1821.
My only experience of the Rugby line came in August 1961
I had a very enjoyable day. I didn’t see any other NRS when my parents took me to Chester for a holiday. A Class
members on the train – if you were there and I missed you 31 took the Birmingham service to March, where 44915 took
please accept my apologies! The exercise raised over over. At Rugby we boarded The Welshman (2 class 40s)
£19,000 for EACH and I am sure that this considerable sum which handed over to 45527 Southport at Crewe. Coming
of money will be well spent. home, it was D288 all the way from Chester to Rugby, where
D5512 brought in the Norwich train. On the outward journey,
Ah, Brian, some of us can rememb er when 37s were staple at March, there was the possibility of changing to the 0750
power on London services! Colchester - Newcastle which was routed via Lincoln to

And now Richard takes up the story.

Going West from Peterborough East – Richard To me the line from Peterborough to Rugby was notable in
Adderson & Edward Mann the early 1960s as being part of the route covered by the
0810 (or thereabouts) train from Norwich to Birmingham New
It’s hard to remember that a number of lines once headed Street. Amazing as it may seem in the light of today’s
west from Peterborough. No doubt all was well until road timetables, this was the earliest through train available to
transport became established, but think about the choice anyone wishing to head to the Midlands from Norwich, and
there once was. In the 1960s, in summary, there was connected variously at Ely or March with the Harwich to
Peterborough - Wellingborough - Northampton and Manchester train, allowing travel to more northerly
Peterborough - Market Harborough - Rugby as well as the destinations.
present route via Stamford to Leicester. Two of these routes
lost their passenger services as follows: Looking at things today, this former L&NWR route, together
with the associated Peterborough to Northampton line, would
Peterborough East - Wellingborough - Northampton from 4th appear to be a valuable cross-country east to west link, but
May 1964 after nationalisation it was split between the London Midland
and Eastern Regions. As such it was nobody’s baby, and the

Peterborough East - Market Harborough - Rugby from 6th
June 1966

I suppose we should, for completeness, remind readers of the
M&GN route from South Lynn to Saxby, where it made an
end-on connection with the aforementioned Leicester route,
but the M&GN had closed from 2nd March 1959. Thus, four
cross-country routes had reduced to one in seven years.

Northampton - Peterborough had a sparse service, with a 41219 at Seaton with a push-pull train for Stamford c.1964
near five-hour gap in the afternoon, but Peterborough - (the late Dr. W.J. Naunton, courtesy Richard Adderson).
Northampton was a little more generous. Perhaps the line’s
moment of glory came on summer Saturdays when a train ran Monday to Friday train workings in Summer 1963 over the
from Northampton to Yarmouth South Town via section east of Market Harborough very much reflect this.
Peterborough, March, the Wensum Curve, Lowestoft Central
and Yarmouth South Town, with a corresponding return Westbound:
service. Closure of the Peterborough - Northampton line 0705 Peterborough East to Rugby; 0700 Lowestoft (0810
meant that this train was consigned to history, and Norwich - Norwich) to Birmingham;
Northampton is now a very difficult journey unless you go via
London. 1225 Ely to Birmingham; 1240 Harwich to Rugby (in later
years this ran to Peterborough);
Proposals to close the Peterborough - Rugby route and the
related Seaton - Stamford branch seem to have surfaced late 1818 Peterborough East to Rugby; 2012 Peterborough East
in 1964 when the through trains to Ely and to to Rugby.
Norwich/Lowestoft would be re-routed via Leicester.
However, there had been an interesting proposal in 1959 to
dispense with Peterborough East and divert trains from
Rugby via the Seaton and Stamford branch (which would be
doubled) and to close the section from Seaton Junc to
Yarwell Junc (the Pre-Grouping Atlas or similar is needed to
understand this - Ed.). The flaw in this proposal was its effect
on Northampton - Peterborough East services - would they


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Seaton station, with awning, footbridge and goods yard on carrying the Oakham to Kettering line over the Welland valley,
19th February 1995. The bulk of Harringworth viaduct lies and then the train from Peterborough ran into Seaton station,
beyond (Richard Adderson). one of just a handful in the County of Rutland. Here branch
lines ran off to Uppingham (closed to passengers from 13th
Eastbound: June 1960) and to Stamford (closed with the Peterborough to
0245 (not Mondays) Rugby to Peterborough East (Mail); 0636 Rugby line in June 1966.) The latter was notable for being
Rugby to Peterborough East; steam-operated almost to the end, and many enthusiasts
travelled to sample the two coach push-pull set as it shuttled
0915 Birmingham to Ely; 1340 Rugby to Peterborough East; back and forth with a 2-6-2T providing the power. Beyond
1558 Birmingham to Lowestoft; here, there were the junctions with the Midland main line at
Market Harborough and with the LNWR at Rugby to look
1725 Rugby to Peterborough East; 2052 Rugby to forward to. These busy railway centres provided quite a
Peterborough East. contrast with the sleepy cross country route, as of course did
the seemingly chaotic building site that was New Street in the
I travelled over the line on occasions between 1963 and 1965 early 60s.
without really finding a great deal worthy of note at the time.
Leaving Peterborough East, the L&NWR engine shed was My first recorded journey over the line was on 23rd April 1963
still standing to the north of the line, although long disused. when I travelled with my mother to Coventry, to see the new
Wansford, later to thrive as the HQ of the Nene Valley cathedral. D5553 took us from Norwich to Peterborough
Railway , was just another closed wayside station, its East, where it was replaced by D5002. The Sulzer was in
passenger services having been withdrawn in July 1957. charge of the return journey to Peterborough, where D5553
Yarwell Junction, where the Northampton route headed off to took over to Norwich. D5553 may of course have been
the south, was a lonely signal box in the middle of the gainfully employed in the meantime, but I suspect it probably
countryside. Nowadays, there is a station forming the sat all day at Peterborough, with the change to a Midland
western extremity of the Nene Valley. A little further on, the Region engine reflecting pre-1948 boundaries and operating
line passed the quarries at Nassington, where Ring Haw, now practices. Similarly, I had to attend an interview in
on the North Norfolk Railway, would remain at work into the Birmingham in January 1965, and D1558 was replaced at
1970s. March by D5134. Returning a few days later, I found D5134
on the Midland Region portion of the journey as far as
The next thing to look out for was Harringworth or Welland Peterborough, where an Eastern Region loco, D5629, took
Viaduct, visible for miles with no fewer than 82 arches over.

I also made two or three trips over the Seaton to Stamford
branch. On 8th March 1965 it was a standard loco (84006) in
charge, whilst one of the LMS locos, 41219, did the honours
on 3rd September that year. The September journey was part
of a fortnight’s travel on an All Line Railrover and I arrived at
Seaton on the 1732 from Market Harborough, the
Birmingham to Norwich service, hauled by, of all things, D213
Andania. It was a soaking wet evening, and I was the only
passenger on the push-pull. There were no lights in the
coach as we ran through Morcott tunnel, an atmospheric
experience in the dark with the smoke swirling around the
compartment and the bark of the little tank engine echoing off
the tunnel roof. I know, I could have closed the carriage
window – but would you have done so?... Anyway, we duly
arrived at Stamford and to this day I remember the guard
coming up to me as I alighted, and apologising profusely for
not having turned on the train lights in the tunnel. He hadn’t
noticed me getting on at Seaton, and commented “We don’t
normally have any passengers on this service”!

And this, I suppose, really sums up the country railway as it
was, even into the 60s. I’ll leave it to others to debate how
useful the Rugby to Peterborough line could have been had it
survived today, and indeed how useful it could have been 50
years ago if it had been part of an integrated rail network.

84006 at Stamford, on 8th March 1965, having arrived from Cautionary Pre-Booked Ticket Tale – Caveat
Seaton. The westbound goods train appears to be hauled by Emptor – Brian Cornwell
a class 27. (Richard Adderson).
When travelling by rail I always pre-book my tickets to get the
best prices. I recently booked several tickets via the East
Midlands Trains website, one of the journeys being a day
return trip Norwich to London. I did this over 30 days before
my intended date of travel and received a booking
confirmation that contained all the train departure and arrival
tim es .


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The return train service I was using was the 2030 Liverpool decided that it should be opened again to increase the
St to Norwich – the booking confirmation clearly showing facilities at the station, which at present are minimal. The
arrival at Norwich as 2225. On boarding the train the station serves trains between Nottingham and Lincoln and
conductor announced that the arrival time at Norwich would all services are provided by East Midlands Trains. It gets the
be 2257. Several passengers around made comments name Newark Castle because the ruined castle can easily
about “that not being right” and I thought that as well. After be seen on the banks of the River Trent only a few hundred
the announcement was made again with the 2257 arrival it yards from the station platform.
became clear that something was up.
On arriving in Nottingham we only had a few minutes to wait
When the conductor came to check the tickets he confirmed for our train to Mansfield. The journey took about thirty
that the arrival time was indeed 2257 due to planned minutes and followed the Nottingham Express Transit tram
engineering works (the ballast cleaner) between tracks as far as Hucknall. Known as the Rob in Hood Line it
Stowmarket and Diss. The conductor checked onward links Nottingham with Worksop. Following the “Beeching
connections with passengers and promised a couple sitting cuts” of the 1960s it became freight only and Mansfield was
near me a taxi to Sheringham as they would miss their then one of the largest towns in Britain without a railway
connection. They were also unaware of the retiming. station. This was remedied in 1998 when passenger
services were reinstated.
Running wrong line from Stowmarket, and then crossing
back after Diss, the train eventually arrived in Norwich at Mansfield football ground can be seen from the station
2258. I picked up a delay-repay form and sent it together platform and is surrounded by retail parks with all the usual
with a copy of my booking confirmation and ticket to AGA. A shops and restaurants present. Mining was one of
few days later I received a reply saying that as the Mansfield’s main industries but since the 1980s has been
engineering works were pre-planned I was not entitled to in decline, so former mine workers have moved into other
compensation. I replied expressing my disappointment and types of employment (one hopes –Ed.).
asked if EMT were aware of the changes bearing in mind
that my booking confirmation clearly stated an expected The following day our friends took us to Kelham Hall and
arrival time. I have now received a reply advising that there is Country Park which is about three miles from Newark. The
shared database of pre-planned engineering works but “It is Hall has been the head office for Newark and Sherwood
the customer’s responsibility to check the timings of the District Council since 1973, but will soon become a hotel
services they intend to use before departure”. and conference centre. There have been three buildings on
the estate since the 1600s, two have been destroyed by fire,
So basically you can pre-book tickets on the expectation of a leaving the present one which was built in 1863.
train arriving at a specified time but if badly advertised pre-
planned engineering works affect that arrival time,
inconveniencing you, train companies will not pay
compensation. Buyer beware!

Newark & Mansfield trip – Steve Cane keeps
the best till last!

In January my wife and I travelled to Newark-on-Trent to stay
with a friend and his wife who had just moved there. We
caught a morning Liverpool Lime Street train to Grantham
and then made the short journey to Newark North Gate on
an East Coast service.

I have been through Newark by train on many occasions but
have never stopped there; the British Sugar factory just
north of the town makes a good landmark as one leaves the
s tation.

It is an interesting town with a great Civil War history and The imposing Kelham Hall on 24th January (Steve Cane). If
was a stronghold for the Royalist cause. My ulterior motive the name is familiar look up 5904!
for going to Newark was of course an awayday to watch
Luton Town play “the Stags” at nearby Mansfield. So on the As we approached the building the Victorian Gothic
Saturday while our wives did some sightseeing around architecture struck me as being familiar. And so it was no
Newark, my fellow “Town” supporter and I headed for surprise to me when I soon discovered that its designer
Newark Castle station for the thirty minute journey into was Sir George Gilbert Scott. He apparently reused many of
Nottingham and a connection to Mansfield. the design details of Kelham Hall when planning his much
larger masterpiece, the facade of the Midland Grand Hotel at
The station building at present is in the process of a St Pancras station completed in 1876.
complete revamp, and is likely to be opened again in
December this year. Built in the Italianate style in 1846 for Kelham Hall has been described as “entirely asymmetrical,
the Midland Railway it has been standing empty for the last with a gloriously irregular skyline and crowning
nine years. Because of the growth in passenger use, it was grandiloquent towers”. Very true; a magnificent building both

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inside and outside, so if you find yourself in the Newark area
it is well worth a visit.
My team, under their new manager, played really well that
day and we came away with a well-deserved 2 - 0 victory.

Editor’s Note: If you’re travelling north via the A17/A1 divert
into Newark centre and head north. There’s a retail park just
b efore Castle station, complete with a Waitrose to satisfy the
inner man, and if you turn right after leaving Waitrose it’s a
much simpler way of regaining the A1.

I Never Knew That! G.W. Pannier tanks on station pilot duties at Exeter Central
(S.R.) were unusual to say the least. On 22nd August 1964 we
Fishguard & Goodwick to Fishguard Harbour station is - see 4610 between assignments (the Exeter St David’s line
most surprisingly - not owned by Network Rail. It is owned continues out of shot) as 4694 prepares to shunt the restaurant
by Fishguard & Rosslare Railways & Harbour Co, and there car portion which would go no further. Services from Waterloo
have been rumblings about closing this part of the line and to Devon & Cornwall had their restaurant car sets removed
running a bus service between the Harbour station and here whilst they would be re-attached to Waterloo-bound
Fishguard & Goodwick station. If you’ve never travelled this services together with, for example, a Merchant Navy Pacific
far west, rise to the challenge of catching one of the few (Michael Roach).
daytime services!


You can bet Snaefell Mountain Railway staff aren’t singing
Del Shannon’s 1961 hit - Runaway - after car no. 3 did just
that on 30th March.

It had been parked just short of the summit station when it
ran away out of control and, after keeping on the rails for
some distance, it finally came to grief above the Bungalow
road crossing.

Fortunately nobody was on board the tram, which had earlier
taken passengers up to the summit.

You’d think it was destroyed but, amazingly, it is eventually
hoped to rebuild no. 3! Google snaefell mountain railway
tram no. 3 for pictures.

East Suffolk Travellers’ Association Tour - 10th

To commemorate the 50th Anniversary of the withdrawal of

passenger services on the Saxmundham - Aldeburgh And another photo-quiz…
branch on Saturday 10th September 1966, ESTA are making

a minibus tour of the line. The bus leaves Saxmundham There’s a railway station under here - but where? Answers by

station @ 1100, and the tour will include a visit to the Long email to your Editor, please.

Shop Museum in Leiston (part of the former Garrett’s

Industrial Estate). Sirapite is expected to be in steam, and

free entry to the museum should be possible.

Ample time will be allowed in Aldeburgh for a meal and
sightseeing. Cost of the bus tour will be £7.

If interested, please contact ESTA Committee Member
Geoffrey Lilley.


The mystery location in NRS/NL 61/2 p.12 was Hereford,
looking towards Newport. There was a clue in the size of the
signalbox. Michael Roach took the image on 31st October
1964, the last day of Hereford - Gloucester passenger
services, and it shows the 1340 Gloucester service awaiting
departure. David Pearce supplied the first correct answer.


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Visit to Parklands Miniature Railway - van to make a special visit.
Thursday 28th July
The Parklands Holiday Village site is at North Road, Hemsby,
This year, the railway is holding its invitation day on Thursday NR29 4HA, and visitors are asked to observe the speed limit
28th July when it is to be hoped members and their families and park sensibly on the lower part of the field. Please
will come along to see the different locomotives and rolling carefully supervise any children you bring when on site.
stock running from 1430 - 1830, weather permitting.
As the day is “weather permitting”, please ring Mike Fordham
Parklands is a delightful 7¼” railway, just under a mile long, on 01508-493437 as soon as possible after 0900 to check the
not normally open to visitors, so it’s your chance to visit, ride position.
and watch the trains in operation. Although they have narrow-
gauge locomotives, their main stock consists of a Duchess, Thanks to Brian Baker for bringing it to our attention.
Black Five, A3, Britannia, Saint & a Manor. They use scale
passenger and freight stock as well as some “Toast Rack” Oh dear…
coaches that offer a more comfortable ride. No charge is
made for rides, but donations to cover maintenance costs are The North Devon Gazette proudly announced that a high-
always welcome - look for the “white lamps” on Parklands speed Paddington train would be visiting Barnstaple on 17th
station. April. What a shame that the accompanying photo was of an
ECML electric train! Thanks to John Hutchinson for finding
Later on in the afternoon, the Witheridge family will operate this and reminding us – if any reminding were needed – that
the usual Barbeque and they will arrange for an ice-cream the Press can usually be relied on to bungle a railway story!

___________NRS NEWS

Annual General Meeting - 7th April 2016 parking.
● Chris Mitchell introduced concerns expressed at another
Another year passes and it is time once again to report on the
AGM. society concerning legal liabilities and the potential for
committee members (and possibly members) to be held
The main points were: liable for damages.
● An amendment was made to the constitution to allow the ● Chris King provided legal background and explained how
these risks might be removed, for example, by
chairman to serve for two consecutive years and to clarify incorporation as a limited company. Thus the company is
that a previous chairman is not barred from serving again. liable rather than individual members.
● Our new Chairman is Ray Halliday and Brian Kirton ● After discussion of the concerns raised and possible
becomes Vice-Chairman. solutions, the committee was asked to consider these
● Peter Cooke stood down from the committee after three matters and report back to a future general meeting with
years. proposals.
● Other committee members remain in post.
● Brian Cornwell reflected on another good year for the Postscript
Society with a varied programme and healthy bank Following the AGM the committee met on 9th May to discuss
balance. He appealed for members to take a more active possible incorporation of NRS as a limited company. Chris
part in running the Society. King kindly attended to give further guidance to us about the
● Membership Secretary, Mike Handscomb reported that we options and we considered the following:
ended the year with 100 members. He also reported on
progress made in disposal of the NRS Archive. ● Remaining as we are now
● Edward Mann thanked his regular band of contributors to ● Becoming a limited company
the Newsletter but wondered whether he was the only ● Seeking charitable status
person able to write meeting reports.
● Edward and Graham Kenworthy continue to organise a Following a lengthy discussion 8 committee members were in
varied programme. As always members’ suggestions of favour of incorporation as a limited company - some with
speakers and topics are welcome. reservations and on the basis we continue with a range of
● But for the 60th Anniversary meeting at Park Farm Hotel, activities including the show day and outdoor visits - 1 was
Treasurer John Laycock reported we would have broken opposed to this option, concerned that it was “a
even. sledgehammer to crack a nut” and that we should instead
● Subscriptions will remain £18.50 for 2017. revamp our insurance cover and approach to safety, and 1
● The Annual Show Day was reviewed by Peter Willis who abstained.
will continue as organiser for 2017 but as yet no-one has
come forward to work with him on this and take over We will now look in more detail at what is involved with
running the Show from 2018. incorporation and draw up proposals and likely costs. In due
● Publicity has been handled by Chris Mitchell and included course we will present this to a general meeting of the Society
an interview with Radio Norfolk and a piece on Mustard TV so that all members have the opportunity to decide what we
about the Show Day. Publicity stands have been taken to do.
other clubs’ events.
● A substantial item of discussion following formal business If you wish to know more about the committee’s discussions
was introduced by Peter Willis, Chris Mitchell and Chris or contribute thoughts and ideas please contact me preferably
King. by email [email protected].
● Regarding the Show Day, Peter noted difficulties this year
including increased attention to safety matters and Andy Wright
concerns about limitations at URC Hall such as car Hon Secretary


_________FEAT URE

GEML Resignalling - Late 1980s/Early 1990s (Rod Lock)

As Crossrail is about to envelop us, we look back to these Bethnal Green - Shenfield/Southend
schemes of almost 30 years ago. Note that the costings were
those from that time. ● The minimum signalling headway of 90 seconds on both
the Electric and Main lines was 90 seconds to permit 2
The main features of the schemes were as follows: minutes scheduled headways (operating textbooks define
headway as the minimum between trains running under clear
Liverpool St - Bethnal Green (green) signals.

● Bethnal Green ‘box was 40 years old, handling 66 trains ● Higher line speeds proposed (current line speeds in
each way per peak hour. brackets):

● It was beneficial to resignal Bethnal Green coincidentally Mains (m.p.h) Electrics (m.p.h)
with the installation of a new ‘box at Liverpool St.
Bow Junction 80 (80) 70 (60)
● Liverpool St/Bethnal Green should be one area for train
regulation. The throat works at Liverpool St would reduce Maryland 90 (80) 70 (60)
regulating facilities.
Gidea Park 90 (80) 80 (70)

Southend 80 (80) Raising to 90 would require auto-

tensioning of OHLE @ £1.8M

● An undertaking was given to the Transport Users’ Editor’s Note: In the Liverpool St area the Slow lines were
Consultative Committee that part of the site of Bishopsgate called Electric.
Goods would be reserved to enable the number of running
lines to be increased from 6 to 8. The increased line speeds would yield journey time
improvements of 1½ minutes plus improved reliability (impact
● However, providing a 7th track would involve considerable of existing unreliability not evaluated).
demolition plus structural alterations at an estimated cost of
£12M as far as the Liverpool St throat area. Pathing benefits ● The signalling on the Electric lines was non-standard – 90
of £1M p.a. would be needed to justify it. A 7th track extending second headways on the Electric lines require “closing-up
into the throat area would require additional demolitions, at an signals”, which enable a following train to draw up towards a
additional cost of £20M. train already at a station. As these signals were located at
less than line speed braking distance, two or more double
● The market value of the Bishopsgate Goods site (closed yellows (YY) were required for following trains. In other
after the disastrous fire in December 1964) was £3.8M, less words, signals were closely spaced giving insufficient braking
clearance costs of £1M. If the area reserved for 2 tracks was distance from maximum line speed between 3 successive
deleted, the market value fell to £0.8M; if reserved for only signals (YY,Y,R) so several signals in the rear a Y signal
one track it was £2.8M. required to display YY simultaneously to provide adequate
braking distance. The then current signalling standards
● The provision of a 7th track was unlikely to justify sufficient required parallel siting of signals, but closing-up signals not
revenue to justify the considerable expenditure. required on the main line. D.Tp to be asked to agree, subject
to signal sighting being carried out.
● The provision of Solid State Interlocking was based on the
cost of the scheme at Inverness, a relatively small SSI ● Between Liverpool St & Shenfield, 42 trains ran each way in
scheme, based on the successful trial of the concept at the peaks. In the down peak, some weaved to the electric line
Leamington Spa from Sept. 1985. It is a computerised at Stratford and weaved back at Gidea Park.
signalling system, which gradually replaced relay interlocking.
● Eliminate 14 sets of catch points (provided where gradient
● The IECC would have access to TRUST (Train Running steeper than 1 in 260). Civil Engineers’ trains at weekends to
Using TOPS) and TOPS (Total Operations Processing be fully fitted or banked in the rear: 8 to 10 Class 9 (unfitted)
System), both providing real time information on train trains in use each weekend.
movements. The IECC would contain work stations with high
resolution colour monitors instead of a panel or panels. Not ● Diversion of freight trains from Tottenham & Hampstead
assessed - could a complete layout displayed on a limited line to Forest Gate - Stratford would save bridge renewals,
number of VDU screens be operated efficiently by estimated @ £5.25M, but would be too risky operationally.
signalmen? (Such a system is now in widespread use.) Also, Nevertheless, improved facilities between Forest Gate &
would a trackerball be fast enough for route setting? Stratford seen as essential to improve existing performance.

● 3 work stations would be required for the Liverpool ● Electric heaters to replace gas point heaters.
St/Bethnal Green area, having the ability to switch out one of Shenfield – Chelmsford

● An assessment of the condition of the signalling equipment ● Little re-modelling required; bi-directional signalling to be
in the area concluded that: apparatus cases were corroded; provided allowing faster implementation of single line working,
cables were poorly insulated; track circuits – mixed in force 60 weekday nights per annum and 10 winter
technologies, high failure rates; signal posts and heads were Sundays. Will allow faster implementation of SLW, yielding
also corroded; point machines were satisfactory because of more effective use of possession time. Trains not required to
servicing policy; signalbox equipment was obsolescent, but pick up Pilotmen.
recoveries and S & T skills kept it going; train describers were
installed new in 1981/82; signal lamp proving (in signalboxes) Shenfield – Southend
- none; meant high maintenance attention necessary. On ● Bi-directional signalling to be installed, same as above, and
average, there were 4 equipment failures daily. based on Newcastle scheme:


_________FEAT URE ● Replacement bus services for week-night possessions
(a) Sections not more than 10 miles long, each section to be
provided with Home and Distant signals; Timescale for completion

(b) Signals to be positioned adjacent to right direction signals; Easter 1989 - Bethnal Green - Liverpool St. Commission new
Liverpool St box.
(c) Approach control on signals where trains routed back to End of 1989 - Shenfield.
right line; Early 1990 - Shenfield - Chelmsford.
Late 1990 / Early 1991 - Shenfield (exclusive) - Southend.
(d) Max. speed 70 m.p.h. in “wrong” direction. Early 1991/Mid-1992 - Stratford - Forest Gate (Stratford area
expected to take 18 months).
● 40 train failures per annum occur on average on the line; Early 1992/Early 1993 - Forest Gate - Gidea Park.
trains can work round these, improving reliability.

a selective look ahead at local railway events

NORFOLK RAILWAY SOCIETY, GER Society (Norwich Branch) and Norfolk Transport Group meetings take place (unless
otherwise stated) at: United Reformed Church Hall, Ipswich Road, Norwich, NR4 6QR

Events are listed in good faith, b ut visitors should check with the organisation concerned b efore travelling.
Great Eastern Railway Society (Norwich Branch) - contact Mike Fordham.
Norfolk Transport Group - contact John Laycock.

Services on our Local Railways

Ashmanhaugh Light Railway, East View Farm, Stone Lane, Ashmanhaugh, NR12 8YW. For information: hm

Barton House Railway, Hartwell Road, Wroxham, NR12 8TL. For information: – Tel: 01603-

The Bure Valley Railway - Daily running until 30th October. For details of individual events please visit their website - - or telephone 01263-733858.

The Mid-Norfolk Railway - Regular running until 2nd October. For details of individual events please visit their website - - or telephone 01362-690633.

The Mid-Suffolk Light Railway, Brockford Station, Wetheringsett, IP14 5PW - For details of individual events please visit their
website - - or telephone 01449-766899.

The North Norfolk Railway - Daily running until 30th October. For details of individual events please visit their website - - or telephone 01263-820800.

The Norwich & District Society of Model Engineers meets at Eaton Park, Norwich on Sundays and Bank Holiday Mondays
from 1300-1700. See website

The Wells & Walsingham Light Railway. Daily running until 30th October. For information:
www. or tel: 01328 711630 (up to 1700 please).

The Whitwell & Reepham Railway - For details of individual events please visit their website - - or
telephone 01603-871694.

JUNE Fri - Sun NORTH NORFOLK RAILWAY - Weybourne Traction Group Diesel Gala.
10th - 12th Sun MID-SUFFOLK LIGHT RAILWAY - Steam Railway Day.
12th Sat NORTH NORFOLK RAILWAY - Fish’n’Chip & Real Ale Train.
18th Sun BURE VALLEY RAILWAY - Fathers’ V.I.P. Day.
19th Sun BARTON HOUSE RAILWAY - 3rd Sunday Running & Annual Model Show 1430-1730 (weather
19th perm itting).



19th Sun MID-SUFFOLK LIGHT RAILWAY - Continental Railway Day.

19th Sun WHITWELL & REEPHAM RAILWAY - Fathers’ Day (Steam) from 1230.

22nd Weds NORFOLK TRANSPORT GROUP - Visit to the Stanford Battle Area - Please telephone Mike

Fordham 01508-493437 for details.

24th - 26th Fri -Sun MID-NORFOLK RAILWAY - Summer Steam Gala with Royal Scot, including Hardingham Fete on
Sun 26th.

25th Sat NENTA TRAINTOURS -“Settle, Carlisle & Cumbrian Coast Circular” - From Norwich dep 0504
approx then via Ipswich & Ely to Appleby & Carlisle for optional Windermere Cruise and visit to the
Lakeside & Haverthwaite Railway. Norwich return 0040 approx. Fares from £69.75. First Class &
Premier Class available. Details: or telephone 01692-406152.

26th Sun MID-SUFFOLK LIGHT RAILWAY - Steam every Sunday until 21st August.

JULY BURE VALLEY RAILWAY - Free local strawberries & cream for every fare-paying passenger.
July weekends

2nd - 3rd Sat - Sun NORTH NORFOLK RAILWAY - Vintage Transport Festival

2nd - 10th Sat - Sun NORTH NORFOLK RAILWAY - Quad-Art Coaches Week.

3rd Sun ASHMANHAUGH LIGHT RAILWAY - Running Day 1400 – 1700 (weather permitting).

3rd Sun WHITWELL & REEPHAM RAILWAY - Steam Sunday.

8th - 10th Fri - Sun MID-NORFOLK RAILWAY - Dereham Blues Festival.

9th Sat NORTH NORFOLK RAILWAY - Fish’n’Chip & Real Ale Train.

15th - 17th Fri - Sun NORTH NORFOLK RAILWAY - Beer Festival.

16th/23rd/30th Sats MID-NORFOLK RAILWAY Diesel loco-hauled diagram & Breakfast Train.

17th Sun BARTON HOUSE RAILWAY - Running Day 1430 - 1730 (weather permitting).

23rd Sat NENTA TRAINTOURS - “Central Wales & Llangollen Explorer” - From Norwich dep 0510 approx
then via Ipswich & Ely to Telford/Shrewsbury/Llandrindod Wells for optional visits to Ironbridge or
the Llangollen Steam Railway. Norwich return 2355 approx. Fares from £68.75. First Class &
Premier Class available. Details: or telephone 01692-406152.

23rd Sat NORTH NORFOLK RAILWAY - Fish’n’Chip & Real Ale Train.

24th Sun MID-NORFOLK RAILWAY - Classic Car Day.

28th Thur Open Day at Parklands Miniature Railway, Hemsby - please see page 13 for details. No
notifications required.
6th - 7th Sat - Sun MID-NORFOLK RAILWAY - “Railway at War Weekend” & 1940s Dance.
7th Sun ASHMANHAUGH LIGHT RAILWAY - Running Day 1400 - 1700 (weather permitting).
7th Sun MID-SUFFOLK LIGHT RAILWAY - Hornby Collectors’ Day.

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