Brandon former signalbox: Despite local residents’ attempts to preserve this former signalbox closed during 2012 (previous demolition date was postponed) the structure was demolished on Sunday 20th February. The lever frame had been recovered by North Norfolk Railway volunteers and is earmarked to replace the existing lever frame in Sheringham West signalbox in 2023 when signalling alterations take place enabling the present loop line between Sheringham NNR station and the Golf Club level crossing to be used by passenger trains. For a couple of days following the Brandon demolition work there were problems in signalling trains over the adjoining radar obstacle detection level crossing – a similar issue arose when Harling Road and Spooner Row signalboxes were demolished. Trowse former station building listed: On 24th February it was announced that the Department for Digital, Culture, Media and Sport had granted listed building status to a number of building structures in the Carrow (former Colman’s site) and at Trowse following a request by Norwich City Council for Historic England to inspect heritage sites in the area, much of it to be regenerated as part of the East Norwich Masterplan (redevelopment cost currently estimated at £653m) including the former Colman’s site and the Deal Ground site. At Trowse sewage treatment related buildings and the former Trowse railway station buildings were listed. Trowse station building, now owned by Network Rail, was built in 1844/45 opening in July 1845. The station has closed on several occasions (May 1848-Sept 1851 and again May 1916- April 1919 and then finally on 5th September 1939). The station briefly re-opened between 28th-31st March 1986 when the Norwich station area was being remodelled and resignalled in preparation for electrification north of Ipswich introduced from May 1987. The land surrounding the station has been let for the last 15 years or so to the nearby firm of Ben Burgess for the storage of agricultural machinery Now that the building has been listed, grant monies will probably be available for the refurbishment of the building which has been neglected for many years – a particular problem facing contractors will be the extremely close proximity of 25kV overhead electrification wiring, isolation of which would prevent electric trains from reaching Norwich from the Ipswich direction and to/from the recommissioned Victoria sidings. Norwich Riverside Yard: Rail freight use of this site, adjoining Koblenz Avenue, ceased in late summer 2021 and most of the Lego-like concrete block built storage bays were removed (October 2021). The site had been used for more than a decade to receive by rail limestone/sugarstone from the Peak Forest for onward road delivery to the sugar beet processing factory at Cantley. The limestone is now being delivered by rail to Brandon Yard (by DC Rail until 31st January when haulage of the trains was taken over by Freightliner) and then taken by road to the BSC factories at Bury St Edmunds, Cantley and Wissington. Whilst appropriate trackwork is available for the locomotive to run round its train – after arrival the train is shunted back into the yard for unloading and then hauled out back into the Down loop – the signalling is not, which necessitates the train loco having to run to Ely North Junc, reverse and then return to the west end of the Down loop to rejoin its train after a 30 mile round trip! In semaphore signalling days the loco would have travelled to Thetford to gain the Up line and then shunt back into the Down loop. Such is progress – Ed! The Norwich Riverside Yard now appears to be principally used for the parking of Network Rail road vehicles! Cambridge area resignalling: Network Rail has awarded contracts worth £194m (the largest is £130m contract awarded to Alstom) in respect of the replacement of multi-aspect colour light signalling installed some 40 years ago controlled by a NX panel in Cambridge Power Box. The later resignalling of the ElyWymondham route is controlled via VDU technology. In addition to more modern controls being introduced to the Panel Box the project will see the abolition of the existing mechanical signalboxes at Dullingham, Chippenham Junc and Bury St Edmunds Yard and 7 half-barrier level crossings upgraded to full-barrier ones – perhaps the 40mph speed restriction for trains crossing the Watton road at Croxton which has applied since the new signalling was commissioned during 2012 will be lifted! GREATER ANGLIA HAPPENINGS: Sunday 30th January: Storm Malik caused tidal surges along the East Coast with rivers inland of the coast overtopping their banks. Just west of Haddiscoe the New Cut waterway, which runs alongside and on the north side of the Reedham-Lowestoft line, overtopped and the flood water then headed for lower lying agricultural land on the opposite side of the railway carrying away the ballast beneath the line undermining the railway and causing the Down line to become distorted in both horizontal and vertical planes. The first train of the day, the 0725 NorwichLowestoft, formed by 755331, was brought to a stand at the point where the torrent was passing beneath the railway and Press photographs show how lucky it was that the train did not derail on the severely damaged line. Upon arrival at Reedham the 0817 Yarmouth-Norwich via Berney Arms was commandeered to become a 1Z99 rescue train to evacuate 6 passengers from the stranded train (Reedham dep 0850 and return there by 0915). NORFOLK RAILWAY SOCIETY (Founded 1955) President: Ken Mills, Esq. Committee and Officers 2021-22 Telephone Chairman Vacant Vice-Chairman Vacant Past Chairman Brian Kirton 01603 926212 Secretary & Webmaster Andrew Wright 07988 209021 Treasurer John Laycock 01603 720125 Membership Sec Mike Handscomb 01953 605068 Newsletter Editor & Indoor Programme Edward Mann 01603 456372 Show Manager Brian Cornwell 01508 492596 Committee Members Richard Keeys 01603 926178 Peter Willis 01508 492562 Malcolm Wright 01508 492535 Norfolk Railway Society Newsletter Editor: Edward Mann 16 Chestnut Hill, Eaton, Norwich, NR4 6NL. Tel: 01603 456372. Email: [email protected] Layout & Picture Editor: Andrew Wright Distribution: Graham Smith 7 Caistor Lane, Poringland, Norwich, NR14 7QT Tel: 01508 492096. Email: [email protected] Please contact Graham if the next edition does not arrive by the end of the month of publication. Opinions expressed in any articles are those of the author and should not be taken to represent those of the Society. Next issue published: 2nd June 2022. Copy Date: 19th May 2022. 2 ____________TRACK REPORT
3 ____________TRACK REPORT The EDP website did not display journalistic merit reporting that ballasts had been washed away and said that “a pothole had opened under the ballast”. Similarly a photograph showing flooding in nearby Surlingham was captioned showing “roads and paths piled high with water”! A signalling problem between North Walsham and Cromer resulted in alternate hourly services including the 1145,1345 and 1545 ex-Norwich and their return workings being cancelled. Those services still running were delayed by up to 40 minutes. The 1745 ex-Norwich was held at North Walsham for 25 min. and terminated at Cromer. The 1945 ex-Norwich was terminated at North Walsham before forming an additional 2020 service to Norwich – the 2012 to Norwich finally arriving at North Walsham at 2048 (36L). Monday 31st January: Whilst the marooned train near Haddiscoe was recovered to Crown Point overnight the line remained closed pending repairs to the formation. Network Rail hoped to restore the line by 0200 on Friday 4th February using rock armour and new ballast. To maintain services at intermediate stations, Brundall Gardens to Reedham, GA operated additional services to/from Yarmouth via Berney Arms (not stopping there) running in the normal Lowestoft line timings departing from Norwich every two hours until 1605 with the 1706 ex-Norwich being diverted to run via Reedham rather than its normal route via Acle. From 1st February GA’s website stated that these additional trains would run subject to trains and train crew being available! Early morning services on the Sheringham branch were disrupted because of a signalling problem between Hoveton and North Walsham. The 0540 ex-Norwich and its 0716 return from Sheringham were cancelled with the 0553 ex-Cromer departing 20L. A tree resting on the OLE between Manningtree and Ipswich led to the 1230 ex-London – Norwich being held at Colchester 1320-1404 reaching Norwich 46L. Tuesday 1st February: After several very windy days, associated with Storms Malik and Corrie, a tree between Elmswell and Thurston succumbed and fell across the line in the early evening trapping the 1817 Ipswich-Cambridge (eventually officially terminated at Bury St Edmunds returning ecs to Ipswich) and a Birch Coppice to Felixstowe container service that was delayed by some 85 minutes. Two container trains following the 1817 finally passed Bury 125L and 115L. The 1950 Peterborough-Ipswich was terminated at Bury and the 1847 Cambridge-Ipswich was held at Kennett for 1¼ hrs. In reaction the 1913 and 2021 Ipswich-Cambridge and the 1947/2047 returns were cancelled. The 2001 Ipswich-Peterborough departed 32L reaching its destination 55L and its return working, the 2146, was cancelled due to late running. Friday 4th February: The line at Haddiscoe was re-opened at 2000 following completion of the formation repairs enabling two ecs trains to run – the 2000 Crown Point-Lowestoft and its 2115 return. The first train on the 5th was the 0540 ex-Norwich ecs (arrived 19E!!) and the first public services were the 0638 exLowestoft and the 0650 from Norwich. RAIB intend to investigate why/how train services were operated given the weather conditions. Monday 7th February: Following a bridge strike at Trowse train services were subject to delay between 1100-1145 awaiting an examination of the structure by an engineer. The worst affected were the 0744 Sheffield-Norwich (43L), the 0930 ex-London (31L), the 1127 Norwich-Stansted Airport (dep 26L) and the 1132 Norwich-London (dep 23L) A passenger was taken ill on the 1847 Cambridge-Ipswich service. The train stopped at Kennett for 40 min. Presumably in reaction the 1913 Ipswich-Cambridge was terminated at Bury St Edmunds and this train then formed the 2047 ex-Cambridge. The number of trespass-related delays has seemingly increased of late. Following one such incident near Hatfield Peverel, a further trespass incident occurred between Lowestoft and Oulton Broad South between 2000-2100. The 1917 IpswichLowestoft terminated at Beccles where it then formed the 2007 ex-Lowestoft. The 2057 Lowestoft-Norwich was cancelled. Saturday 12th/Sunday 13th February: Weekend engineering work resulted in train services running only between Norwich and Colchester and between Norwich and Stansted Airport. All other services to Sheringham, Yarmouth and Lowestoft/ Halesworth were replaced by buses. On the 13th the line between Haughley Junc and Bury St Edmunds was blockaded with train services between Ipswich and Bury St Edmunds being replaced by buses too. Named Storms Dudley, Eunice and Franklin cause havoc between 16th – 21st February Friday 18th February: Storm Eunice - A severe storm following within 48 hours of the previous Storm Dudley (which seemingly did not cause too much disruption apart from an object on the line between Ely and King’s Lynn) highlighted by the Met Office introducing a rare red warning in the South-West (north shore coasts of Cornwall, Devon and Somerset) and the South Wales coastline. The red warning was later extended to apply to London and the South East including East Anglia apart from Norfolk. In anticipation of Storm Eunice GA announced the suspension of services along the East Suffolk line and between Marks TeySudbury and the 50% reduction in the Norwich -London service David Furbur visited Haddiscoe while repairs were being undertaken and took these photographs showing (above) the re-ballasted track with the A143 road bridge beyond and the rather restricted view from the bridge of the area damaged.
(to hourly) and the rural services radiating from Norwich (becoming two hourly). Just after 1200 Network Rail/GA decided that the storm was causing so much damage – particularly a multitude of trees falling trackside – and decided to suspend services. Other train operators in the South East followed this course of action. Due to trees falling on the overhead wires, trains were stranded at Billericay and a train for Southminster struck a fallen tree becoming stranded. Trees were on the line between Ingatestone and Chelmsford, Manningtree and Ipswich and elsewhere. The 1030, 1130 and 1230 London-Norwich services were respectively held at Ipswich, Shenfield and Liverpool St with the 0930 (departed on time but passed Stratford 28L) terminated at Diss at 1212 with 6P41 en route to North Walsham behind. The 1100 ex-Norwich was held at Ipswich and the 1200 at Diss. On the Cambridge route the 1214 departure from Norwich was held there (beside the 1241 Norwich-Lowestoft) but the 1254 Norwich-Sheringham ran! The 1114 ex-Norwich terminated at Ely and the 1115 ex-Cambridge was held at Thetford – this train finally reached Norwich at 1549 almost 4 hrs. late! The 1217 exYarmouth and the 1232 Lowestoft -Norwich were held at those locations becoming ecs trains several hours later. The ecs formed by the 0930 London-Norwich which had been terminated at Diss set off about 1340 but then came to a stand near Tivetshall with 6P41 hauled by 66758 in the rear. A 755 unit was mobilised as 1Z99 to rescue the 0930 stock and this ran wrong line passing Trowse station at 1515 to attach to the front of the stranded train departing at 1620 back towards Norwich arriving in the Royal Sidings at 1700. 6P41 the North Walsham bound service received an assisting loco attached to the rear of the train at about 2130 and the consist then retraced its steps back to Harwich Parkeston Quay passing Diss at 2205 and Ipswich at 2240. One train to run on the Ely line was the 1942 Trowse – Mountsorrel aggregate train empties which departed 23L and passed Ely North Junc 44L. Saturday 19th February: GA’s website updated at 0957 stated that a number of services would be suspended until the end of the day including Southend Victoria/Braintree/Sudbury/Harwich branches plus London-Ipswich, Ipswich-Peterborough, NorwichCambridge and Norwich-Yarmouth via Acle (that said the 0936 Norwich-Yarmouth ran). At the same time Journey Planner stated that there was major disruption on Great Northern, Southern and Thameslink routes with Great Western services suspended until 1000 then disrupted and services on GA suspended on most routes. The first London-bound departure since the 1200 (terminated at Diss) on Friday was the 0800 ex- Norwich to Shenfield (engineering blockade south of Shenfield) which departed on time but with a 50mph speed restriction imposed lost 42 minutes before reaching Shenfield. At Shenfield the stock from the 1130 ex-London (Friday) was still platformed there and was intended to run as an 1147 Shenfield to Norwich but in the event it ran only as far as the UP loop at Colchester where it remained at 0830 on the Monday. In the morning two trains were still stranded at Billericay – several trees on the OLE – having been there since Friday morning. On the East Suffolk line the first northbound ecs ran 40L and was terminated at Beccles to form the 0924 departure towards Ipswich. The first through train was the 1016 Ipswich-Lowestoft which departed 16L. At 1300 5Z99 was at Thorpe-le-Soken to rescue a unit on the Up line approaching that station. The Southend Victoria branch saw single line working introduced over the Down line between Billericay and Wickford. Because of fallen trees the Clacton and Harwich branches remained closed. Whether the engineering blockade work scheduled for the London-Shenfield and Ely-Norwich routes over the weekend actually took place as intended given the storm force winds and damage occasioned must be questionable. Monday 21st February: Storm Franklin - GA’s advice was not to travel unless absolutely essential. GA services were subject to a blanket speed restriction of 50mph all day until it was lifted at 1600. Elsewhere, normal line speed was permitted – such as 125mph on West Coast services out of Euston. Main line services involved an hourly shuttle between Norwich and Colchester where passengers for London had to change. There was still no service on the Southminster branch and two-hourly services were running on the Norwich to Sheringham, Ipswich to Cambridge/Lowestoft/Felixstowe and Peterborough routes with hourly services on the other rural routes. More trees were uprooted by the strong winds being experienced, and one fell on the OLE between Shenfield and Chelmsford at about 1300 leading to a limited replacement road service and GA advising passengers not to travel until at least 1830. The line was reopened after 1900 with the first trains through the affected section running under caution and incurring further significant delay. Tuesday 22nd February: Normal services finally resumed! Saturday 26th/ Sunday 27th February: All weekend there were replacement bus services on all routes out of Norwich apart from Norwich to London services which were terminated at Shenfield on the Sunday. Rail services were also suspended between Lowestoft and Halesworth due to engineering work – predominantly bridge timber renewal works. Monday 28th February: A track defect between Whitlingham Junc and Salhouse saw the cancellation of the 0945, 1045 and 1145 services from Norwich to Sheringham, and the return services, whilst repairs were undertaken. The underbridge just south of Needham Market was struck yet again by a road vehicle at about 0915. Pending examination of the structure by an engineer a number of train services were halted including the 0800 London-Norwich held at Claydon, the 0920 Ipswich-Cambridge held at Ipswich, and the 0750 Peterborough-Ipswich and the 0904 ex-Norwich both held at Stowmarket. Wednesday 2nd March: Whilst a trespasser seen on the line between Romford and Chadwell Heath was being traced train services were disrupted. The 1300 and 1400 London-Norwich services were cancelled as was the 1530 ex-Norwich. The 1132 ex-Norwich was terminated at Shenfield where it formed an additional 1330 Shenfield-Norwich and the 1230 ex-London was delayed half-an-hour before passing Romford. Monday 7th March: At about 1115 it was found that a signalling cable had been cut (NR contractors demolishing a redundant structure!) leading to a loss of signalling in the Claydon/ Needham Market area which does include the full-barriered LC at Claydon and an ahb LC at Baylham. The signaller at Colchester PSB had to instruct train drivers to pass the affected signals resulting in significant delays to and cancellations of train services. Repairs to the cable allowed normal running to resume at about 0500 on Tuesday 8th March following a complete block whilst the repaired signalling was tested. 4 ____________TRACK REPORT
News from Eaton Park (The Norwich & District Society of Model Engineers) On Sunday 20th March the NDSME volunteers at Eaton Park were busy running their charity trains, with Ukraine being the very-deserving beneficiary. Thanks to everyone, and here’s a selection of Mike Fordham’s images which require little further comment. The railway is open to visitors every Sunday until September. To illustrate the disruption, for some hours Ipswich-Cambridge services were being terminated at Bury St Edmunds and Ipswich-Peterborough services at Ely reflecting the late running. The main line service between Norwich and London was generally reduced to hourly departures. Friday 11th March: The 0614 Lowestoft-Ipswich service failed at Halesworth but after attention it was able to limp forward to Ipswich as ecs. The following 0640 ex-Lowestoft was held at Brampton for 30 minutes and then went forward approaching Woodbridge 65L. The 0727 ex-Lowestoft was subject to delay passing Saxmundham 28L. A points failure at Coldham Lane Junc just north of Cambridge saw the 0654 Ipswich-Cambridge terminate at Dullingham to form the 0847 ex-Cambridge – the 0747 ex-Cambridge was cancelled. Signalling problems north of North Walsham saw the 1445 exNorwich terminated there and formed the 1546 return from North Walsham (dep 1615) which ran but further signalling problems between Norwich and Salhouse led to the 1545 ex-Norwich and the 1649 ex-Sheringham being cancelled. Normal service was resumed with the 1645 ex-Norwich. Monday 14th March: The 0904 Wembley-Felixstowe service activated a wheel flat detector at Ingatestone and the train was halted just north of Chelmsford prior to the New Hall crossovers enabling trains to pass the obstruction using the bidirectional signalling over the Up line. GA services were subject to considerable delay and a couple of Norwich services were terminated at Colchester. After examination – it was found that the wheel flats had resulted from a hand brake being left applied on a wagon – the train proceeded 190L at 20mph to Colchester loop where it arrived 225L. The errant (loaded) wagon was later removed from the train to remain at Colchester allowing the shortened formation to proceed to its intended destination albeit somewhat late! Thursday 17th March: Whilst the police were attempting to apprehend a trespasser on the line between Acle and Yarmouth the 1706 and 1804 Norwich-Yarmouth services were terminated at Acle and the 1747 and the 1847 ex-Yarmouth (booked via Berney Arms) retraced their paths to Brundall where the 1840 ex-Norwich was held at Brundall for about 20 mins. – the 1840 was able to run through to Yarmouth. In between the line closures east of Acle the 1736 ex-Norwich and the 1817 exYarmouth did run throughout subject to a few minutes delay. It transpired that police officers had tried to stop a car, with false number plates, travelling along the A47 Acle Straight. The car driver did not stop and later abandoned the vehicle. The 72 year old driver then made off in the Breydon Water direction crossing the railway line and subsequently the man leapt into the water in a vain attempt to evade the police. A lifeboat had initially been launched from Yarmouth, but this had to be moored due to damage caused by an underwater obstacle and access issues, with Hemsby Broads Rescue attending by road instead. By the time this arrived the fugitive had been apprehended and arrested on suspicion of failing to stop, driving while disqualified, dangerous driving, driving without insurance, fraud and trespassing on a railway line! (Peter Adds) 5 ____________TRACK REPORT Heritage, Narrow-gauge and Miniature
6 ____________PICK-UP GOODS A miscellany of news and members’ contributions Five Go Chasing Steam in Germany – Peter Davies, Paul Hudson, Chris King, Tim Morton & Graham Walker (3rd February – Zoom Meeting) We were delighted to have presentations from all 5 participants who made their way to Southern Germany for this May 2019 event. Although the event was based at Nördlingen our participants gathered at Walldorf, enabling the 500 mile journey from the U.K. to be split. Nördlingen sits in a depression caused by a huge meteorite strike some 14M years ago and looks very attractive, having retained its medieval street pattern. Railways go west, towards Essingen, south-east towards Donauwörth, and north-east towards Wassertrüdingen and Gunzenhausen – this is a tourist line operated by Bayerisches Eisenbahnmuseum (BEM). There was another line north to Dombühl but this was not in use. The Plandampf, like others, is funded by enthusiast subscription, in this case £305 per person over its 6 days. Obviously decent maps are a pre-requisite and as Germany has no Ordnance Survey equivalent local maps were used instead, although photographic recommendations were issued by the organisers. Loco diagrams were also available. The extensive BEM has a workshop dating back to the 1840s, but modernised in the 1930s. A 20m turntable remains, following the departure of steam in 1966. The premises have been a museum since 1969. As well as its steam fleet, which includes a Class 42 2-10-0, a Class 22 2-8-2 and a Prussian P8 4-6-0, there is an extensive electric fleet – including a Crocodile – and several diesel shunters. A NIMBY resident living close to the Plandampf struck a sour note with an anti-Plandampf banner! 8 locomotives were active all week, with 2 more arriving on specials. These included an 01 Pacific, a Bavarian S3/6 4- cylinder compound Pacific and the museum’s “pet” 0-4-0 of great vintage. Out on the Donauwörth line we saw some images of a “clinker” train worked by a Class 52 2-10-0 to Harburg. The unfenced railway passing through open countryside made for a pleasant change. This line was part semaphore and part colour-light signalled. A most impressive freight working on the Gunzenhausen line was one hauled by a pair of 01 Pacifics. The westward route to Essingen did not have so many Plandampf trains, with 6 being Pacific-worked. Other sights included a postal van which came within a railtour and, from DB, a Bombardier Traxx working consisting of articulated double-deck vehicles. Very surprising was the sight of a Lodekka in red and cream livery, which began life with Hants & Dorset. Many thanks to our participants/contributors for an excellent presentation and to Andy Wright for acting as host. Film Evening (17th February - Zoom Meeting) Over 30 members and friends enjoyed another miscellany of railway films. In his Zoom talk The Other Side of The Wall to the Society last December, Dave Pearce had featured the Border Counties Railway which meandered from Hexham through Reedsmouth to Riccarton Junction, and had made reference to the film Slow Train to Riccarton. Several members expressed interest in this sinuous line which closed to passengers in 1956, so we now had a chance to view the 29-minute film, made in 1986. Moving between archive amateur footage of the line, reminiscences from former staff and passengers and contemporaneous scenes of desolation, it gave a good picture of the sparse, yet vital and much-missed, train service through this windswept part of Northumberland. An unusual shot of no.60068 Sir Visto pulling 52.8168 leaves the cement works at Harburg with a clinker train on 29th May 2019 (clinker is the intermediate product from the cement kilns before grinding into cement powder) (Chris King). What’s this doing in a yard at industrial premises at Gunzenhausen on 28th May 2019? For the bus fraternity it’s KRU 239F, a 1967 Bristol FLF6L with ECW body – Hants & Dorset 1565 (Chris King). 44.2546 and 52.8168 on the Essingen-Nördlingen scrap metal train during a pathing stop at Lauchheim, a few km west of Nördlingen (Peter Davies).
7 ____________PICK-UP GOODS away from Riccarton got an A3 enthusiast in our audience very excited. Andy Wright, masterminding the programme as usual, had warned us that he was experiencing internet problems; and so it proved. Slow Train shuddered to a halt at one stage, but fortunately Andy was able to switch computers and – almost seamlessly – resume transmission. Our late member Keith Buttifant was a prolific still and movie photographer, and the next film, supplied by Richard Adderson, was one that Keith had taken at Hethersett in 1986. It began inside the signal box, where we saw the array of instruments, heard the bellcodes and watched the signalman open and close the gates. Things then moved to the road. At Hethersett the new dual-carriageway A11, running parallel to the railway, was under construction, as well as a raised approach road which would replace the level crossing. Keith had managed to hitch a ride in one of Phelan Plant Hire’s monster trucks ferrying earth from the quarry site to what would become embankments for the new road layout. Each journey traversed the soon-to-close level crossing. Astonishing to realise that’s 36 years ago! Staying in the locality, we watched a ten-minute amateur film Threat of Closure from the British Film Institute taken aboard a MetCam unit from Dereham to Norwich, some months before Dereham - Wymondham passenger services ceased in 1969. The cameraman ‘Chib’ Thorp had also taken some lineside footage at various locations. All the stations were very run-down by that stage. At Hardingham, with its incongruous BR ‘modern’ black-on-white running-in board, we glimpsed the short-lived 1’8” gauge concrete works tramway. After Wymondham, the camera lingered on the the Ashwellthorpe chord, where an endless line of condemned coaches stretched far away. Then it was off to Norwich, passing Hethersett again, and entering the city precincts past the long-demolished power station. Our final film - all 60 minutes of it - took us north of the border through the medium of a B&R Video Scotland Revisited. Taken by cameraman Jim Clemens, it was the first of three DVDs covering his visits to Scotland over the years 1959 to 1967, with a commentary by his son Michael delivered in a somewhat deadpan tone. We began with Pacific haulage over the WCML north of Carlisle, including the climb of Beattock and the junction at Carstairs, and then moved on to a series of railtours, many of which were pulled by one of the trio of pre-grouping locos which BR’s Scottish Region put back into steam in the 1950s - NBR no. 256 Glen Douglas, Highland "Jones Goods" no. 103 and GNoSR no. 49 Gordon Highlander. After a look around Glasgow and its transport delights we travelled from Queen Street to Fort William (the old station, alongside Loch Linnhe), doubleheaded by Glen Douglas and an ex-NBR J37. Then on to Mallaig with two J37s in 1963, and...the dreaded broadband connection failed again. Reluctantly Andy had to admit defeat and end the meeting. For those who thirst to know “What happened next?” Edward Mann, who supplied the DVD, tells us “…on arrival at Mallaig both J37s were declared failures and D5351 ran from Mallaig - Fort William (reverse) - Glasgow, getting in two hours late, just after midnight”. (Mike Handscomb) “A Tour de France by Narrow Gauge” - Michael Bunn (3rd March - Zoom Meeting) First, a confession: before this meeting, I was under the impression that France was home to perhaps a dozen heritage/ preserved railways of which around half were narrow-gauge. How wrong can you be! In a fascinating evening, French specialist Michael Bunn (who last addressed us many years ago about the TGV) described the development of narrow-gauge lines in France, and followed that with an illustrated tour of many of today’s lines. The proliferation of these smaller railways was due to the The Freycinet Plan, launched in 1878. Its object was to give everyone access to the railway, promote the economic development of the country and open up remote areas. In total 181 lines were built, comprising réseaux d'intérêt generale (main lines) and réseaux d'intérêt local (secondaires). Two railway companies were formed in 1880-1, and were responsible for building and operating most of the lines. A major figure in the development of French light and industrial railways was Paul Decauville. His company manufactured ready-made sections of light narrow gauge track fastened to steel sleepers – a bit like Hornby O gauge! This track could be easily dismantled and transported. Decauville even built a 600mm gauge line to carry visitors around the 1889 Exposition Universelle (World Fair) at Paris. Timber production was a useful source of traffic. In 1884 The Abreschviller forestry railway opened and had extended to 50 km by the end of WW1. The railway was closed in 1964. The locos and some of the rolling stock were bought by preservationists and a short section was reopened. The forestry railway atmosphere is kept alive at Abreschviller where a sawmill replica has been set up for visitors. One of the largest systems was the Réseau Breton, a standardand metre-gauge, railway in Finistère, with its routes converging at Carhaix. Trade declined after WW1 and the narrow gauge lines closed in 1967, but some routes remained open after conversion to 4’8½”. Even larger than the Réseau Breton, the Chemin de fer des Côtes-du-Nord, where the first sections opened in 1905 and owned 16 Corpet-Louvet tank locos, once had a total route length of 457 km. The Second World War gave the Côtes-du-Nord a stay of execution, parts of the system remaining open until 1956. At Hardingham, ‘Chib' Thorp’s train passed a Derby Lightweight Unit heading for Dereham. 60 minutes of long-vanished Scottish steam scenes.
8 ____________PICK-UP GOODS Narrow-gauge lines proliferated during WW1. Supplying the trenches were as many as 250 Decauville Progrès 0-4-0Ts, and 495 Baldwin Class 10-12-D 4-6-0PTs (one is now at Leighton Buzzard). Another vital source of motive power was Motor Rail (‘Simplex’), which provided the War Dept with around 900 4- wheel petrol locomotives. After the break Michael gave us a whirlwind, but comprehensive, tour of the narrow-gauge lines which have been reopened, or started from scratch. A few of the more notable ones were: ● Le Chemin de fer du Vivarais (“Train de l'Ardèche”) - a 33km long metre gauge line. At one time part of the Vivarais route was a dual-gauge section - including two tunnels and a viaduct - shared with SNCF services, but this is now by-passed by a new line. The railway had to close for lack of funds in 2007 but has since reopened with local authority assistance. ● Le Chemin de fer de la Baie de Somme - well-known to many NRS members. A part metre- and part dual-gauge line, it’s located only 45 miles from Boulogne, and is thus readily accessible to UK visitors. It links Noyelles-sur-Mer with SaintValery-sur-Somme, Cayeux-sur-Mer and Le Crotoy. It has a large collection of locomotives and railcars, many restored to a very high standard. Today its triennial steam festivals attract thousands of visitors. In 2019, Michael told us, it carried 205,000 passengers “more than the Bluebell and Kent & East Sussex combined”. ● La musée des tramways à vapeur et des chemins de fer secondaires français - opened in 1976, this museum, sited at Butry-sur-Oise, 30 km north of Paris, has an important collection of metre-gauge steam locos. However the museum itself is no longer open to the public; instead, rides on the nearby Tortillard à Vapeur (slow steam train) take passengers on a 45- minute trip between Crevecoeur-le-Grand and Rotangy on a relaid SNCF trackbed. ● Le Chemin de fer Froissy-Dompierre built to 600mm gauge and running from Froissy to Dompierre-Becquincourt in the Somme department, is the last survivor of the narrow gauge trench railways of the World War I battlefields. After the war new lines were laid including a zig-zag to reach the Santerre Plateau, as the line was now being used to carry sugar beet to the refinery in Dompierre. Increased competition from road traffic meant that the sugar traffic stopped in 1972, but by then a preservation society had begun operations over 1km of track. At Froissy a spacious railway museum, opened in 1996, contains a large collection of historic 600mm steam and diesel locos and rolling stock. These are just a taste; Michael described and illustrated a multitude of other narrow-gauge systems still in service - not forgetting four metre-gauge rack-and-pinion lines and three metre-gauge tramways. The evening was expertly coordinated once again by Andy Wright who reminded us that this would, COVID permitting, be our last Zoom meeting for the present. From the next meeting we would revert to ‘in-person’ events at our traditional Ipswich Road URC Hall home. (Mike Handscomb) “Train to the future - British Transport films and the History of Britain’s Railways 1950 - 1982” - Iain Kitt (17th March) What can we do when suddenly our speaker can’t make it? For a reliable ‘space-filler’ you can’t beat a British Transport Film. Snowdrift at Bleath Gill, for example - always a favourite. But what lies behind these British Transport films? How did they come to be made? Iain Kitt made the BT Film Unit the subject of this very interesting presentation, based on the dissertation he’d prepared as part of his Railway Studies degree at the University of York. Soon after the formation of the BTC in 1948, Edgar Anstey was appointed as ‘Chief Officer, Films.’ Anstey had previously worked with John Grierson, the pioneering Scottish documentary maker; indeed, Grierson is often credited with coining the term ‘documentary’. Anstey’s BTF output can be, we learnt, divided into three categories: • ‘Informational films’ designed for the public to “spread knowledge of current problems and achievements”. • ‘selling films’ designed to increase the use of railways. Often with a verbose commentary. Attractive rural scenes attempted to persuade viewers to travel there. • films for staff instruction and education. Throughout his presentation, Iain showed brief but carefully chosen clips from the films to illustrate his points. We began with Elizabethan Express, which showcased the launch in 1953 of a prestigious, non-stop service between London and Edinburgh. Then Fully Fitted Freight (1957), which demonstrated the role the railways played - alas, no more – in delivering consumer goods all over the country. Two Billard A150D railcars at the rebuilt Colombier-le-Vieux/ Saint-Barthélémy-le-Plain station on the Chemin de fer du Vivarais. 30th August 2013 (Michael Bunn). Michael’s collage of early C20 postcards gave a good flavour of the French narrow-gauge charm of yesteryear. Did you know that you could once reach Mont Saint-Michel by train?
9 ____________PICK-UP GOODS Totally different was Terminus, in which director John Schlesinger (later to win an Oscar for Midnight Cowboy) presented a lingering 'fly-on-the-wall' look at an ordinary day at Waterloo station. One aim of the BTF output was to demonstrate how up-to-date BR was. No less than four films were produced about the illfated APT, one of them narrated by children’s favourite Peter Purves. And we saw a driver’s eye view of the ECML, but at speed: London to Peterborough at 1250 mph (shades of the BBC’s earlier London to Brighton in 4 minutes). BR’s relationship with Ford was the subject of another title; it showed how the two firms had developed a ‘just in time’ system of deliveries, now widespread in industry. The BTF Unit won over 200 awards, including an Oscar for Wild Wings, about the work of Peter Scott in his bird reserve at Slimbridge. Like many of the BTFs productions, this film featured no transport at all. Anstey justified that by postulating that if people could be encouraged to move about the country “then we could be fairly certain that the nationalised transport systems would get the majority of the benefit”. Support from the BTC and BR enabled the Unit to produce highquality films that documented the changes taking place on the railways over the period from 1950 to the early 1980s. But, as we know, the railways couldn’t compete with the rise of motor transport. With the growth of cheaper alternatives to filmmaking, the Unit was seen as out of date, and wound down. However, its films had been seen by many millions of people, were well appreciated and encouraged people to travel, even if that was not necessarily by train. They showed, said Iain, that railways are more than just a convenient form of transport; they constitute a significant part of our national heritage and are woven into our national culture. After the break we continued the theme with two BTF productions. Farmer Moving South was the true story of a farmer whose entire livestock and machinery was transported by train from Stokesley, North Yorkshire to Hartfield, Sussex - on the coldest night of the year. Then we watched Fully Fitted Freight - this time in full and starring the 4.48pm Bristol to Leeds working. (Mike Handscomb) “GO WEST, YOUNG MAN!” (Chris Wright) In search of steam 60 years ago It was 1850 when American newspaper editor Horace Greeley wrote these words of exhortation. 112 years later, they were equally apposite for steam starved railway enthusiasts in Norfolk! By April 1962, the last steam had departed Norwich MPD. I had not seen steam in my home town of Gorleston-onSea since the previous September1 . So, six months later, a party of schoolboys from Great Yarmouth’s long- established grammar school2 embarked on a trip to fill that void. Some context: In September 1961, I transferred from a primary school which bordered a working line (Yarmouth-LowestoftIpswich-London)3 to a secondary school alongside a track-bed by then dormant for 2½ years– the former M&GN from Yarmouth Beach. Until the M&GN’s closure from 2nd March 1959, grammar schoolboys from outlying villages like Ormesby and Hemsby could journey to school on the 0705 ex-Melton Constable*. Arriving at Yarmouth Beach at 0837, they missed assembly but reached school for the start of lessons. There were rumours that to lighten their load on the walk from station to school, adventurous souls would hurl their schoolbags through a window as the train chugged past the playing fields. I have my doubts since the retrieval process would not have escaped school masterly attention! Twice each term, we had “merit” half holidays, when school ended at 1220. Poor conduct could lead to forfeiture of the privilege. I confess to two such deprivations in my 7 years at the school! During the Summer terms ‘country boys’ who had not been so deprived were allowed to leave five minutes early to catch the 1215 ex-Yarmouth Beach “Tantivy”** which left Newtown Halt, 100 yards from the school, at 1218. My transition from junior to secondary school was not a pleasant experience. I left a large, but somehow comfortable, junior school where I was consistently near the top of the first stream to enter one where I was very much in the middle, which remained my status for the next five years (I did better in the sixth form!). The school was run like a minor public school. Masters wore gowns. Some were kindly, some frankly terrifying. However, one upside of the move was the school railway club. The club met after school on Thursdays. The secretary was fifth former Adrian Wright, who even at age 16, was deeply knowledgeable about railways. NRS members who have the Beckett and Hemnell book M&GN in Focus can find Adrian on page 54: he is one of the two adolescents standing next to longtime 32F resident 43158 on that fateful day, 28th February 1959. After getting a degree in Geography, he went into teaching, becoming Head of Geography at the Royal Grammar School, Colchester. In retirement, he continues to lecture extensively on railway subjects4 . Another member was Alan Bennett (no, not that one!) who graduated from East Anglia University in 1970 and joined the BR Graduate Training scheme. He went on to have a successful career in the railway industry. Club meetings were a mix of quizzes, photo sharing and talks, either from older boys on pet railway subjects, or from guests. One guest speaker was the railway enthusiast vicar of a Gorleston benefice, the Reverend Alan Cliff, author of the Jack the Railway Cat children’s books. I recall him saying that he always wore his dog collar when “trespassing” on railway property and that, if challenged, would claim to be visiting a sick parishioner! Besides weekly club meetings, we engaged in a variety of activities at weekends or during school holidays. One merit holiday, we visited Yarmouth Vauxhall signal box. In late Spring and Summer, we conducted traffic censuses. One was at Trowse Whit Saturday, 26th May 1962, when, almost three months after the last steam had departed from Norwich MPD, we saw both 70000 Britannia and a B1 working light back to March. However, the highlights of club membership were the trips. The first took place on 18th April 1962, a cold, wet Wednesday during the school Easter holiday. Our destination? Two of East Anglia’s three remaining outposts of steam – March and New England, Peterborough5 . We set out on the early morning through Yarmouth (Vauxhall) to Birmingham service. The first steam we encountered was a Standard Class 4 on a freight near Brandon. Alighting at March, we watched the change of loco and crew, with diesel haulage giving way to steam – a Rugby-allocated Black Five 44771, steam blowing off from the safety valves in an icy Fenland wind. Armed with a permit we set off to visit the MPD, code 31B. In 1950, March had an allocation of 161, reducing to 131 by 19596 . I am not sure what it was in April 1962, but still substantial. I no longer have my notebooks from that trip. However, I have the “spotting jottings” of my late friend and fellow 18th April traveller David Harrup. David records that over the day we saw 118 steam locos from 24 depots*** and 65 diesels.
10 ____________PICK-UP GOODS We saw nine Britannia Pacifics at March, all former Norwich residents. That many 7MTs on shed mid-morning on a weekday testifies to their relative under-use between Norwich and subsequent re-allocations to LMR sheds. David also recorded 23 B1s, mostly at March. Also on shed were 4 of the 7 K3s we saw; a solitary K1; a sprinkling of 01s, 02s & 04s; J19s, J20s, 3 J17s; a solitary J15; a number of Fowler 4Fs; a Crab; 2 Black 5s and 6 8Fs. March lost its steam allocation in November 1963 but continued to host visiting steam locos for much of 1964, including occasional Jubilees and Patriots, displaced to secondary duties as dieselisation advanced on the LMR. From March, on to Peterborough (East), then the DMU shuttle to Peterborough (North), at that time a notorious bottleneck on the East Coast main line. For most of the party, seeing steam on one of the UK’s most prestigious routes was the jewel in the day’s crown. I was more blasé. In 1958, an aunt and uncle to whom I was close moved from Gorleston to Hitchin. On our first family trip to see them in March 1959, I found that their new home was 200 yards from the mainline, a mile south of Hitchin station. That day I spotted my first A4, 60026 Miles Beevor. Over the five years 1960-65, I spent most school holidays in Hitchin. By the time of the Peterborough visit, I had ‘copped’ all the A4s, most A1s, and maybe two thirds of the A3s. However, I was looking forward to visiting New England MPD. Once coded 35A, by 1962 it had been relegated to the more lowly 34E, part of the King’s Cross district. In 1950, its steam allocation was 213; by 1959 it was down to 1117 . In April 1962, it remained substantial and included A2 and A3 Pacifics, some staying until closure January 1965. The shed was 1½ miles north of the station, so a crocodile of 15 adolescents, all in school uniform, began the trudge through sleet and rain. As we approached the sheds, there was activity in the yards, but most of the shed was out of view. Adrian ventured into the shed-master’s lair with a permit procured for us by the Goods Manager at Yarmouth Vauxhall, who for some reason was the official responsible for arranging party travel. A couple of minutes later, a crestfallen Adrian emerged. The shed-master had found fault with the permit – an “i” not dotted or “t” not crossed. He refused to admit us. The master in charge, Rob Brydon (no, again not him: this one was less “Gavin and Stacey” and more “RE and History”– would I lie to you?) tried to reason with the obdurate official, but to no avail. I remember even at age 11 my incomprehension at this. We were a legitimate school party, who had travelled 100 miles by train (and a further 1½ on foot!) with official sanction for the visit. The mistake was BR’s – not ours! Disconsolate, we trudged back to Peterborough North, but were cheered by a visit to Crescent Junction signal box and later sighting of 11 Pacifics (3 A4s, 3 A1s, 3 A3s, an A2 and a Britannia). During the day we also saw 9 V2s, mainly at Peterborough. I cannot recall much about the journey back. I assume we took the return Birmingham-Yarmouth Vauxhall through working, which would be due back at 2130. 60 years on, I retain clear and happy memories of my first organised railway trip (but don’t ask me about yesterday!). I am still in touch with Adrian and Alan, and when we speak, we invariably reminisce about this trip. I was fortunate since, 3 months later, I would get another “steam fix” with a summer holiday visit to Hitchin – the last full summer of steam working on the East Coast main line south of Peterborough. For most of my fellow travellers that day, they would have to wait until the next club trip…but that’s another story! Notes: 1. A B1 (presumably substituting for a failed diesel at Lowestoft) on the 1539 ex-Liverpool Street. 2. Founded 1551. 3. Upgraded to main line status November 1959, with the closure of the direct line to Beccles, a status it retained until diversion of Yarmouth-Liverpool Street trains via Norwich in 1962. 4. I have sent the Editor a list of subjects on which Adrian lectures in case they are of interest for a future meeting of NRS. 5. Cambridge MPD (31A) retained a steam allocation until June 1962 (Bolger, Paul BR Steam Motive Power Depots East Anglia, pp 16). 6. ibid pp 18/19. 7. ibid pp 56/57. Editor’s Additional Notes: * This is from the winter 1958/59 timetable; timings varied slightly over the years. ** Tantivy was the name of a Sentinel steam railcar used on M&GN all-stations services in the 1930s. *** The more interesting sightings are shown below. Remarkable was 60851 (61B Aberdeen Ferryhill), especially as it was withdrawn in December 1962. Other notable sightings were: 42853 (Birkenhead), 48104 (Leeds, Holbeck) 63807 (Frodingham) & 63870 (Langwith Junction). A Station Name to Ponder In NRS/NL 66/6 p. 8 Peter Adds said that Battersea Power Station was the first on the Underground network to have “Station” in its official title. He then asked if this was also true for the national network. Well, Balfron station on the BuchlyvieAberfoyle branch (closed 1951) presents something of a conundrum. The station was about 2 miles from the village and 44771 at March, having just replaced a diesel on the 0702 Yarmouth-Birmingham service on 18th April 1962. This was a booked engine change, March being a sort of "frontier post" in those days. The Class 40 is on the 0715 Colchester-Newcastle (via Lincoln & Doncaster) - connecting services in those far-off days (Alan Bennett). J17 65541 in use as a stationary boiler at March on 18th April 1962 (Chris Wright). If anyone knows when it started or finished its stationary boiler use please let the Editor know (Alan Bennett).
11 ____________PICK-UP GOODS was always called Balfron. A separate community grew up around the station, and that community is still known as Balfron Station. Had the line survived it would be nice to think Balfron would have been renamed to reflect its true location! Amazing what useless facts emerge from the Antiques Road Trip! 60 Years Ago and 50 Years Ago The “Great Eastern Commemorative Steam Railtour” ran on 31st March 1962. The 6 coach train, comprising entirely ex-LNER vehicles, was hauled by an immaculate 70003 John Bunyan and ran via Ipswich to Norwich Victoria, where 11168 was attached to the rear to enable the train to reverse out, and for arrival at Norwich Thorpe with 70003 at the front. A cross-country trip via Wymondham/Dereham/County School/Foulsham (reverse)/ Dereham/Swaffham/Thetford followed, hauled by J17 65567, where 70003 took over for the return to Liverpool St. The East Anglia Branch of Railfuture was formed in 1972, and our member Trevor Garrod has kindly sent me a booklet summarising its 50 years’ work. Hard to imagine now, but in the late 1970s/early 1980s a number of excursions were run, including a Christmas Shopper from Swavesey (on the St Ives branch) to Stevenage, seaside specials from Wisbech to Felixstowe, Dereham to Lowestoft and from Reepham and Aylsham to Yarmouth! Loco-hauled trains ran from Wisbech to Scarborough and Dereham to King’s Cross! If anyone has an unpublished image of the railtour, or a railtour ticket, or for any the excursions, please get in touch. If you’re puzzled by 11168 it was a diminutive Hunslet diesel shunter which later became D2565. (EM) Approximately 70 Years Ago Above you’ll find insights into events of 50 and 60 years ago. Having a complete set of RCTS Railway Observers going back to 1951 I hoped a nugget might be unearthed, and in the April 1951 issue I found this detailed report about Dereham. With RCTS permission I’ve repeated the item almost verbatim, having added a few explanatory notes. DEREHAM – Interest was aroused here on 25th February by the appearance of Sentinel (6)8174* hauling trolleys bearing several lengths of old track. (6) 8173** was standing by in the sidings to assist in the difficult task of dispersing the lengthy load. Passenger traffic now between Norwich and Wells is almost entirely in the hands of the Clauds†. The traffic to King’s Lynn and Norwich (via Wroxham)†† is handled by the E4 2-4-0s, occasionally relieved by a J15. With the light loads of the winter service and the poor station work some very fast running often occurs between stations. The considerable milk traffic to and from the marketing centre of North Elmham is mainly worked by Norwich engines, Clauds again being predominant. More recently, however, N7s have appeared, and on one sensation was caused by the appearance of a Sandringham working tender-first on 6 empty milk tanks! The locomotive allocation remains at its usual strength i.e. 4 E4, 4 J15, 1 J17 and one or two ex-GE 2-4-2Ts, the latter in store. All these are to be found on shed on Sundays when Norwich handles the only traffic. In these days of standardisation, it is good to find a line of such pre-grouping vintage where the largest engine remains a Claud. * (6)8174 – a Sentinel Y3 0-4-0T. Its contemporary allocation was Stratford but it is supposed to have moved to Immingham in March 1952 before being withdrawn in April 1953. Surely this was a “paper” move having regard to the distance. ** (6)8173 – another Sentinel Y3. Its last transfer was to Lowestoft Engineer’s Dept in July 1948. In May 1953 it moved into Departmental stock as Dep 40, and worked at Lowestoft Engineer’s Yard (Sleeper Works) until withdrawal in 1964. † Clauds – “Claud Hamilton” class – LNER D15/D16. †† County School-Aylsham-Wroxham was closed to passengers from 15th September 1952. Dereham-Wells closed to passengers from 5th October 1964. Dereham-King’s Lynn closed to passengers from 9th September 1968. Beauty & the Beast With thanks to David Furbur, who certainly gets about. He dubbed the snowplough The Beast of Broadland (taken at the beginning of February) whilst on 17th March he recorded 60103 Flying Scotsman at Canterbury West as it prepared to leave for Dover & Folkestone with a Steam Dreams/Rail Advent charter. A Pocket Timetable from 1936 Pocket timetables are nothing new. In 1936 (4th May to 5th July) the LNER managed one, featuring Glasgow, Edinburgh etc, and Towns in the Midlands and Northern Counties to Norfolk, Suffolk and Essex Resorts! Services included the Continental Restaurant Car Express – Liverpool to Harwich – running in times similar to the 1960s ones we can recall. But what intrigued me was a Sheffield-Ipswich-Felixstowe-Colchester through train which left Sheffield (Victoria) at 1250 and which reached Felixstowe (Town) at 1907. Presumably part of this train, after division at Ipswich, continued to Colchester. Its route would have taken it through Worksop, over the-then flat ECML crossing at Retford, Lincoln, March, Ely and Stowmarket. The return service left Felixstowe (Town) at 1352 and reached Sheffield (Victoria) at 2013. If anyone knows if this service was revived after WW2 in some shape or form please let me know.
12 ____________PICK-UP GOODS Last Day on the Didcot Newbury & Southampton line Mike Roach recalls the last day of operations (5th March 1960) Editor’s scene-setting: the DN&S ran from Didcot to Southampton Terminus, crossing the West of England main line at Newbury, and the Salisbury/Exeter main line at Whitchurch before joining the Southampton main line just south of Winchester. The line was heavily-used during WW2 but 4 trains end to end sufficed in the 1950s, long waits at Newbury doing little to encourage passengers. Thus, passenger services were withdrawn between Winchester Chesil and Newbury from 7th March 1960, but Newbury-Didcot lasted until 10th September 1962. We set out from St. Denys station at 0630 to get to Winchester City station before crossing to Chesil station to join the first northbound train up the DN&S. In a strange twist of fate Chesil station was used on Saturdays only in the summers of 1960 and 1961 by passengers on three trains each day to/from Southampton which terminated at Chesil because of congestion at Winchester City station, despite Chesil station being nominally closed to passengers. We spent the day travelling between stations, alighting at as many stations south of Newbury as the timetables would permit, as there were just four passenger trains each way and the last ones were in the dark. In fact the last northbound train made half its last trip in the dark, and the last southbound trip wholly in the dark. We bought souvenir Great Western tickets at each station visited. Here is a table of our journeys that day: No. From - To Dist How Dep Arr Cost Loco/Load (coaches) 1. Winchester Chesil-Woodhay 23 train 0714 0816 30p CDR 30120 + 3C 2 Woodhay-Litchfield 6¾ train 0915 0931 9p S 6302 + 3C + 1Van 3 Litchfield-Whitchurch Town 4 walk (0945) (1130) nil 4 Whitchurch Town to Burghclere 6¼ train 1257 1312 7p S 75005 + 3C + 2 Guv 5 Burghclere to Highclere 2 walk (1330) (1430) nil 6 Highclere to Didcot 23½ train 1518 1704 23p S 6302 + 3C (waited Newbury 44 mins) 7 Didcot to Newbury 18 train 1755 1841 21p * 30120 + 3C (* Single to Woodhay) 8 Newbury to Eastleigh 33 train 1925 2037 below 30120 + 5C 9 Eastleigh to St. Denys 3¾ train 2106 ?? below Hampshire 3-car 1102 Abbreviations: CDR = Cheap Day Return; S = Single; Guv = General Utility Van. The most economical way of travelling from St Denys (Mike’s starting point) to Newbury required what is now called “split ticketing” – an early morning return to Winchester was 13p and a cheap day return from Winchester to Newbury was 30p – total 43p. An ordinary return from St Denys to Newbury was 70p! I think it will be appreciated that I have converted the fares to decimal currency to make life easier. GWR tickets still in use on this and Mike’s previous 1960 visits to the line accompany this article. T9 30120 leaves Woodhay with the 0628 Totton-Reading General on 5th March 1960. During wartime improvements the line from here to Enborne Junc (near Newbury, where this line joins the West of England main line) had been doubled. We had just alighted from the train to travel in the opposite direction to Litchfield, 6.75 miles away.
13 ____________PICK-UP GOODS Football in the Lower Leagues (Barry Gayton) Barry has unearthed some very obscure football handbills from 1949, and has constructed a most interesting article around them. Over to Barry… I like football, I watched Norwich City for the first time in a Third Division (South) match against Southampton in 1954, sitting on my aunt’s knee in the main stand at Carrow Road, and although I haven’t been inside the ground for decades I still follow the team’s fortunes. Worn down by years of restriction the population took to the cheap entertainment that post-war football offered to a degree never seen before. Not ones to pass up a chance of extra revenue the railways seized upon the opportunity that football offered by encouraging and providing travel to matches. Featured are some football handbills from 1949 with an East Anglian flavour. Derby matches don’t come any more local than Colchester United versus Chelmsford City, but of course in 1949 this was a Southern League fixture. Colchester won the match 4-1 before a crowd of 14,718 at Layer Road (their old ground – Ed.) with Vic Keeble scoring a hat-trick. Keeble went on to win an FA cup winners medal with Newcastle before becoming a highly respected sports journalist. Both sides remained among the front runners throughout the season, the U’s finishing second in the table and were, along with Gillingham, rewarded with election to the Football League at the end of the season. Handbills featuring Norwich City are quite rare possibly because the supporters club were pro-active in organising special trains to away matches thus relieving the railway of the effort. City were top of the league in autumn 1949 and no doubt talk of promotion to the Second Division was being whispered. Two special trains were laid on for the fifty mile journey to Ipswich and a crowd of 26,423 crammed into Portman Road for the match. Ipswich did what they always seemed to do and dashed City’s hopes running out 3-0 winners. The Canaries’ form slumped from then on resulting in a mid-table finish at eleventh, six places above Town playing only their third season at Football League level. The bill is interesting in that it lists departure times from Waveney Valley line stations, and passengers from these stations needed to catch the 1235 service train from Beccles. In the evening they could enjoy the East Suffolk line in semi-darkness before joining the 2000 (times vary slightly) service train from Beccles. In addition to the game at national level local football attracted considerable support and the top competition in Norfolk was the Norfolk Senior Cup competition which was keenly contested throughout the county, the final traditionally being played at Carrow Road on Easter Monday morning often preceding an afternoon league match; at this late stage of the season one can only speculate upon the state of the pitch which, in addition to the Mike had previously visited the line on 30th January 1960 when 32xx 0-6-0 3211 was seen at Whitchurch Town with the northbound 1412 Eastleigh-Newbury. Unbelievable Tales In the days of InterCity Great Western (early 1990s) a lady turned up at Reading one evening after a dreadful journey from the south coast, missing not only her booked connection but the next one too. The staff found out where she was going and immediately booked a taxi for her – destination Dundee! The cost was £800 for 458 miles, which must be an all-time record. A much more cost-effective way might have been taxi to King’s Cross and an overnight sleeper to Dundee – the mind boggles. No wonder HS2 is so expensive – Sheephouse Wood, Bucks, is in the path of HS2, but it also happens to be home to the protected Bechstein’s bat. Apparently an 850m long mesh screen/tunnel will be erected above the tracks at a cost of £40M to meet environmental requirements. We seem to have Chris Packham to thank for that. How many bats are in the belfry (sorry – wood) I wonder? With thanks to Branch Line News for these gems.
14 Peaks and Troughs of a Football Supporter (Steve Cane) In mid-January my wife and I decided to take a short winter break in the Peak District. We booked a hotel on the outskirts of Sheffield not far from Dore & Totley station. Our break coincided with the Sheffield United v Luton Town match at Bramall Lane, so a few days enjoying the sights of the Peaks and one day for me at the football was planned. We drove from Norwich on the Thursday and decided on a day out in the Hope Valley the following day. Many of you may have visited the Valley or at least travelled between Sheffield and Manchester on a train, I've heard that the Valley is known as a “green lung” for the folks living in the nearby industrial cities and towns. We didn't bother with breakfast at the hotel on Friday morning but drove straight to a café next to Grindleford station, where we'd had excellent meals in the past. The café is in the station house built in 1898 following the completion of Totley tunnel, the western portal of which is just a few yards from the building. The interior has some original features including enamel waiting room signs and a ticket office barrier now used to hold ketchup bottles, cutlery and condiments. After a fantastic full English breakfast we left the café for a walk to Padley Chapel pausing on the railway bridge to look at the stone opening of the tunnel. Work began on the bore in 1888 and it was opened in 1893. Construction was held up by flooding at both morning match, had hosted at least one match a week as well as being the main training area. All the top clubs entered including Norwich City who usually fielded their reserve team. That year the final appeared to be something of a mismatch involving the semi-professionals of Midland League side King’s Lynn taking on Carrow the Colman Foods works team. Not to be outdone though, the gallant eleven of Carrow upset the form book and ran out easy 3-0 winners. Again, the bill is interesting owing to the inclusion of stations on the Norfolk and Suffolk Joint line loop between Cromer and North Walsham. I have included the last bill for no other reason than its sheer unlikeliness, a local match between Haverhill Rovers and Halstead Town playing in the Essex and Suffolk Border League Division 1, equivalent to the seventh or eighth tier of English football. On occasions such as these normal service trains would be promoted as excursions in order to fill them up but as the timetable reveals no departures from Halstead between 1223 and 1704 we have to conclude that this was a special third class only train laid on for the occasion, probably consisting of a motley collection of spare ex-GER bogie coaches hauled by a J15 or an E4. The thought of this unlikely train trundling through the sparsely populated Colne Valley on its thirteen mile journey packed with tanked-up, rattlewaving Halsteadians adorned in their black and white scarves conjures up a vision rarely imagined. I have been unable to find out the score although Halstead did finish the season in second place five points behind the winners Sudbury Town so obviously the “humbugs” were by then on a roll with interest around the environs of the Courtauld mill at fever pitch and fully justifying the expense of putting on the excursion. Halstead’s home ground at Rosemary Lane has certainly had its fair share of misfortune; on two occasions emergency services were unable to revive players who collapsed on the pitch, and an incident at the ground on August Bank Holiday in 1952 made national headlines. A travelling fair set up and set a high diving challenge, £2 being offered to anybody who would dive off the top board into a tub! A local man, Reuben Claridge, picked up the gauntlet and dived from the top board only to miss the tub with fatal consequences! At the inquest at Colchester a misadventure verdict was recorded; that Reuben was drunk when he climbed the ladder was a contributory factor. ____________FEATURE ____________PICK-UP GOODS
ends of its 3½ miles. Because of the damp conditions the workforce suffered outbreaks of typhoid, smallpox and yellow fever. The land above the tunnel was owned by the Duke of Rutland and he decreed that during construction only one ventilation shaft be sunk, and that work should cease between August and September so as not to interfere with the grouse shooting season (probably the best time of year to get on with excavations!). The Hope Valley Line was opened for freight in 1893 and for passengers the following year. Today there are three operators using the line, East Midland Railway, Northern Rail and TransPennine Express and many freight companies also use this route. Just beyond Hope station at Earles Sidings is a 1½ mile branch line to the country’s largest cement works owned by Breedon Cement. Most of the factory’s production leaves the plant by rail. The works employ around two hundred people, many of whom live locally. Although some environmental issues have been addressed, the plant still emits 65% of the National Park’s emissions. Saturday morning arrived and I went by bus into Sheffield where I met a friend who was travelling up from Luton by train. We had a drink in the Sheffield Tap which is housed within the former Edwardian refreshment room and dining rooms of Sheffield station. The rooms had become disused in the 1960s and then turned into a waiting room before the present owners spent money on refurbishing it to something like its former glory. I've spoken of the “peaks” of our short break, now come the “troughs” which occurred shortly into the second half of the match. We had held our own during the first half but two “Blades” goals in 3 minutes finished us off. The good news is that since then we've gone from strength to strength and as I write we're sitting in 6th place in the Championship and play Chelsea tomorrow night in the FA Cup. Who knows - my next season’s travels might take me to Anfield, Old Trafford and Stamford Bridge. I live in hope! With thanks to Steve for the images. Society’s Annual Show – 28th May Malcolm Wright will be organising the customary raffle and would appreciate the donation of new or new-condition items (not necessarily railway-related) that can be recycled in our raffle, please. Please let him have raffle items at any intervening Society meeting. Thank you. Local railway research project – can you help? Society member Chris Wright, who used to live next to the N&S Joint line close to the site of Gorleston North, is researching last known steam workings on scheduled services in East Anglia. Chris recalls a B1 near his home in September 1961, and a day at Ipswich the same month when he saw just 2 steam locos. He also remembers 2 steam workings into Norwich on what might be called Whitsun Saturday (26th May 1962) (see his article elsewhere in this Newsletter – Ed.) 2 months after 32A closed to steam*, and he’s aware of the 8F-hauled cattle specials in December 1963. If any members have similar memories and can help Chris with his research he would like to hear from you – there may be an article in a future Newsletter. He can be contacted at: [email protected], on 07703 548967 or by post at 4 The Chestnuts, Lower Shiplake, Oxon, RG9 3JZ. Thank you. *Editor’s Note: “Closed to steam” is a very nuanced expression and please don’t challenge it here. New members We are pleased to welcome Chris Bell from Aylsham, Derek Mummery, from North Elmham, and Bev Steele, from Stowmarket, and look forward to seeing them at our Annual Show and/or at future meetings. 15 ____________FEATURE A westbound/Liverpool DMU emerges from the darkness of Totley Tunnel on 13th September 2018. Steve's "greasy spoon" - Grindleford station cafe on 21st January. 66788 is about to enter Totley Tunnel on an eastbound aggregates working on 13th September 2018. Grindleford station is behind. ____________NRS News
Society & Transport Group Meetings Details of meetings will be emailed to current Society members a few days before the event. Starting time for all Society and Transport Group meetings will be 1930 and finish around 2130. Thu 14th April - Norfolk Transport Group - An Evening with Graham Smith Thu 21st April - Norfolk Railway Society - “East Anglian Vehicle Manufacturers” & “Chicago's World's Fair 1933/34” - Roy Dowding. Thu 28th April - Norfolk Transport Group - An evening of Aircraft and Aerial Images with Andrew Wright. 5 th May - Norfolk Railway Society - “The Great Eastern Heritage of the Mid-Norfolk Railway” - Presentartion by Chris Bell. 12th May - Norfolk Transport Group - Short AGM followed by members’ slides. 19th May - Norfolk Railway Society - “Barrington Cement Works” and “A coal mining complex in China” - Presentation by Richard Tremaine. Wed 25th May – NRS members will be making presentations to the Ipswich & District Historical Transport Society at the Salvation Army Citadel, 558 Woodbridge Rd, Ipswich IP4 4PH. Anyone will be welcome to attend. 26th May - Norfolk Transport Group - Things we have collected (and would like to show to the meeting) - please bring yours along. 28th May - Norfolk Railway Society Show Day at Poringland Community Centre from 10.30 - 16.30. (See below) Your contacts: NRS – Andrew Wright – [email protected] or Edward Mann (see p.2). Transport Group – Mike Fordham – [email protected] Meeting Venue: United Reformed Church Hall, Ipswich Road, Norwich, NR4 6QR. 16 Barton House Railway: Hartwell Road, Wroxham, NR12 8TL. For information: www.bhrw.org.uk or tel: 01603-782008. Bressingham Steam & Gardens: Low Road, Bressingham, IP22 2AA. For information: www.thebressinghamgardens.com or tel: 01379-686900. The Bure Valley Railway: Aylsham Station, Norwich Rd, Aylsham, NR11 6BW. For information: www.bvrw.co.uk or tel: 01263-733858. The Mid-Norfolk Railway: Dereham Station, Station Rd, Dereham, NR19 1DF. For information: www.mnr.org.uk or tel: 01362-851723. The Mid-Suffolk Light Railway: Brockford Station, Wetheringsett, IP14 5PW. For information: www.mslr.org.uk or tel: 01449-766899. The North Norfolk Railway: Station Approach, Sheringham, NR26 8RA. For information: www.nnrailway.co.uk or tel: 01263-820800. The Norwich & District Society of Model Engineers: Eaton Park, Norwich. For information: www.ndsme.org The Wells & Walsingham Light Railway: Stiffkey Road, Wellsnext-the-Sea, NR23 1QB. For daily information: www.wwlr.co.uk or tel: 01328-711630 (up to 1700 please). The Whitwell & Reepham Railway: Whitwell Rd, Reepham, NR10 4GA. For information: www.whitwellstation.com or tel: 01603-871694. Services on our Local Railways I have decided to end our advertising of future events at our local heritage railways etc. My reasoning is that the information we provide lacks the immediacy of web-based information available direct from the heritage organisation, and it would be preferred if members obtain up-to-the-minute information from either relevant websites or by telephoning. Thank you. _____________WORKING TIMETABLE a selective look ahead at local railway events