NRS NL 64-4 July-Aug 2019

Norfolk Railway Society

Founded 1955 www.norfolkrailwaysociety.org

Volume 64 No. 4 NEWSLETTER July - August 2019

____________TRACK REPORT - News from railways in and around Norfolk

National Network

The March of Progress (mainly…)

Delivery of Stadler trains continues and with space at
Crown Point Depot at a premium workings of the new
trains to storage at Kimberley Park on the Mid Norfolk
Railway is well underway.

Following on from the “firsts” over the Lowestoft and
Cromer lines (see NRS/NL 64/3 pp.11/12) Richard
Adderson has kindly supplied another image (right) this
time of the first working of the new trains en route to
the storage sidings at Kimberley Park on the MNR on
29th May. That meant 3 “firsts” in 7 days. Here 755414
is seen passing Wymondham South Junction signal
box as it moves on to MNR metals.

A week later on the 5th June Andrew Wright was at
Wymondham Station to see the first of the Class
745/0s en route to Kimberley. 745002 is seen south of
the station (right) headed by Rail Operations Group
37800 Cassiopeia as it moves south of the crossover
before moving back into Platform 1 and then onto the
MNR (right bottom).

There is not much to distinguish 755414 and 745002 in
these views apart from their numbers. However the
Inter City trains (Class 745/0s) are the only ones to
sport a yellow strip above the windows denoting First
Class accommodation. But given there are only two FC
carriages even that would be of little help viewed from
the other end. The other major distinguishing feature is
the power unit on 755414 which can just be made out
as the third vehicle in Richard’s image.

The 12 vehicle Class 745/0s have 752 seats (672
Standard Class and 80 First Class) compared to 614
on the existing Mk3 sets (528 Standard and 86 First).
There is also said to be space for 245 passengers to
stand!

In This Issue 1
2
Track report 4
National Network 11
Heritage
14
Pick-up Goods
NRS News 15
Feature
Ken Leighton’s Memories: How B12/3
Locomotive No. 61572 Was Saved

Working Timetable

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____________TRACK REPORT

By 1st July, 37419, newly repainted in “Inter-City” livery, had
replaced 37424 on the Yarmouth end and made a colourful
sight running into Brundall that morning (below top).

Richard has not forgotten the “short sets” which continue to run Heritage, Narrow-gauge and Miniature
nearly every day – surely these will be early casualties when the
new trains enter service? “Large logo” 37s have appeared on Summer Galas
this working in recent years and made a nice visual contrast with
the rather drab DRS colour scheme which has been the norm. Continuing the theme of old and new the Mid-Norfolk Railway
Occasionally there have been large logo locos at each end but, Summer Steam Gala over the weekend of 28th - 30th June
for various reasons, a decent image of such a pair had eluded provided an opportunity to contrast railway designs of different
him until 21st June (above) when 37407/424 were on the eras. Visiting Q6 2238 (below top) with a train for Wymondham
working. Here they are, approaching Reedham Swingbridge on Abbey is seen approaching Kimberley Park storage sidings
their way to Lowestoft, passing one of the only two semaphore
signals remaining in the Reedham area.

NORFOLK RAILWAY SOCIETY
(Founded 1955)

President: Ken Mills, Esq.

Committee and Officers 2019-2020 Telephone

Chairman Warren Wordsworth

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Past Chairman Brian Kirton

Secretary & Andrew Wright
John Laycock
Webmaster
Treasurer

Membership Sec Mike Handscomb

Newsletter Editor & Edward Mann
Indoor Programme

Indoor Programme Graham Kenworthy

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Richard Keeys

Peter Willis

Malcolm Wright

Norfolk Railway Society Newsletter

Editor: Edward Mann

Layout & Picture Editor: Andrew Wright

Distribution: Graham Smith

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: 3rd October 2019.
Copy Date: 19th September 2019.

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____________TRACK REPORT

which were full of 745s & 755s as seen, below top, as 80078 The North Norfolk Railway was hoping to host Deltic no. 55009
passes with its train for Dereham. Also on 28th June (below Alycidon at its mixed traction gala (14-16 June). Sadly it was not
middle left) 2238 is seen passing 745102 parked on the old available and was replaced by 33063 RJ Mitchell from Spa
running line towards the bottom of Danemoor Bank. Earlier in Valley Railway. Another unexpected visitor was 33202 Dennis G
the day 2238 was engaged in photo run passes at Hardingham, Robinson which was transported from the Mid-Norfolk Railway
captured by Peter Adds (middle right). where it has been used on track-laying contract work by Sonic

Rail Services.

Built in 1962 and originally
numbered D6587, 33202
remained in service until February
2009 when it was purchased by
Stewart Robinson. It is named
after his father Dennis G
Robinson, who was involved with
the introduction of the Class 33s
to the Southern Region.

33202 is seen at Weybourne
getting ready to depart for
Sheringham (facing page bottom)
and 33063 arriving at Weybourne
on the rear of a train from Holt as
33202 waits to depart in the
opposite direction (bottom left).

Steam traction was also in
evidence at the Gala (bottom
right) including 7F 53809 with a
goods train at Weybourne. All
North Norfolk images taken by
Andrew Wright on Sunday 16th
June.

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____________PICK-UP GOODS - A miscellany of news and members’ contributions

“Lines around Stratford” Stratford Market, closed 1957, where the ironwork supporting
– Jim Connor (16th May) the canopies was “recycled” into the rebuilt stations on the
Southbury loop. Stratford High St (DLR) is on the site if Stratford
Jim’s presentations are always full of interest and anecdote, so it Market. Two branches left the North Woolwich branch – one to
was pleasing that a large audience was present. Beckton (of gasworks and industrial locos fame), and one to
Gallions which was always Dock Co./PLA owned.
A map of Stratford and its many junctions was exhibited at the
start, but so much simplification and redevelopment has taken Jim was heartily thanked for his presentation; thanks also to
place that recognition of once-familiar locations has become Andy Wright for operating the projector.
very difficult. A brief summary is that lines opened to
Bishopsgate 1839, Lea Valley 1840, North Woolwich 1847, and Visit to the Epping & Ongar Railway – Malcom
Fenchurch St 1841, but this has not had a passenger service Wright (8th June)
since 1949. Under the LNER’s New Works Programme of 1935
it was intended to electrify to Fenchurch St but not out to 20 members and guests made their way to the EOR for its
Shenfield. The suburban side at Stratford was rebuilt before Summer Steam Gala.
WW2 and certain platform anomalies have remained – Platform
7 was never used and Platform 4 is now DLR. En route to
Fenchurch St there was an intermediate station at Bow Rd
which closed during WW2. After a short re-opening it
permanently closed in 1949.

Moving to what we know as the GEML, the first part of Rain and wind greeted their arrival just after 0930, but this soon
Liverpool St opened in 1874, followed by the remainder in cleared and the afternoon was bright and sunny. The guest loco
1875. Bishopsgate Goods had opened in 1888 on the site of should have been ex-Caledonian 0-4-4T 419, but this had failed
the old ECR terminus, and was destroyed by fire in 1964. Close with big-end problems on the Gloucestershire & Warwickshire
by were the Quaker St stables – the old building is being Railway so it was withdrawn from this event. The GWRS
converted into flats. Bethnal Green came next – the main line helpfully provided a replacement in the shape of GWR 2-8-0T
platforms closed in 1946. An unfamiliar name – Globe Rd & 4270, built 1919, which shared running duties with Metropolitan
Devonshire St, closed 1916 – was next. Its booking offices 0-4-4T no. 1, built 1899, and the U.S.A. “S160” 2-8-0, built 1945,
were in the viaduct arches. This was followed by Coborn Rd, which is normally based at the Churnet Valley Railway. All three
originally Old Ford, also closed in 1946. Going out from locos performed very well, operating on their own between
Stratford, we went as far as Goodmayes, but mention was North Weald and Ongar, and topping’n’tailing between North
made of Crowlands – an intended station south-west of Weald and Epping.
Romford – which never got beyond foundation level.

The former LT outpost from Epping to Ongar was originally GE
but was transferred in 1949 – electrification did not come until
1957, and the line closed in 1994. We saw a 1950s image of
Grange Hill, on the Fairlop/Hainault loop – uninviting sums it up.
The entire Leyton – Epping section was also originally GE but
was transferred in the late 1940s. It was also possible to travel
from Newbury Park to Ilford/Seven Kings by GE – the present
LUL map shows a sharp western turn instead of going straight
on and ending up at Ilford depot!

Stratford Low Level dates from 1854 – the next station going
north-west was Victoria Park, which closed in 1943. It was once
a junction for Poplar.

There had been no service from Stratford to Lea Bridge since
1985, but this has recently been revived, and the line joins the
Liverpool St – Cambridge line before Tottenham Hale, now a
busy interchange. After this comes Northumberland Park and
then Angel Road, just consigned to history in favour of a new
station at Meridian Water.

A left fork before Tottenham Hale would be on to the Tottenham
& Hampstead Junction Railway for a short distance before
another fork, through Seven Sisters, led on to the former
Palace Gates branch closed in 1963. We saw pleasing images
of an L1 and an N7 on the branch, and it was recalled that
although Palace Gates was a beautiful station it was another 25
min. to walk to Alexandra Palace!

We were treated to an image of part of the National Collection, At Ongar one of the waiting rooms was devoted to an exhibition
when out-stationed at Stratford – an M7, Q1, LMS 2500 & of Malcolm Root paintings, many of which showed scenes local
Britannia were visible. It took a long time for Jim to account for to the line.
an LNW Oerlikon driving trailer at Stratford, but he eventually
learned this had been a mess van at Clacton!

The North Woolwich branch was briefly reviewed, beginning at Many participants also enjoyed the old LT buses which ran from

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North Weald to Epping LUL station to pick up passengers for the
Gala, and also to Ongar.

Images:
Epping & Ongar - Metropolitan 0-4-4T no. 1 (opposite) and a
339 service (below). GWR 2-8-0T no. 4270 (top) (all Malcolm
Wright) with Metropolitan no. 1 (above) (Mike Fordham).
Cumbrian Coast: Right top: Maryport Harbour on 11th July
2012 – modern apartments and, below, signs that it was once
rail-served; Middle: Commemorative plaque inside the Golden
Lion Hotel, Maryport, on 11th July 2012; Lower: A northward
view from Whitehaven station on 10th July 2012. Goodness
knows what’s happening, except the signal hasn’t cleared, but
the unit isn’t a great advert for the modern railway.

The Cumbrian Coast Revisited

Certain areas/lines are, justifiably, popular with contributors, and Today, the principal stations are Maryport, Workington and
the Cumbrian Coast Line is a prime example. I was there in Whitheven. Others may disagree, but Maryport is an odd one –
2013, Brian Cornwell was at St Bees more recently (see it has a bi-directional platform accessed from the Up & Down
NRS/NL 62/2 pp 13-15), and now Michael Roach has recalled a Main. Workington has Up & Down platforms, but Whitehaven is
visit in 2012. another oddity – a Bay Line into Platform 1, with Platform 2
being bi-directional before southbound trains plunge into the
The purpose of Mike’s visit was to visit Whitehaven, and the insalubrious Whitehaven Tunnel, almost ¾ of a mile long.
area of his great-great-grandfather’s birth and adulthood prior to
his moving to Plymouth. Mike’s route north was from Cornwall to The line hugs the coastline, and sea defence works are
London by HST, another HST to Newcastle, and finally DMUs to common – yes, a parallel can be drawn the West of England
Carlisle and then to Maryport. Whitehaven’s main station was main line!
once named Bransty, but there’s another one at Corkickle, a
mile away. St Bees is another 3 miles on, towards Barrow, Thanks to Mike for the images.
Mike’s images show that the traditional railway is strong in these
parts – the area is well worth visiting for that and its industrial
heritage. Its rail network was dense with several competing
companies vying for a slice of the lucrative mineral traffic.

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____________PICK-UP GOODS

A Window on a
Forgotten World?

Barry Gayton has kindly
supplied some more
railway/sporting handbills,
and the first sheds some
light on the popularity of
County Cricket before
WW2. Of note is
Staffordshire, with a very
strong Minor Counties team,
and the absence of
Glamorgan – the LMS had
the links but perhaps the
Welsh preference for Rugby
Union left everything else a
long way behind! Apart from
those with a strong
University connection it is
hard to imagine their
fixtures attracting much
support – certainly not much
from the principal coal-
mining districts!

The Test Match at Old
Trafford was the second of
3 played against the West
Indies – England winning
the first at Lord’s and
drawing the other two. In
those days, Tests were
played over just 4 days
including a rest day. The last Test ended on 22nd August 1939, which did not
leave much time for the tourists to get home before the outbreak of WW2!

No doubt the “Light Blues” could count on strong support for their 1937 Varsity
Rugby match; unfortunately the “Dark Blues” prevailed 17-4 - still, there was
ample opportunity for sorrows to be drowned on many of the trains! But the
obtaining of train tickets was easy enough – as well as from the station these
could be obtained from the Town Office on Market Hill (I would dearly like an
image of this c.1937 – Ed.), and from Pickford’s and the Co-op both flexing their
travel agency muscles.

The LNER seems to have taken a keen interest in “the Sport of Kings” – witness
its running of special trains to the 3-day Craven Meeting (the first of the season),
the 4-day First Spring Meeting and the 3-day Second Spring Meeting in 1935. No
doubt Eastern Counties provided luxurious onward transport, and what wouldn’t
we give to see one of these ancient vehicles today! We mustn’t forget that
racegoers enjoy a “flutter” and the Tote was available for those so inclined.

I must confess to being baffled by the references to Newmarket (New). Put simply,
Newmarket’s original station was replaced by its more modern second station in
1902, but the first station was retained for goods traffic. An excursion platform was
added but everything still points to the modern station. As Graham Kenworthy
could offer no explanation either, there matters must rest. (EM)

The Inverness Avoiding Line – a Holiday Suggestion

This is also known as Rose St Junc to Welsh’s Bridge Junc. In days of yore, when
all good trains consisted of a locomotive and carriages, an unusual movement
took place. Trains arriving from Kyle of Lochalsh and Wick/Thurso didn’t run into
Inverness station directly. Instead they used the avoiding line and reversed in.
These services later went over to DMU, and everything became much simpler.

The last vestige of the traditional system disappeared from the May timetable
change when the 1713 Kyle of Lochalsh - Elgin (SO) ceased to reverse in, and
Elgin is now served by a separate train.

If you’re desperate to “do” this short piece of track, combine business with pleasure - re-mortgage your house and book a journey
on one of the Royal Scotsman tours which are loco-hauled north of Inverness.

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____________PICK-UP GOODS

“Poster to Poster – Railway Journeys in Art” * Plan B = a ready, alternative plan usually brought about by a
sudden change of circumstances. It’s well-known throughout the
No doubt some of you have one or more of this series of books general population, but an alien notion amongst the political
depicting railway poster art. My NRM calendar for May visited classes.
Bridlington and showcased the work of George Ayling (1887 –
1960). It is a view of the town, yachts in the harbour, an angler, The Double Closure of the Bluebell Line
and a group of lads enjoying the scene. This 1958 poster carries
the caption: “Yorkshire’s Gay Seaside Playground”! If you have The July issue of Backtrack contained a most interesting
the Yorkshire book, go to p.136 – if you don’t have the book, just account of the line’s original closure. It once ran from East
marvel at the innocence of 60 years ago! Grinstead to Lewes, and was first closed from 29th May 19551. It
was a substantial loss-maker and, after a Public Enquiry, the
Culgaith TUCC/CTCC had recommended/supported closure. The
intervention of Miss Margery Bessemer was most unusual as
Culgaith was a small wayside station on the Settle & Carlisle she pointed out that the original LB&SC Act of 1878 (s.35)
line, just north of Appleby which closed from 4th May 1970. required 4 trains to run each way. Was she influenced by the
Having also seen their handiwork at Wetheral, see NRS/NL 64/2 Titfield Thunderbolt?
p.10, Michael Roach found they had been busy here, too,
though just the signalbox needed attention. No doubt the BTC felt it was between a rock and a hard place,
and no doubt the Press had a field day. The upshot was that
legal advice was taken, and the BTC was advised that, to avoid
a possible infringement of old legislation, the minimum
stipulated service should be restored and s.35 repealed. This
resumed from 7th August 1956 and the BTC Act of 1957
repealed s.35. The line again closed from 17th March 1958 after
a second Public Enquiry!

No doubt Miss Bessemer (who apparently made most of her
journeys by car) was fêted at the inaugural meeting of The
Lewes & East Grinstead Preservation Society, but it’s worth
mentioning that the line’s receipts during the “reopened” period
were a mere £1,000!

The 4½ mile stretch from Horsted Keynes to Sheffield Park was
bought by the preservationists in 1960 and the rest, as they
say, is history.

1 The scheduled date was 13th June 1955; because of the
ASLEF strike this was the actual date.

Editor’s Note: A back copy of this issue will set you back £5.50,
To Travel Hopefully is Better than to Arrive … an and coincidentally you can read about the Mid-Suffolk Light
Editorial Encounter
Railway.

Travelling home on EMT’s 1252 Liverpool – Norwich on 29th Another Quiz
March had me in a quandary. After some minutes into the
journey from Nottingham (where there seems to be a general 1.Gardening - best left to others – nevertheless produces
exchange of the student population) I had to answer the several railway stations whose names could be garden
following question: “Is this train going to St Pancras?” Oh dear – implements. Thus, there are two Rakes – where? And there
break the bad news and think about a Plan B* – the gentleman used to be a Rollright Halt and a Trowell. Hoe Street has been
wanted to get to Cosham, which is on the West Coastway line renamed to what?
not far from Portsmouth. I thought he had no alternative but to
board a King’s Cross train at Grantham, show the LNE ticket 2. Continuing the gardening theme, there were once two
inspector the print-out he’d been given, and hope for a kindly stations named Botanic Gardens – in which cities?
response. He would still be “on his own” for the tricky
Underground journey across London (I don’t think KX – 3. Church-going has been declining. Likewise, the number of
Waterloo can be done without a change). Then there would be stations beginning with the name “Church” followed by another
another difficult hurdle – train to Winchester and a change on to name has also declined. Name the 3 survivors.
a Portsmouth service or all the way on a Portsmouth service
from Waterloo – see Table 158. And don’t think I had a mobile 4. University could be the name of a station almost anywhere.
device on the train – I had to check all this when I got home! How many are you able to find?

Other points: St Pancras trains leave Nottingham from a 5. Roydon, Royston & Royton are/were stations on the network.
different platform and in the opposite direction. Why, oh why, do Which one has been closed?
otherwise rational people disintegrate mentally when confronted
with a rail journey – has their ability to absorb information Answers on Page 14.
without a phone disappeared? And as for following someone
down the aisle looking for their reserved seat… The Limitations of an English Bus Pass

Earlier in the journey it was surprising, in my limited experience, For reasons unknown, Sheffield is the only tram network on
to get an on-time arrival at Stockport. The rush-hour trains seem which you can use your bus pass.
to encounter problems negotiating Piccadilly and get delayed.

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It Was Once a Main Line

I hope readers enjoyed “From our Chesham Correspondent”
in NRS/NL 64/3 p.9. Author Alan Wallwork has kindly written a
further piece about his “home patch”.

If we begin with a history lesson, the GWR northern main line
ran from Paddington via Park Royal, Princes Risborough and
Banbury to Birmingham Snow Hill and then via Wolverhampton
& Shrewsbury, eventually reaching Birkenhead, Aberystwyth
and Pwllheli. Nothing much changed until 1967 when the long-
distance trains ceased to run, consequent upon the LM
electrification.

More recently, Chiltern Railways – operating out of Marylebone
– have run the former GW services to Banbury and
Birmingham. Such has been the extent of their takeover that
the former stretch of GW main line from South Ruislip to
Paddington has been partially single for some time, and was
used only by trains diverted to Paddington instead of
Marylebone because of engineering work or by the occasional
freight train. Chiltern did run a “Parliamentary” service each
weekday between South Ruislip and Paddington to preserve its
running rights but that ended from 10th December 2018 as the
line is being dug up around the back of Old Oak Common in
connection with HS2.

On 15th June there was a steam special from Solihull to Oxford
hauled by, 7029 Clun Castle, which offered a lunchtime dining
experience circular, running via Oxford, Didcot N. to E. Juncs,
and main line towards Paddington. It crossed over after
Southall on to the Greenford Loop to gain access to the old GW
main line, once used by the likes of the “Cambrian Coast
Express”, and the first image (upper right) was taken alongside
the LUL Central Line at Northolt (looking east) and it will be
apparent that the former GW Up line is now overgrown and
abandoned. The overgrown LUL line in the centre is just a
siding whilst Northolt station is visible in the distance.

The second image (right) shows the train passing Denham Golf A few Society members have always been interested in railway
Club on its return journey. The station retains its GWR “pagoda” operations – how the crowds were handled, the routes the trains
corrugated iron shelters, and this is now on the “Chiltern” main took and so forth. Norwich City’s exploits in 1959 might be the
line from Marylebone to Princes Risborough. Continuing north, stuff of legend and, thankfully, the railway operations from
the train continued via Bicester S. Junc and Gavray Junc near Norwich are well-recorded.
Bicester Village to re-acquaint itself with Oxford. Finally it was to
Didcot, to be reversed on the triangle, so that Clun Castle could It’s much more difficult, however, to know much about the
be on the front again to return to Solihull. special trains that brought visiting supporters to Carrow Road.
Starting on 10th January 1959, it’s known that enough
An interesting opportunity Manchester United supporters followed their team to justify 3
special trains. These arrived at Norwich behind “Crab” 42903
The re-opened Halton Curve permits a different way of travelling (Saltley) and “Black Fives” 44776 (Saltley) and 44809 (Trafford
from Chester to Liverpool. Go via Hooton on Merseyrail by all Park). The presence of the “Crab” was most unusual but we are
means, but it’s surely far more interesting to go into Lime St via fortunate that the late Roger Harrison was out with his camera
Helsby, Frodsham, Runcorn & Liverpool South Parkway – and and proving, even in those days, that football supporters were
it’s all above ground! not treated to the best rolling stock! It’s impossible to say what
routes 42903 & 44776 took into Norwich – locomotive allocation
The customary publicity photo included relevant Network Rail suggests engine changes in the Birmingham/Rugby areas and
worthies and MPs, but I was genuinely surprised to see the then a jaunt across to Peterborough East and March. Trafford
Northern Powerhouse Minister was there too – I didn’t know Park’s 44809 leads to the suggestion that it might have started
such a position existed! from the now-closed Manchester Central, after which all sorts of
permutations are possible to March. I have, incidentally, often
Oh No … Not Norwich City’s 1959 Cup Run wondered about the mood of the disappointed United supporters
Again! – were they more philosophical in those days? The M&GN –
then less than 2 months from closure – contributed to the
Well, not really – if you want to know what happened on the unusual workings with B17 61654 Sunderland on the 1213
pitch, please ignore this article as that information is readily Weybourne – Norwich City and the 1335 return, making a very
available elsewhere. unusual sight at City station. For supporters it was a good walk
from the station, perhaps via Westwick St, Bank Plain and King
Back in 1959 sports events of any significance would attract St, to Carrow Road.
large crowds and, in those days, the railway was seen as the
prime mover for transporting those crowds. Coach travel – The home tie against Cardiff City on 24th January 1959 also
especially over long distances – was not for the faint-hearted. produced 3 special trains. Maybe Welsh spirits were high after

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Cardiff demolished Plymouth Argyle 3:0 in the previous round – semi-slumber by the unmistakable intonation of a Norfolk accent
Norwich were probably seen as being on a par. These specials the speaker, a long-retired local grazier, went on to explain the
– if indeed they started from Cardiff and not in the Valleys – are workings of a now defunct trade.
believed to have come cross-country via Severn Tunnel, Foxhall
Junc (Didcot), Oxford, Bletchley and Cambridge. Motive power Red Poll and Beef Shorthorn bullocks, the favoured East
was again “Black Fives” – 45331/393 (both Bletchley) & 45372 Anglian breeds, were raised as calves over the winter in the mild
(Willesden). Supporters would have had a very early start given climate of mid-Ireland then sold at the major spring markets at
the distance to be covered. The sight of WR rolling stock in Dublin and Kildare before being shipped to Liverpool or
Norwich would have been most unusual. Holyhead where they were held in lairage overnight. They were
then transported to East Anglia by train and turned out directly
What frustrates us is the absence of any sort of Special Traffic on to the marshes at Haddiscoe and Acle. The animals would
Notice or handbills relating to these matches. They would fatten up over the next six months on the lush grazing before
answer a lot, but not all, of the questions. It would be nice to being sold as prime fat beef cattle at Acle, Stalham and Beccles
know, for example, what motive power the WR used on the runs markets then slaughtered locally, the top end London hotel trade
from Cardiff. being a ready and eager market. The train that I witnessed
would probably have left the port early in the morning and
In the 5th Round Norwich were drawn away at Tottenham. As travelled under a class C headcode along the west coast main
stated, the many special trains that ran are documented line to Rugby where engines were changed. Some
elsewhere. It’s known that Tottenham sent one special to remarshalling and watering probably took place there before it
Norwich for the mid-week replay but presumably the motive proceeded via Market Harborough, Peterborough and Ely west
power was from Stratford and, therefore, unremarkable. curve to Brundall where it would probably have divided, one part
continuing behind one loco to Acle and the other to Haddiscoe.
There’s an interesting twist to the Sheffield United tie. When the Considering the distance of some 200 miles, the urgency
6th Round draw was made, it was Sheffield United or Arsenal v. around livestock and the cross-country nature of the journey,
Norwich or Tottenham. No doubt the London press went into train slotting and timing would have required some slick
overdrive at what they saw as a mouth-watering North London planning. After unloading, the now empty wagons would have
tie! Apart from the Norwich victory, Sheffield United beat Arsenal been re-formed at Brundall and held in the lay-by siding, the
3:0, so many football reporters must have been crestfallen! engines then reversed light engine to Norwich for turning and
coaling before collecting the train and returning west at a
The exodus of Norwich fans to Sheffield is well-documented, leisurely pace. Possibly the wagons were disinfected or lime-
railway-wise. What is missing, however, is any information washed at Trowse where there was a substantial livestock
regarding inward specials for the replay. A semi-final place handling facility on the site of the current aggregate plant.
beckoned, but this had to be set against the supporters’ ability
(or otherwise) to secure a day off from work to make the long Irish-bred bullocks were certainly reared in Norfolk around the
journey to a mid-week match. time of the First World War and probably much earlier; as with
all livestock the transport of Irish cattle provided a lucrative
The Luton semi-final was played on neutral grounds and, again, income stream for the railways and import facilities also existed
the train working from Norwich is well-documented. So we ask: at Greenock and Stranraer. It seems that the trade as described
was anybody recording the railway scene in early 1959 and who died out in the 1960s although the import of Irish cattle by rail
would be able to supply any of the information that has so far continued until 1972 through Holyhead. British Railways
eluded us? Please contact Edward Mann, details on page 2. adopted the Great Western Railway eight ton long wheelbase
cattle wagon design of 1935 as standard but, no doubt
With many thanks to Richard Adderson and Chris Fisher, foreseeing the decline in traffic, only 1200 were built retaining in
without whose help this article would have been impossible. traffic older even pre-grouping vehicles which remained a
familiar part of the makeup of goods trains. Until the early 1960s
Farming Yesterday (Barry Gayton) these vans were always a feature in the sidings at Acle and
other stations on market day. Today, only a handful of bullocks
The late 1950s was a good time to be young - during school graze on the extensive marshland of east Norfolk but the
holidays there was little restriction and over a period of five or economics of grass fed beef compared to cereal production
six years, along with a few others, I was fortunate enough to means that much of the prime grassland has since been
have spent probably hundreds of hours peering through the ploughed up or managed for conservation purposes.
railings that still run along Carrow Road and at other local
vantage points. This activity was viewed with ambivalence by Editor’s Note: Who expected that? Images of one of these cattle
my parents; it cost nothing of course and, the regular Sunday trains would be much appreciated, as would anything else on
morning shed bunk apart, it kept me out of trouble but it was the operational side. Where do we go from here? The R.C.H.
perceived by my mother as a form of idling and a likely reason Hand-Book of Stations (1956) was regularly updated, but from
for my indifferent performance at school: she was probably right. 1st January 1963 livestock-handling facilities were withdrawn
Trains were usually headed by run-of-the-mill Britannias, L1s, from many smaller stations but Acle stayed open, as did Trowse.
B12s etc, but the treat (oh so rare!) was when the unexpected I suspect that the 1963 amendments were the last as the R.C.H.
“foreigner” with a 4 prefix to its number unexpectedly turned up. was finally disbanded on 31st March 1963.
These usually took the form of “Black Five” 4-6-0s on excursion
trains to the coast from the east Midlands but one afternoon in Mutley Station, Plymouth – 80th Anniversary of
about 1958 we were lucky enough to witness a pair of ex-LMS Closure
4F 0-6-0s reversing from the shed towards Wensum Junction
and out of sight; quick reference to the always-carried Ian Allan (Mike Roach)
Locoshed book confirmed that both were allocated to Rugby.
Later in the day they re-appeared on the Wensum curve at the At first glance Mutley station would appear to have been a
head of a long train of empty cattle wagons and disappeared complete anachronism. It lay just 24 chains (0.3 miles) east of
over the swing bridge towards Trowse. I remained intrigued by Plymouth Station, formerly Plymouth North Road. This distance
this event for the next thirty odd years until the probable can be walked in 5 or 6 minutes. Was the station ever really
explanation was unfolded by the unlikely medium of Radio 4’s necessary? The answer to that question lies in the way
early morning Farming Today programme. Alerted from my Plymouth's railways developed and here we are talking just
about Plymouth in Victorian times, excluding Devonport and

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Newton Abbot’s 7909 Heveningham Hall passes the site of Mutley station looking east towards Mutley Tunnel. The railway
Mutley Station in April 1961 with the up Mayflower, the 0830 official on the right looks as though he has collected the takings
Plymouth to Paddington. M.L.Roach and is waiting for a train to take them down to North Road or
more likely Millbay station. Note the sloping path up to the
East Stonehouse, and before Plymouth was enlarged and public road and the wooden steps on the right. Lens of Sutton
became a city. Association.

The South Devon Railway's line from Exeter to Plymouth was

completed to a temporary terminus at Laira, somewhere near

Laira Junction, in May 1848. The line was extended to a terminus

at Millbay in April 1849, and this was the only station within the

Borough of Plymouth at the time. The town was expanding rapidly

in Victorian times, particularly to the north, and Millbay was really

too far away to serve these new northern suburbs. So the Great

Western Railway opened a new station at Mutley in August 1871.

This was strange because the line was still owned by the South

Devon Railway although the trains were operated by the GWR.

The reason for this was that the Great Western, the South Devon

and the Bristol & Exeter Railways had been working together as

"The Associated

Companies”. Also

approaching the area Mutley station looking west. The main station buildings are on
from the north was the the right facing the junction of Pentillie Road and Ermington
London & South Terrace. The wooden steps have been taken away. Lens of
Western Railway with Sutton Association.
its own independent

line into Plymouth.

Under pressure from the LSWR the GWR constructed a new central station for Plymouth

at what would become known as Plymouth North Road, opening in March 1877. This

had the added advantage that trains from London to Penzance would no longer have to

go into Millbay and reverse to go onto Cornwall.

Mutley had 2 platforms with the main station buildings on the upside; a footbridge; road
access on the north (up) side and footpath access only on the down side. There were no
goods facilities although parcels were dealt with.

An auto train for Tavistock heads As North Road assumed more and more importance the writing was on the wall for both
towards Mutley Tunnel. The Mutley and Millbay.. However both stations were useful stopping points on the Plymouth
photographer spent many happy hours to Plympton suburban service. Millbay was closed to passengers in April 1941 after
in the early 1950s sitting on the wall on bomb damage. Mutley closed to passengers 80 years ago on 3rd July 1939. In the last
the lefthand side of the photograph complete year 48,722 tickets were issued at Mutley. In 1913 the figure had been
watching the passing trains, which were 364,395 which was 118,000 more than North Road . Mutley was completely demolished
99% steam hauled at the time. He first and the platforms cut back as though they never existed. In 2019 all that remains is the
went there specifically to watch trains in steeply sloping footpath from Napier Terrace to the down platform, now overgrown and
the summer of 1950 at a very tender complete with large trees growing out of the formation. The location of the gate at the
age. M.L.Roach top end of the footpath is where the footway to the public road suddenly widens, and this
can be seen on streetview.

Mutley station is long gone but not forgotten by enthusiasts.

Editorial footnote: At first I thought it would be difficult to justify Mike’s article, but certain
parallels can be drawn with Trowse which closed from 5th September 1939. A so-called
economy measure at the outbreak of WW2, but Trowse has been very useful down the
years. Before Trowse Swingbridge was ready, it was the terminus for trains from the Ely
line. After closure it saw occasional use by football specials, but its moments of glory
came in 1986 (especially at Easter) when Thorpe station was closed at weekends in

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connection with the electrification work. With thanks to Richard
Adderson for a couple of images recalling Trowse station 33
years ago.

I’m sure annual ticket sales at Trowse never approached
Mutley’s pre-closure figure, but as a “station that refused to die”
it deserves an honourable mention.

Mid-Suffolk Light Railway Visit (14th July) Left, 47582 arrives at Trowse with the 0930 from Liverpool St
on Saturday 29th March 1986. The train continued to Yarmouth
Some 23 members and friends gathered at Brockford station via Acle, calling everywhere except Brundall Gardens.
where we were met by the MSLR Chairman, John Stark, who
gave us a most thorough and interesting tour – “a Museum with Above, The second image dates from Sunday 3rd August 1986,
a short length of railway”- as he called it. when the station again burst into life. 47577 arrives with a train
for London. A train from London appears to be leaving Platform
During our tour we learned that the railway has just one paid 1 as passengers make their way to the waiting buses. The
employee! As was to be expected, Y7 0-4-0T 985 was working scene is completed by a pair of Class 101s on local services in
the 2-coach trains to Dovebrook although the line will shortly be Platform 3. Think of the shock horror if a repeat were to take
extended to give just over ½ mile of travel. We also saw place now.
Hudswell Clarke 1604 undergoing restoration.

Thanks to Malcolm Wright for organising the visit, and to the
MSLR for making us so welcome. (EM)

Left, Y7 0-4-9T 985 (BR 68088), which dates from 1923 and
later became a Stratford Works shunter. Above, Sirapite –
Aveling & Porter 6158 of 1906 – was the shunter at Garrett’s
Leiston Works for many years. It is on loan to the MSLR for the
rest of the summer and it “waddles” with the best of them. Both
seen at Brockford on 14th July (Andrew Wright).

Reedham Junction Signal Box

____________NRS News The appeal to fund the relocation of Reedham Junction signal
box to Holt has been launced. NRS will contribute £5,000 to this
A copy of the Society’s Constitution, updated at the 2019 project and if individual members wish to make a contribution an
AGM is enclosed with this Newsletter. Appeal flyer is included with this Newsletter. Steve Ashling will
provide us with updates for the Newsletter as the project
Resumption of Meetings progress.

Society meetings resume on Thursday 19th September with the Editor’s Apology:
customary Members’ Summer Reports. Transport Group
meetings resume a week later. I hope nobody was fooled by the error at the bottom of page 1 of
the last issue. Of course, the 1100 reached Norwich at 1230.

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Hook of Holland, Hoorn and Hanseatic
Heritage (Images & Text by Brian
Kirton)

Our annual boating holiday with friends Peter &
Chrys began at Hook of Holland with a look at the
Hoekselijn. The RET Metro Link between the Port
and Schiedam/Rotterdam has still not opened well
over 2 years after it closed as part of the
Netherlands Railways network. In April 2017, it
was claimed that a 6 to 8 month closure would see
the line re-opened as a light railway with a frequent
service. Ground contamination, issues with
bridges over water and software problems are all
thought to have contributed to the delay. Intensive
test running is taking place. Residents are being
consulted on the eventual extension to Hoek van
Holland Strand (beach).

As we journeyed north, we visited the best-known
preserved railway in the Netherlands; the Hoorn -
Medemblik Steam Tram (or light railway as we
would say). In my view, it’s the best known historic
railway due to excellent global marketing over
several decades and is the only line to offer a daily
(except Monday) service from April to September
with a 2-train timetable during school and public
holidays. Weekend services also run at the end of
March, during October and most of November. It is
a 20km standard-gauge line, some of its coaching
stock is from former narrow-gauge lines having been re-bogied.
Hoorn to Medemblik dates from 1887 and was used for goods
traffic until the mid-1960’s. A preservation society was formed in
1986 and it currently has 15 staff and 250 volunteers. The
Images: this and facing page, clockwise from right:
1. NS 7742 Bello is about to haul the 1320 from Medemblik to

Hoorn on 19th May;
2. An aerial image of the old bridge, thought to be inter-war,

from Martin van Dijk. We are looking downstream with the
lifting section on the left bank and the (then) sole road bridge
beyond;
3. The new bridge image is thought to date from 2013 and also
comes courtesy of Martin van Dijk. The old bridge (which
was a few metres away) has gone. At the extreme left the
eye of faith may be needed to see the line heading for
Amersfoort and the Hanzelijn veering off to the right towards
Kampen Zuid, Dronten and Lelystad Centrum. The bridge
was known during construction as the IJssel Brug but was
renamed the Ijsselboog;
4. ‘Square’ steam tram no. 8, beautifully restored, is about to
leave the workshop at Hoorn on loan to the SGB railway at
Goes, Zeeland;
5. An RET Metro test train crosses the swing-bridge at
Maassluis on the Hoekselijn on 15th June.

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Maps: facing page - Hoorn to Medemblik Steam Tram shown in stations are beautifully preserved.
blue with stations in red; this page - Weesp to Zwolle shown in blue The line is in the Province of North
and the old Zwolle to Kampen branch. Hoorn is shown for Holland and affords views of small
reference. Maps copyright Openstreetmap.org contributors with canal boats serving the fruit and
additional detail by Andrew Wright. vegetable farms together with
colourful Dutch bulb fields early in
the year.

Our train was hauled by NS 7742
Bello, named after a large warning
bell. It was built in 1914 by the
Hollandsche IJzeren Spoorweg
Maatschappij (Dutch Iron Railway
Company) and ran the service
between Alkmaar and Bergen aan
Zee until 1955. Our driver was
Jaap Nieweg, former General
Manager of the Railway, now
driving in his retirement! Jaap has
played a leading role with the
exchange of locos with their ‘twin’
preserved lines: SGB Stoomtrein
Goes - Borsele in the southern
Dutch Province of Zeeland and the
Bluebell Railway in West and East
Sussex. Jaap also initiated the
very helpful leaflet Railmusea in Nederland covering all
preserved passenger railways, industrial lines, historic trams
and related museums. Whilst we only had time for a single
journey by train and a bus transfer to retrieve the car, many
visitors book for the ‘Historic Triangle’, including sailing on board
the former ferry Friesland, fully chartered by the railway to make
a link between Medemblik and Enkhuizen and the Netherlands
Railways line back to Hoorn. The triangular route can be taken
in either direction.

We took over a different boat this year, Libre was a comfortable
motor yacht in the fleet of Yacht Charter Sneek and very suitable
for major waterways. We headed south to the neighbouring
Province of Overijssel which reveals similarities with Norfolk
such as waterways shaped by peat digging and local reed used
to thatch attractive homes. Highlights were visits to the
wetlands within the Weerribben-Wieden National Park and
Hasselt, Zwolle and Kampen, three of the nine Dutch Hanseatic
Ports with a rich architectural legacy.

Flevoland, the 12th and newest Dutch Province, was re-claimed
from the former Zuider Zee in the 1950s/60’s. It has one thing in
common with the ancient Hanseatic Ports on the River IJssel; a
railway! The Flevolijn from Weesp, near Amsterdam, via Almere
to Lelystad opened in 1988. A feature of this line is the deviation
it takes to avoid an area originally earmarked for industry but
subsequently changed to a vast nature reserve known as
Oostvaardersplassen which featured on BBC’s Countryfile a few
years ago. The new town of Almere has six stations on this line
and Lelystad will have an additional station, Lelystad Zuid which
is already built and is expected to open in 2025 to coincide with
planned expansion. It was not until the winter of 2012/3 that an
extension to the line known as the Hanzelijn (as in Hanseatic)
was opened to Zwolle. It is the Netherlands’ newest passenger
line, 50km in length. The intermediate stations at Dronten and
Kampen Zuid can no longer claim to be the newest stations
because several others have opened elsewhere on the network.
As the new railway approaches Zwolle, it merges with the line
from Amersfoort and crosses the River IJssel on a new 920m
long bridge named the Hanzeboog. The name was chosen by
readers of a local newspaper; …boog means arch, curved span
or bow. It rests on 18 beton pilers and is 7m higher than the
bridge it replaced. The vertical clearance is 12.25m over normal
water level and even above exceptionally high water, there is an
air draft of 9m dispensing with the need for a lifting section. The
Hanzelijn has also shortened the route and cut journey times

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from the northern Provinces of Friesland, Groningen and Our travels were by ferry, car, hired motor yacht and bike with
Drenthe to Amsterdam. limited use of public transport. However, a similar itinerary could
be created with travel by train staying at hotels in the Northern
Kampen is also served by a single track branch from Zwolle, Provinces. Having often sung the praises of public transport
opened in 1864, and known as the Kamperlijn. The old station and integrated timetables, I should add that the day after our
is situated on the right bank of the River IJssel in what is now holiday (28th May), the Netherlands were plunged into industrial
IJsselmuiden whereas Kampen lies on the left bank, accessed action affecting most public transport. NS promised very few
by an historic bridge. The line was electrified last year and a trains with just a limited service between Amsterdam and
station is due to open at Zwolle Stadshagen but issues over line Schiphol, the capital’s Airport. The Dutch were advised not to
speed and onward connections appear to be the cause of delay. travel and congestion on the roads and cycle paths of Holland
Eight lines radiate from Zwolle, InterCity routes are served by was severe.
Netherlands Railways (NS) whilst local services are provided by
regional operators under the name Blauwnet (Blue Network). On a subsequent visit (15th & 16th June) to the massive Port of
Rotterdam, I found the extensive new harbours to be
comprehensively rail-connected.

Editor’s Note: As well as thanking Brian for such an excellent
report, thanks also for Andy for his cartographical skills.

Brian & Velma’s chartered motor yacht Libre at the City Centre Quiz Answers (see page 7)
moorings in Zwolle on 23rd May.
1. Eastham Rake & Bromborough Rake are between Chester
& Birkenhead. Hoe Street = Walthamstow Central.

2. Glasgow & Hull.

3. Church & Oswaldtwistle (Accrington), Church Fenton (York)
& Church Stretton (Shrewsbury).

4. Birmingham & Sunderland (Nexus).

5. Royton closed in 1966.

____________FEATURE

Ken Leighton’s Memories: How B12/3 Locomotive No. 61572 Was Saved (with grateful thanks to
David Chappell for permitting me to reproduce this remarkable letter).

Whilst rummaging through the desk drawers in my study the Norwich). There was a large school for girls at Holt and they
other day, I came across a most unusual letter that I had had always chartered a special train at Christmas to get all the
forgotten about, written to me by Ken Leighton. I thought it girls home for the holiday. Bill knew that by Xmas most of the
would be of interest to members, particularly railway
enthusiasts. It is now all the more poignant since we have
learnt that Ken had recently sadly passed away.

Ken had written to me over 21 years ago on 2nd February
1996. I had written to Ken on 31st January enclosing an
undated photograph that I had acquired, showing Class B12/3
locomotive 61572 inside a loco shed. I asked Ken if it was
taken inside the fitting shop at Ipswich Loco. Ken’s reply was as
follows, exactly as written.

“The postcard view of 1572 is quite a gem - it is fairly certain
that this is the start of the great saga of Bill Harvey’s crusade to
save a B12/3 for posterity! It is probable that your photograph
was taken in the October of 1960 and is most definitely the
Fitting Shop Drop Pit at Norwich (32A).

I was working there at the time in the Railcar Shop and used to 61572 in Norwich Drop Pit Shop (Photographer unknown, but
see 1572 just as shown in the photo. You will notice the 8200 from the David Chappell Collection).
Class Bo-Bo with the Paxman 16YHXL engine just showing on
the extreme left hand edge of the picture. On your print, the Norwich engines (except the 7MT Britannias - too heavy for the
engine 1572 is on the six coupled wheels only as the bogie is Holt line!) would be gone. The only main line diesel locos with
removed, as are the piston valve covers on the front frames. the correct route availability code, the Type 1 800HP Paxmans,
The pistons and piston rods are also out - one rod is the object were not fitted with a train heating boiler. The next allowable
nearest the camera. class was the Type 2 Sulzer 1160HP Bo-Bo in the D50XX range
but Norwich men were not passed out to drive these engines.
All this operation was the opening move in a large and well
organised confidence trick by W (Bill) Harvey, (Shedmaster at

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____________FEATURE

Bill took the problem to Geoff Ford (Divisional Motive Power repairs, 1572 was effectively sealed up away from the rest of the
Officer) and suggested that although the B12s were really all B.R. system - Stratford in particular. The “Laggard” telegram
done for, it would be a solution to give 1572 a going-over and let had arrived on Bill’s desk two days before he noticed the hot
her work the special train. I don’t know if G.F. liked the scheme driving axle boxes!
or whether he had more pressing problems on his mind, but he
agreed to Bill’s plan – a ‘plot’ really, in the light of later Several weeks passed and the letters between Stratford,
developments! Liverpool Street and Doncaster got more and more heated.
Eventually W.H. showed me a letter from Geoff Ford which
Now Bill knew that 1572 was not in the best condition from the indicated that “if 1572 does not depart for Stratford in the next
point of view of long usage. He also knew that engines in the 72 hours, you will be at risk of being dismissed”. By the time the
Stratford scrap road had good components in them – for wheels and boxes were ready and the pit table was in position,
example, 1566 of Ipswich shed had nearly new tyres on her. the M&GN Society had scraped together enough money to put
Bill’s “going-over” for the one trip now quietly stretched to the in an offer for the engine.
extent that the 3 coupled wheel set of 1566 somehow got
swapped for 1572’s set with worn tyres. All piston rings and It is doubtful if Geoff Ford’s letter was really all that serious, as
glands were renewed as were the piston valve rings and I Mr Ford was too nice a chap to hit poor old Bill to that extent.
believe also the valve liners! A complete set of springs for the After the purchase of 1572 by the M&GN Society, Bill had the
coupled wheels and bogie appeared on the scene. By the time letter framed and was very proud of it – does it survive, I
she came out of Norwich Drop Pit, the engine and tender had wonder? The oddest thing of all was that Norwich could easily
have run the specials at that time with a 3x2 DMU! When
people talk of Bill Harvey saving the B12, I do think that the
name of Geoff Ford should also be allowed to slip into the plot.

I did take some other shots of the B12 in 1960, as well as J17
No 5567 and J15 No 5462 which were in the same road as
1572 but I ignored them, little knowing that all three would
survive, so I missed an opportunity of a unique photo.

The sad part of all this was that Bill died without ever seeing the
engine return as LNER 8572. The two central figures in the
scheme to save her are now safe from official retribution.

I enclose a colour print of mine taken in 1984 or so when
Norwich shed was derelict. Note the Ransomes & Rapier
Works plate for the drop pit, partially hidden by a jacket in the
B12 photo, has gone but its outline and bolt holes show under
the left hand corner of the first window.” (End of letter)

Derelict Drop Pit Shop 1984 (the late K. Leighton). David Chappell March 2019

received the equivalent of a main works overhaul. The Xmas Editor’s Note: The late Ken Leighton was a member of the
special trips out and back again after Xmas went off without any IDHTS and who regularly visited the Society on their bi-annual
trouble at all. visits. O.D.M. = Outdoor Machinery. No doubt the great John le
Carré would have been proud of the subterfuge that took place,
1572 was now back in Norwich Loco yard and was ready for but the connivance of Stratford was essential too.
scrapping. Bill now decided that the engine was not in a fit
condition to run to Stratford as both driving axle boxes were Editor’s Supplementary Note: This article first appeared in the
running warm! Back into the Drop Pit she went and out came IDHTS Newsletter for May 2019 and I immediately thought it
the driving axles and wheels; the engine and tender were now would be of interest to Society members. It was only later that I
pushed beyond the pit on to the dead end of the road. discovered that the article had been wrongly attributed. Thanks,
anyway, to the IDHTS for allowing me to reproduce it, and to the
The ever diligent Bill now detected a bad defect in the correct author – David Chappell - for permission to use both his
machinery of the drop table of the pit and had the O.D.M. staff in article and the accompanying images, and for his considerable
to remove the entire table. As this had to go to Doncaster for help.

____________WORKING TIMETABLE - A selective look ahead at local railway events

NORFOLK RAILWAY SOCIETY 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, but visitors should check with the organisation concerned before travelling.
Norfolk Transport Group - please contact Mike Fordham or John Laycock.

Meetings

Thursday 19th September – NORFOLK RAILWAY SOCIETY – Members’ Summer Reports (1930).

Thursday 26th September – NORFOLK TRANSPORT GROUP – Members’ Evening (1930).

Thursday 3rd October – NORFOLK RAILWAY SOCIETY – “The Last 60 Years of Perth & the Highland Main Line to
Inverness” - Presentation by David MacLean (1930).

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____________WORKING TIMETABLE

Services on our Local Railways

Ashmanhaugh Light Railway: East View Road, Stone Lane, Ashmanhaugh, NR12 8YW. For information:
www.ashmanhaughlightrailway.co.uk

Barton House Railway: Hartwell Road, Wroxham, NR12 8TL. For information: www.bartonhouserailway.org.uk or tel: 01603-
782008.

Bressingham Steam & Gardens: Low Road, Bressingham, IP22 2AA. For information: www.thebressinghamgardens.com or tel:
01379-686900. Steam services in operation.

The Bure Valley Railway: Aylsham Station, Norwich Rd, Aylsham, NR11 6BW. For information: www.bvrw.co.uk or tel: 01263-
733858. Daily running until 3rd November.

The Mid-Norfolk Railway: Dereham Station, Station Rd, Dereham, NR19 1DF. For information: www.mnr.org.uk or tel: 01362-
851723. Regular running until 13th October.

The Mid-Suffolk Light Railway: Brockford Station, Wetheringsett, IP14 5PW. For information: www.mslr.org.uk or tel: 01449-
766899.

NENTA Traintours: Saturday 7th September – “Settle, Carlisle & Cumbrian Coast Circular”. By train from Norwich dep 0505 approx
then via Ipswich & Ely for either a Grand Circular Tour via the Settle & Carlisle line and the Cumbrian Coast line (via Workington &
Grange-over-Sands) or a Lake Windermere Cruise and travel on the Lakeside & Haverthwaite Steam Railway. Norwich return 0015
approx. Fares from £84.75 with First Class & Premier Class available. Go to www.nentatraintours.co.uk or tel: 01692-406152.

The North Norfolk Railway: Station Approach, Sheringham, NR26 8RA. For information: www.nnrailway.co.uk or tel: 01263-
820800. Daily running until 3rd November.

The Norwich & District Society of Model Engineers: Eaton Park, Norwich. For information: www.ndsme.org

The Wells & Walsingham Light Railway: Stiffkey Road, Wells-next-the-Sea, NR23 1QB. For information: www.wwlr.co.uk or tel:
01328-711630 (up to 1700 please). Daily running until 3rd Nov.

The Whitwell & Reepham Railway: Whitwell Rd, Reepham, NR10 4GA. For information: www.whitwellstation.com or tel: 01603-
871694.

Note that the events listed are selective and not comprehensive.

ASHMANHAUGH LIGHT RAILWAY: Beer & Music Festival.

Sundays 4th August/1st September/6th October (the last one) – Friday 27th – Sunday 29th September – Autumn Diesel Event.
Running Days 1400 – 1700 (weather permitting).
MID-SUFFOLK LIGHT RAILWAY:
BARTON HOUSE LIGHT RAILWAY:
Saturday 7th/Sunday 8th September – Country Railway Gala.
Sundays 18th August/15th September – Running Days 1430 -
1730 (weather permitting). Also evening running Saturday 21st NORTH NORFOLK RAILWAY:
September 1900 – 2200.
Saturday 3rd/Sunday 4th August – Somerset & Dorset
BRESSINGHAM MUSEUM, STEAM & GARDENS: Weekend.

Saturday 10th/Sunday 11th August – “Steam in Miniature Friday 30th August – Sunday 1st September – Autumn Steam
Weekend”. Sunday 25th August - “Everything Goes”. Gala.

BURE VALLEY RAILWAY: Saturday 14th/Sunday 15th September – 1940s Weekend.

Saturday 7th/Sunday 8th September – “Steam in Miniature Saturday 5th/Sunday 6th October – Home Fleet Weekend.
Weekend”. WELLS & WALSINGHAM LIGHT RAILWAY
Saturday 5th/ Sunday 6th October – Vintage Festival.
EATON PARK MINIATURE RAILWAY: WHITWELL & REEPHAM RAILWAY:
Saturday 3rd/Sunday 4th August – 10th Steam Rally.
Public running every Sunday & Bank Holiday Monday until 6th Sunday 1st September – Steam Sunday & M&GN Circle 60th
October 1300 – 1700 (weather permitting). Their final public day Anniversary.
is “Children in Need Day”. Sunday 6th October – Steam Sunday.

MID-NORFOLK RAILWAY:

Saturday/Sunday 3rd/4th August – 1940s “Railway at War
Weekend”.

Friday 23rd – Monday 26th August - “Ales by Rails” & Dereham

Printed by Pride Press Ltd. Tel: 01603 665045.
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