1955 Now in our 60th Year 2015
Norfolk Railway Society
Founded 1955 www.norfolkrailwaysociety.org.uk
Volume 60 No. 4 July/Aug 2015
news from railways in and around Norfolk
GE LINES UPDATE: June/July
90009, which was taken to Doncaster on 18th
March for a reported transformer repair, was
returned to Norwich towards the end of May. It is
now believed to require a replacement
90034 has been observed on “Thunderbird” duty
at Colchester during July and stabled in the siding
between platforms 4 and 5 at Norwich but has not
been observed on main line duty yet.
Liverpool St Metro services:
On 31st May the Metro train services from
Liverpool St to Chingford and Enfield Town
transferred to London Overground. Those to
Shenfield transferred on an interim basis to
Transport for London pending final transfer to
Crossrail in 2018. The 1236 Norwich – Great Yarmouth pauses at Brundall on 4th July. The
Within a few days the respective 315s were either floral display is courtesy of Tanya Ward, the station adopter (Ian Dinmore).
carrying orange London Overground roundels or,
on the Shenfield route, blue roundels with TfL Rail branding. Needham Market:
Station signs on the West Anglia routes transferred had an The new Up side platform was mentioned in the last
orange strip added along the top whereas the Shenfield route
station signs were amended to show the blue roundel on a Newsletter (p.2). Subsequently it has been announced that
white background on the left hand half whilst the station name the platform is the first application of a new composite
was shown in white lettering on a dark blue background on fibreglass platform which can be heated to melt frost and
the other half of the sign. snow………
It has just been announced that a contract worth some £358m Burston:
has been awarded to Bombardier for the construction of 45 On or about 26th June the temporary 50mph speed restriction
electric multiple units at Derby. The contract price includes a which had applied to Norwich bound trains because of limited
25 year maintenance period. The new EMUs will be built to sighting for users of a footpath the Norwich side of Burston
the “Aventra” design and will replace LOROL 315s and 317s ahb was removed some 3 years after its imposition. The
from late 2017. footpath crossing has been closed!
In This Issue Wherry Lines short set:
DRS 47s ended their tenure on this set during early July with
Track Report their duties being taken over by 37/4s including 37405/19/25.
National Network 1
Heritage, Narrow-Gauge & Miniature
Away From the Tracks 3 Norwich - Long John Hill underbridge:
Pick-up Goods 5 This 165 year-old bridge structure has been under emergency
NRS News repair since the end of May, with the road beneath scheduled
Feature 6 to re-open on 10th July. This date was not achieved. Trains
Accident at Welwyn Garden City – 7th January
1957 (Rod Lock) – Part 1 13 heading towards London are subject to a 30mph speed limit.
14 Ely North Junction:
The major review of Network Rail works to be completed
within the CP5 programme to 2019 announced by the
15 Secretary of State on 25th June (including postponement of
Midland Main Line and TransPennine electrification schemes)
has since prompted advice that remodelling of ENJ to
enable train services to/from King’s Lynn to be doubled to
half hourly will not be completed until 2018, a year later than
Oh to be a train operating company! If delays are not due to
infrastructure failures (track, signalling, overheads) then it
could be weather related (flooding, lightning strikes, etc) or
human intervention - including disruptive passengers -
trespass and the all too frequent suicides or even traction
failures of other train operating companies or - heaven forbid
- one’s own staff shortages or a train fault. Seldom does one
experience a day when nothing untoward happens. (And
oh…the joys of commuting – Ed.) In the absence of the
Control Logs detailing the everyday crises the observer has
to rely on occasional observations and reference to Real
Time Trains for confirmation of the delays.
5th June: Freightliner 4L18 Trafford Park - Ipswich failed in The errant Freightliner service passing Witham some 2 hours
Chelmsford area (Ingatestone p 2037/Chelmsford p 2237 late on 9th July - see p.3 (Peter Adds).
and Hatfield Peverel p 0037). Single line operation was
necessary to pass the failed train. The 2130 and 2230 18th June: The 1507 Lowestoft – Ipswich arrived 68 min late
Liverpool St – Norwich both arrived over 2 hours late. after signalling problems at Saxmundham.
16th June: Services delayed because of overrunning 22nd June: A fatality at Kelvedon severely disrupted services
engineering works at Trowse Swingbridge. The - the 1600 Liverpool St - Norwich terminated at Colchester 90
0530/0600/0625 Norwich – Liverpool St services were min late. The 1630 to Norwich terminated at Colchester. Peak
cancelled. hour services including the 1700 to Norwich were cancelled.
A second fatality occurred near Thetford that evening.
Norfolk Railway Society
(Founded 1955) 23rd June: A wrong side track circuit failure occurred at
Trowse Swingbridge. Services were severely disrupted
President: Arnold Hoskins, Esq. between 0545 & 0715 with cancellations including the
Vice-President: Ken Mills, Esq. 0600/0648 to London. At Ipswich the 0705 ex-Norwich was
announced as running non-stop from Ipswich to London, but
Committee and Officers 2015-2016 Telephone the resulting 7 minute platform stand whilst passengers
detrained negated omitting stops at Colchester, Chelmsford
Chairman Brian Cornwell and Stratford!
Vice Chairman Ray Halliday 30th June: A buckled rail caused by high temperatures
disrupted services between Ipswich and Stowmarket. The
Past Chairman Peter Cooke 1630 Liverpool St – Norwich was held at Ipswich for nearly 2
hours and passed Stowmarket 155 min late. The 1700/1730
Secretary & Andrew Wright to Liverpool St and the 1830/1930 and 2030 Norwich services
Webmaster were cancelled. Services to the end of day were 60 to 90 min
late into Norwich.
Treasurer John Laycock
1st July: Overhead line problems were experienced at
Membership Sec Mike Handscomb Colchester, probably affecting the Down Main, lasting until
late morning. Down Norwich services did not call at
Newsletter Editor & Colchester – possibly being routed via the Goods Loops and
Indoor Programme Edward Mann Platform 1 (the Loops’ exit points do not afford a complete
platform length) - passengers for Colchester were advised to
Publicity & External travel through to Manningtree and return! The 0930/1030
Norwich - Liverpool St and 1200/1300 return services were
Events Chris Mitchell cancelled. The 1130 services from either terminus were
reported 30 min late at Colchester.
Indoor Programme Graham Kenworthy Another fatality at Ketteringham involved the 1712 service
from Cambridge to Norwich, causing the usual disruption. The
Show Day Organiser Peter Willis 1925 from Cambridge departed Ely on time, arrived Thetford
58 min late and departed there 121 min late. Norwich arrival
Non Committee was 4½ hrs late! Some Norwich services terminated
at/started from Wymondham.
Archivist Ray Meek
5th July: Network Rail’s High Output Ballast Cleaner caused
—----------------------------------------------------------------------------- severe damage to underbridge 137 at Blunts Hall on the
London side of Witham. Brickwork was pushed out by
Norfolk Railway Society Newsletter sideways thrust and the road beneath closed due to the
Editor: Edward Mann 2
Layout & Picture Editor: Andrew Wright
Distribution: Graham Smith
Please contact Graham if the next edition does arrive by the
end of the month of publication.
Opinions expressed in any articles are the author’s and
should not be taken to represent those of the Society.
Next issue published 1st October 2015
Copy date: 24th September 2015
danger of falling brickwork. For the first week a 20mph speed you’ll be lucky to pick up an early 1950s ‘combo’ (a combined
limit was imposed for Up trains necessitating the cancellation edition, i.e. covering all BR regions) for under £120 unless its
of several Up peak hour services. pages have heavily underlined numbers.
9th July: Freightliner service 4M87 hauled by 86612 + 86614 At the other end of the spectrum, take railway periodicals.
came to a stand near Manningtree at about 1330 with Each month I pay £4.30 for Railway Magazine, which I’ve
reported loss of power – low voltage in the overheads was taken since the 1960s. It’s an entertaining and well-written
suspected. Other trains in the vicinity were contacted to lower overview of current developments, presented alongside
their pantographs to boost voltage, but to no avail. 4M87 was interesting historical features. But at the year’s end I know I
declared a failure at 1400 with 66556 summoned from won’t refer to the magazines again. So I bundle up the year’s
Ipswich Yard to assist, travelling via Ardleigh crossovers and
setting back wrong line. The errant train was on the move
about 1510 and observed at Witham being routed wrong line
to New Hall running Up along the Down line - see image on
p.2. The 1252 Ipswich – Liverpool St and the 1230 Norwich –
Liverpool St services were then observed overtaking the
Freightliner whilst they ran right (Up) line – these two services
trapped behind the failure were being set back to pass it
wrong line when the failed train began to move forward.
AGA services were severely disrupted as a result of this and
other problems being experienced.
The 1530 Norwich – Liverpool St terminated at Ipswich after
smoke was observed coming from the DVT’s brakes which
were then isolated. Unusually for the GE the train loco 90003
ran round to haul the set back to Crown Point after
attachment to the DVT.
17th July: Lightning strikes caused signalling problems
between Ely – Thetford and Cromer – Sheringham.
21st July: Services were subject to delay due to a track circuit
failure in the Manningtree area – the 1700 from Liverpool St
was one of the worst delays, being 47 min late at Norwich
24th July: An early morning lineside fire at Ilford disrupted 12 issues and try to sell them for a couple of pounds at the
e.c.s. movements leaving Ilford Depot leading to cancellations NRS Show. More often than not I bring them home unsold.
and delays, particularly to Stansted Airport and Cambridge
A shed fire at a property beside the railway at Brundall, which
caused a gas cylinder to explode, led to train services being
suspended between 1045 and 1220 approx, with the later
1236 and 1318 Norwich to Yarmouth services being
cancelled in reaction.
Class 37s not universally popular Fortunately some early railway publications which fascinate
me haven’t yet joined the ranks of collectable ‘must-haves’.
Outside the community of railway enthusiasts, the presence Light Railway Guide and Timetables first saw the light of day
of the DRS Class 37 locos hauling trains on the Norwich - in 1962. A couple of chaps in the BR Eastern Region Staff
Great Yarmouth and Lowestoft lines has attracted complaints Railway Society, Messrs Geoffrey Body and R.L. Eastleigh,
of noise and pollution. An email to the NRS website asked came up with the idea of issuing a small handbook of minor
“why the trains on the Norwich to Yarmouth line through railways. It was a homespun affair, run off on a duplicator and
Brundall are much noisy (sic) and smellier than usual”? with poorly-drawn maps.
But, production limitations aside, it must have been a useful
Since the EDP featured an article “Trains on Track” on 13th summary of what you could go and see. It has sections on the
July about the Class 37s, they have published a letter from a two little Welsh lines which had been rescued from eternal
resident living close to the line complaining bitterly about the sleep, the Talyllyn and the Festiniog. Then there were other
noise from the “antiquated stinking monstrosity”. (AW) narrow-gauge and miniature lines which had been around for
years: the BR-owned Vale of Rheidol; the Welshpool &
Heritage, Narrow-gauge and Miniature Llanfair (bought from BR but ‘not yet operational’) and the
Ravenglass, Romney and Isle of Man systems. But how many
From an odd corner of the bookshelf standard-gauge railways does it list? Just one: the Bluebell,
where the groundbreaking preservation group had run its first
Funny how some things hold their value, while others train on 7 August 1960, three years after BR had shut up shop
depreciate from the moment you buy them. on the East Grinstead – Lewes line.
Look at early Ian Allan abcs – and by ‘early’, I mean dating The next year Light Railway Guide and Timetables was taken
from the 1940s or 50s. To many of my generation an abc was over by a small but rapidly-expanding firm: David & Charles.
a vital companion when out train-spotting. But this means that D&C transformed it into a larger and more professional
surviving copies are dog-eared and defaced with underlined booklet. Other narrow-gauge lines crept into its pages: the
‘cops’. abcs in good condition are highly collectable today: Snowdon, Fairbourne and Great Orme lines, all of which
should have been listed from the start. As for the
standard gauge scene, even by the time the 1964 edition
appeared, there wasn’t much to report. The Bluebell was
making progress, but nothing else had opened. In the
section labelled ‘some preservation societies’ the
Keighley & Worth Valley, Kent & East Sussex, and
Midland & Gt Northern societies all got a mention as
hoping to re-open something – but so did the Great
Northern PS (planning to run a J50 between Essendine
and Stamford), the Hayling Light and the Westerham
Valley schemes, none of which came to fruition.
There was now a section for railway museums. Among Hunslet “Austerity” 3794/1953 approaches Dereham Station level
the entries are the narrow-gauge museum at Brockham crossing with a service from Hoe (Andy Wright).
(long since decamped to Amberley), and the Yieldingtree
Railway Museum at Bleadon & Uphill station near
Weston-super-Mare. I remember taking a hurried snap
from a passing train of the museum’s ex-Cardiff Rly 0-4-
0ST (later GWR No.1338), but I never managed to visit
the museum, whose exhibits were said to have included
some 4,000 items associated with Irish railway history.
On almost every page there’s a reference to a now-
defunct line. Who remembers the Overstone Solarium
Light Railway in Northamptonshire? The 2ft 6 in gauge
Dalmunzie Hotel Light Railway, used by grouse shooting
parties? Or the higher-profile Dinting Railway Centre,
home until 1991 to mighty main-line beasts like Bahamas
and Scots Guardsman?
D&C issued an updated Guide each year until 1975, “Small Prairie” 5542 crosses Greens Road shortly after departure
when they handed it over to AvonAnglia. By now its title from Dereham (Mike Fordham).
had swollen to Guide to Light Railways, Canals,
Steamers and Industrial Preservation, and the railway
preservation scene was an established part of what has
become the heritage industry. But I prefer the issues of
the ’60s where the listings and advertisements provide an
intriguing look back at so many might-have-beens and
once-were-but-are-no-mores; long may the Guides lurk
on sales stalls and eBay for a pound or two!
Duchess at MNR Steam Gala
Once again Princess Royal Class 46233 Duchess of
Sutherland was a welcome visitor to the Mid-Norfolk
Railway for the Summer Steam Gala over the weekend
of 19th - 21st June. Also in traffic was Small Prairie 4575
class 2-6-2T number 5542 - the first of its class to visit
the MNR - visiting from the Gloucestershire
Warwickshire Railway. The Furness Railway Trust’s 0-6-
0 Austerity tank Cumbria completed the trio, having been
secured on loan for the summer season.
During the Gala Cumbria was seen in action on the
Dereham - Hoe shuttle service and also substituting for
the Duchess on Sunday afternoon to allow it to prepare
for its mainline return to base.
Bure Valley Railway 25th Anniversary
Is it really 25 years since the Bure Valley Railway opened
on 10 July 1990? At that time it owned no locomotives
and relied on hiring them from the Romney, Hythe and
During a weekend of celebrations on 11th and 12th July, 46233 Duchess of Sutherland at Crownthorpe with a train for
passengers paid the same fares as in 1990. Although Dereham. The steam-operated coal-pusher can be seen at work
now having its own fleet of locomotives and rolling stock, (Mike Fordham).
welcome visitors from the RHDR were Green Goddess
and Winston Churchill, which hauled the first BVR 4
passenger train in 1990.
Thuxton Signal Box Opens Rail Travel – it needs more thought now!
Adjacent to the cabin at Thuxton Station, which controls entry I was faced with an unexpected trip to Sheffield in late July. In
to and exit from Thuxton passing loop, visitors to the Mid- the olden days I would have gone to the station and booked a
Norfolk Railway will have observed the new signal box taking day return on the morning of travel. Probably it would have
shape. The cabin opened in September 2010 for the Class 37 meant the 0750 (approx) Norwich – Birmingham service to
Golden Jubilee Gala but was only intended as a temporary March, changing into the Harwich – Manchester “Boat Train”.
location from which to control the loop. Finally, nearly five
years later, the cabin is redundant and the new signal box Today, you should avoid “on the day” booking. There’s a
has taken over. proliferation of fare/route options, not all of which make
sense. Forward planning is the name of the game.
If we take the route options first, starting out on the 0857 to
Liverpool (which is through to Sheffield anyway) I was
surprised to see that two changes were flagged for a
marginal time saving. Although the changes – at
Peterborough and Doncaster - would have made for a
more interesting route, it depended whether the ECML was
having a good day. I played safe and opted for the slower,
through service via Peterborough, Grantham and
Nottingham. The through service gains/loses two carriages
at Nottingham and, more importantly, gains a refreshment
trolley for those heading north. Note that this does not
venture east of Nottingham – shades of Robin Hood
Thuxton cabin and signal box seen from a Dereham bound DMU I cannot go through all the fare options, though the choice
on 8th April 2013 (Andy Wright). of buying 2 singles versus a return must always be borne in
mind. As for collecting tickets, the technology at Norwich
station works well, though do remember to take the
credit/debit cards with which you originally ordered your
tickets. And don’t forget – you’re allocated a specific seat
so you’ll need the seat coupon as well.
On Tuesday 21st July the 1030 Dereham to Wymondham A wheeze if you’ve got the time is to indulge in some artificial
Abbey service was the first train to be signalled through journey-breaking to see if a cheaper fare option results. For
Thuxton from the new box. The design is based on the Box example, Norwich – Grantham and Grantham – Sheffield
which was donated to the MNR from East Winch. (AW) might be worth investigating, but not a Norwich – March and
a March – Sheffield option as the 0857 doesn’t stop at March!
Away from the Tracks It follows that a home computer is needed to do all of this!
An end to flooding in Wymondham? the "Cardiff Riverside Branch". Further examination of the
database reveals that all bridges between Sheringham and
Readers will be aware of and no doubt some have Cromer are on this branch line! (AW)
been inconvenienced by the longstanding problem
of flooding under the railway bridge on Station 5
Road, Wymondham. An eight week programme of
drainage work began on 13th July with three-way
traffic lights in operation and from 22nd July
complete closure of the road. Progress on the
project is seen, right, on 1st August.
Investigations into the cause of the flooding
revealed that a drainage pipe into the river was
damaged beyond repair and must be replaced.
Cardiff in North Norfolk?
The online ABC Railway Guide
(www.abcrailwayguide.co.uk) describes itself as
“Your guide to Britain’s railway infrastructure” and
contains a database listing stations, level
crossings and bridges.
A search of the Norfolk listings returned some
curious results. The bridge listed as "Beeston Road
(Sheringham)” whilst identified as Bridge 307 and being
extant in the Parish of Sheringham is described as being on
A miscellany of news and members’ contributions
Recently at the URC Hall also 3’ gauge, connecting the former mining communities of
Georgetown and Silver Plume, which are 2 miles apart in the
Visit by members of the Ipswich & District Rocky Mountains of Colorado. However, because of the loop,
Historical Transport Society – 21st May which is used to overcome the difference in height of 640
feet, the length of the route is 4½ miles. It is breathtaking with
With our Chairman, Brian Cornwell, unable to attend, our its sheer drops at the side of the line and its spindly Devil’s
Vice-Chairman, Raymond Halliday, introduced the two Gate High Bridge over Clear Creek.
members of the IDHTS who had travelled north to fulfil the
biennial tradition of entertaining us with their presentations. Warm thanks was expressed by our Vice-Chairman at the
conclusion of the evening with the hope that these exchange
Mervyn Russen opened proceedings by giving us a brief visits would continue to take place well into the future.
illustrated history of the Ipswich & Bury St. Edmunds Railway.
He mentioned how the Eastern Union Railway had reached (Graham Kenworthy)
Ipswich from the Colchester direction with a terminus at Croft
Street, south of the later tunnel and station familiar to all. Holiday Time in the Counties of Cornwall,
Devon & Somerset
He went on to name the prime mover, J.C.Cobbold, of the
extension north to Bury in the first instance, with the I was tempted to write this account by reference to locomotive
subsequent extension from Haughley to Norwich following. numbers, leaving you to look up the locations, Was it
Peter Bruff was named as Engineer, and Thomas Brassey as pretentious or did I take pity on the reader? Decide for
The construction of the tunnel was the major engineering feat My visit to Cornwall was largely taken up with non-railway
of the extension, but there were considerable problems with matters, including a visit to St Michael’s Mount, so we’ll move
the underlying geology in the Stowmarket area where the line on to Devon where 1442 was still on display in Tiverton
was to be constructed very close to the River Gipping. These Museum, having been recalled by Mike Handscomb during
problems led to the diversion of the river north of the station his presentation in January. The museum has a good railway
to avoid the need to construct two bridges and to the display, though there’s more agricultural machinery if that
excavation of borrow-pits to provide sufficient fill to raise the appeals to you.
line out of the bog to the south.
The following day took me to Morwellham Quay, not far from
Mervyn concluded his presentation by giving historical Tavistock. Morwellham was famous for its proximity to some
outlines and showing images of all of the stations on a “then high-quality copper mines, the mined ore going by sea to
and now” theme. Of those that have survived, the great Swansea for smelting. Overall, it’s something of a down-
majority have been given listed status. Sancton Wood was market version of Beamish and its redeeming feature is the
the architect who designed both the new Ipswich station north ride on the mine train, which takes you into the old copper
of the tunnel and that at Bury St. Edmunds. The intermediate mine. In the afternoon I was at Princetown (always chilly up
stations were the work of Frederick Barnes. there). It was once at the end of a branch from Yelverton, and
it was unusual in benefiting from a degree of Government
The second part of the evening was used to show a series of support to facilitate its construction (Dartmoor Prison was
films taken by Graham Austin since the 1970s. The first short adjacent). Sadly the branch closed in 1956. En route to
example was shot on the Rheine to Emden line which had Yelverton I spotted a Dousland running-in board in
been the last line on the German Federal rail system to somebody’s garden. And so back to Tavistock where Brentor
eliminate steam haulage in 1977. We were shown both coal and Lydford aren’t far away. The church at Brentor is
and oil-fired locomotives hauling passenger, coal and car apparently the highest in England, and the pall-bearers must
carriers of, in most cases, an impressive length – several have been paid extra to carry coffins up there!
requiring double-headed working.
Saltash lies on the Cornwall side of the Tamar, and you can
After the refreshment break, Graham continued with a series get underneath the Royal Albert and Tamar Bridges for some
of examples taken on steam-hauled “tourist” lines in the USA. different photographs. During the afternoon of 14th June I
The first two covered were both originally part of the 3’ gauge
Denver & Rio Grande system opened in 1882 in Colorado
and New Mexico to transport gold and silver ores for
processing. The Durango & Silverton Railroad is 45 miles in
length while the Cumbres & Toltec Railroad is 64 miles long
which gives it the distinction of being the longest and highest
narrow gauge steam railroad in the USA. Needless to say,
both were seen in spectacular countryside, much of it
inaccessible by other means, as well as views at the termini.
The next to feature was the Sugar Pine Railroad in California
close to the southern entrance to the Yosemite National Park.
Although the route dates back to around 1874 for the
exploitation of timber, it closed in 1931, only to be rebuilt in
1961 for the tourist trade. It is just 4 miles long and is
operated by two Shay locomotives which featured in the film.
Graham’s final call was to the Georgetown Loop Railroad,
visited the Tamar Belle Heritage Group at Bere Ferrers,
where the owner, Chris Groves, is ready to have a chat over
a cup of tea. He has a couple of ex-LNER coaches, latterly
Divisional Engineers’ vehicles, which had come from Norwich,
though these lack identity. You can reach it by means of the
Plymouth – Gunnislake service or go by car, though it’s a little
I visited the Bovey Tracey Heritage Museum (well worth a
visit if you’re nearby), located in the old Bovey Tracey station,
and not far away is Widecombe-in-the-Moor. Coming back
from Widecombe, near the Haytor Visitor Centre, an
unmarked left turn soon brings you to the “tracks” of the
Haytor Vale Tramway (opposite) which Gordon brought to our
attention in April. More remains can apparently be found near
Few railways reached the North Devon/Somerset coast, and
the lines to both Ilfracombe and Minehead closed in the early
1970s. In between, the well-known Lynton & Barnstaple
Railway (closed September 1935) has re-opened between
Woody Bay (the station is next to the A39) and the temporary
terminus at Killington Lane. Do visit the line if you’re nearby.
The locomotive in use – Axe (Kerr Stuart 2451/1915) - was
one of several hulks repatriated from France and their history
is on the internet if you’re interested. Incidentally, if you’re
partial to cliff lifts there’s one connecting Lynton & Lynmouth.
On 17th June, it was “West Somerset” day. 4936 Kinlet Hall
worked tender-first from Bishop’s Lydeard on the 1025 and
4160 followed on the 1105. The “Prairie” had 5 coaches, one
less than 4936, but on the return 1425 it seemed to be
handled with more “snap” than the “Hall”.
Finally, to keep the bus fans happy, an ex-Crosville vehicle
was working a heritage service from Minehead to Lynton. The
service was formerly worked by an open-topper but, whatever
the bus, you wouldn’t want to be behind it on Porlock Hill!
Down Memory Lane Again
The pleasant village of Llanvihangel Crucorney
(Monmouthshire) was served by Llanvihangel (Mon.) station
until it closed to all traffic from 9th June 1958. Llanvihangel
was on the “North & West” route from Newport to Shrewsbury
via Hereford, and it was at the summit of stiff climbs from the
north and south, the climb from the south being more difficult
with a stretch of 1 in 82, which meant that freights were
banked by locos based at Pontypool Road.
In the two images kindly supplied by Michael Roach we see a
Class 120 “Cross Country” DMU (opposite) on a service from
Cardiff (probably) and a view looking north (below), both
taken on Sunday 2nd September 1962 which may account for
the lack of freight traffic in the loops.
Heart of Wales or Central Wales?
The line clings to life, some 50 years after it was considered
for closure. Had the line closed, vast swathes of Central
Wales would have been without trains. The only way to
Shrewsbury would have been via Newport and Hereford!
Four trains cover the entire route in each direction – have a
look at Table 129 – but perhaps “the crumbling edge of
quality” (who remembers the late Sir Peter Parker’s famous
phrase?) is best demonstrated trackside. Everywhere our
reporter visited had jointed track on wooden sleepers. He
could see where the fishplates had been loosened and
greased. He could see wooden sleepers desperately in need
of replacement, and others that had been replaced on an ad
hoc basis. The rails were also old, badly worn and being
replaced on the same ad hoc basis. Economics dictate that taking the rarely-used crossover at Eccles Road with the
this is probably a very cheap way of keeping the service siding to the right.
running. Complete relaying with brand new materials would
be a real waste of money! And the way it is done requires no
heavy equipment, and there are hours between trains to get
the work done.
Not many other lines would be amenable to this treatment –
maybe a few in Scotland perhaps. By contrast, even the
Cornish branch lines are being relaid with cwr (though the
service pattern is more frequent).
Some 10-20 years ago the Central Wales route used to carry
a lot of diverted freight when the South Wales main line was
closed. Is the route now of a sufficient standard to cope with
With thanks to Michael Roach for his thoughts. Ian Allan
Johnson’s Siding Returns to Life! I expect many of you have Ian Allan publications of one sort
or another, but have not thought about the firm’s founder.
Richard Adderson has supplied some further information on Well, he began his career on the Southern Railway in its PR
Johnson’s Siding, Eccles Road (see NRS/NL 60/3 p.1). department in 1939 and published his first abc back in 1943,
Richard believes that (before the railtour) the last train to use which sold for 1/- (5p) and soon sold all of its 2,000 copies.
the siding was a consignment of seed potatoes from Elgin in Yes, it was published in wartime which says something for
March 2009, one of two or three such trains which ran that enlightenment in those dark times. Sadly, he passed away
year, following a handful of similar loads which ran in the on 28th June, aged 92.
early part of 2008.
Who remembers the Sentinels?
When the siding was opened in 1985 the Speedlink operation
was in full flow and the siding was used with some regularity The Sentinel Waggon Co. moved to its Shrewsbury factory in
for grain traffic. Speedlink stopped in the early/mid 1990s, 1915, and its waggons, shunting locomotives and railcars all
and the siding fell into disuse. The next traffic flow brought carried the famous name. Its last two steam locomotives were
aggregates for use in connection with the A11 widening in the delivered in 1958, and since then there have been the usual
neighbourhood. Trainloads ran on several dates between corporate takeovers and so forth. These locomotives had
January and March 2002 (and maybe longer – this is the been ordered by Dorman Long, but were converted to diesel-
timescale where Richard has confirmation of operations). hydraulic operation. A Morrison’s supermarket and
Doncaster Aerospace now occupy part of the site.
But – and this is the unexpected bit – the line burst into life Sentinel Manufacturing Ltd is still extant in the town, though
again on 20th June with the arrival of an aggregates train from as a supplier to the power generation sector. (EM)
Dowlow (Briggs Sidings), bringing 16 wagonloads of
limestone for road improvements which were unloaded at the
There is talk that this will be a regular traffic but no further Argo Transacord
information is known, beyond the fact that there is another
train in the system for 26th June. The only road improvements Those of you with (really) long memories may recall the
Richard can think of are the Postwick Hub / NDR fiasco and, railway recordings made by the late Peter Handford which
if the trains are in conjunction with this, they might be running were issued in EP and LP format (apologies if I’m talking a
for quite a while. Then again… foreign language). A few of the LPs were re-issued in CD
format, but the digital era is well and truly with us, and some
The images, courtesy of Richard Adderson, were taken on of these LPs are available again as digital downloads.
20th June and show 66101 at the extremity of the exchange
siding (below) and then (above right) the departing train If you’re interested, go to www.transacord.couk
More Trouble for the Guided Busway!
It has been reported in the Wisbech Standard that
Cambridgeshire County Council believe there are more
problems – it may be necessary to put rubber pads under
every beam of the busway because joints are moving and
the ride quality has deteriorated. There are some 6,000 of
these and there are suggestions that things should have
been done properly in the first place!
The Last One?
No doubt Peter Adds will correct me, but I understand that
last co-acting semaphore signal (a higher arm and a lower
arm on the same post for better sighting) on NR can be
found at Greenloaning,‘twixt Gleneagles and Dunblane. A
local example of a co-acting semaphore could be found on
the Up side of Thetford station.
The Killin Branch and a brief note about the
Callander & Oban Railway
(Edward Mann & Michael Roach)
Killin station was situated on the Caledonian Railway’s
branch line from Killin Junction to Loch Tay. Loch Tay
station was built to serve the steamers on the adjacent
Loch but it closed to passengers just after the outbreak of
the Second World War on 9th September 1939 and never
reopened although it remained open for freight traffic until
1965. From 1939 to 1965 the end of the line for
passengers was Killin station, which was convenient for
the small town. Unfortunately the junction at Killin
Junction faced towards Oban, meaning that services
from Edinburgh or Glasgow needed to reverse.
The main line from Dunblane to Crianlarich through Glen 80092 won’t be taxed by its single coach load as its awaits its
Ogle and Killin Junction was scheduled to close from 1st return to Killin Junc.(Michael Roach).
November 1965, together with the branch to Killin.
However a major rock fall blocked the line in Glen Ogle
on Monday 27th September 1965 and was never cleared.
The main line and the branch closed from Tuesday 28th
September, a most unusual day to close a railway.
Michael Roach’s pictures were taken in July 1965, a little
over 2 months before withdrawal of all passenger
services. The loco is Class 4MT 2-6-4 80092 of Perth
(63A), and it was withdrawn one year later in September
1966. The carriage is very interesting, probably
originating as a Thompson BT (Brake Third) or possibly a
BC (Brake Composite) in the immediate post-
Nationalisation period. A similar carriage was used on the
lightly-used Aberfeldy branch until the line closed. It
would be interesting to know more about the carriage’s
origins if anyone is able to help.
The West Highland line crossed over the Callander & S.S. Sir Walter Scott on Loch Katrine (Michael Roach).
Oban at Crianlarich, but the North British Railway had put
in a spur from Crianlarich (Upper) to join the C & O, and
thus a service to Oban could be maintained using the
West Highland line, the Crianlarich spur and then the C
& O for the onward journey to Oban. Those of you with
Colonel Cobb’s Atlas are referred to Map 559.
Further west, in the Pass of Brander between Loch Awe
and Taynuilt, the line is particularly prone to rock falls,
and there is a special system of signalling – known as
Anderson’s Pianos (essentially trip wires) - which
immediately place the main signals at danger if a rock fall
is detected. They do not prevent every accident, and
readers should Google “Pass of Brander stone signals”
for further information.
If you drive north from Callander on the A84 the route of
the C & O can easily be seen today as it hugs the
Michael has also sent me an image of S.S. Sir Walter
Scott which cruises Loch Katrine or makes the round trip
to Stronachlachar. The vessel is now over 100 years old,
though since 2007 it has been using bio-fuel instead of
Happy memories if you’ve enjoyed a cruise!
David Pearce spreads his literary wings! The same train, this time looking towards Loch Tay (Michael
The August issue of Steam Days contains an article on
the Great Central by our own David Pearce.
Congratulations to David on getting publication in a
national magazine. It’s £4.30 from W.H. Smith’s if you’d
like to buy a copy.
Society Exhibition helps Rebuilding Fund for
Village Hall (Graham Smith)
On Saturday 13th June several of our stalwart members set up a
Summer Train Show at Poringland Village Hall (a 100 year old tin
hut!) where planning permission has been given for a rebuild. This
was the first occasion to raise funds.
Members participating were Ken Mills (Tin plate Hornby and
Bassett-Lowke), Malcolm Cooper with his ever popular train
miscellany for the children, Mike Fordham with his Beginners'
German style LGB, Peter Willis
(Hornby 3-rail) assisted by Philip
Moore, Brian Cornwell with his Lego
layout and Dave White with his
UndergrounD. My G-Scale 'Thomas'
layout was also there as was a local
American G-Gauge display. Terry
Durrant had a sales stand.
Members of other societies joined in
with N-gauge trams and a cardboard
hand-built 16mm narrow gauge
layout, as well as the brave live
steam boys who were
outside in the pouring
rain under a gazebo.
Hopefully all enjoyed
themselves and their
help was much
appreciated in raising
£550, not forgetting the
associated ladies helping
with the raffle and others
sweating over a hot
stove in the kitchen!
A Quiz for those keen to impress the Editor 4. At the 1923 Grouping there was one U.K. station with a
distinctly Germanic-sounding name. What was it?
1. East is East and West is West. What passenger stations
were there that had East and West prefixes or suffixes 5. Strange but true: A railway was opened by a minor
either side of the same main name? company in 1868 and leased to a major company to run for
England/Wales/Scotland only, please. Dundee had East 10 years in return for 40% of gross receipts. In 1878 the
and West stations, for example. major company would not renew the lease and the line
simply closed. Various schemes were put forward to revive
2. Cannon St & Waterloo are well-known London termini. the line but nothing came of them. The “permanent way”
Where else in England/Wales/Scotland might you find/have began to disappear as did the station buildings etc –
found another Cannon St & Waterloo? And where, outside removed by locals for building works, firewood and so forth!
London and Manchester, might you find/have found What was this line and what was the name of the major
another Victoria? company?
3. Which was the first county town (England/Scotland/Wales) Please email solutions to xx or send to me at xx
to lose its rail service? It may be stating the obvious, but
ignore any county town never rail-served.
Visit to the Ashmanhaugh Light Railway - their varied range of locomotives, including the ever-popular
2nd July Shay and Thunderbox. As always, we were made very
welcome, and anyone unable to attend should try one of their
Our evening visit coincided with a spell of hot weather, so we Open Days (see Working Timetable, ibid). Images below,
were rewarded with a good attendance that spanned the age left, by Andy Wright.
range. The ALR brought out several representatives from
The Rudyard Lake Steam Railway
The 10¼” gauge RSLR runs on part of the formation of the
North Staffordshire Railway’s North Rode – Uttoxeter line,
which lost its passenger service in two stages – the northern
part from North Rode to Leek (on which the RSLR is built)
closed from 7th November 1960 whilst Leek – Uttoxeter
closed from 4th January 1965. North Rode was an
intermediate station on the main line from Macclesfield to
Stoke which was closed from 7th May 1962. I travelled on the
RSLR on 22nd July at the start of their all-week operation.
They have six steam locomotives, of various wheel
arrangements, four named on an Arthurian theme, whilst the
other two are named Victoria & Waverley. Excalibur was
Nelson and Thunderbox at Ashmanhaugh on 2nd July.
The ever-popular Shay at Ashmanhaugh on 2nd July. King Arthur being serviced at Rudyard on 22nd July.
doing the honours when I visited, with King Arthur on shed.
Unfortunately the weather was not kind – there was a
downpour coinciding with the midday departure though the
carriages are covered, thankfully. The route is popular with
walkers though boots would be recommended. The stations
are Rudyard, The Dam and Hunthouse Wood and there is a
Newly-built Chieftain with its proud builder/driver at Excalibur waits to return from Hunthouse Wood on 22nd
Ashmanhaugh on 2nd July. July. It was damp!
0563 Excalibur receives running repairs at Rudyard on A Sheffield-bound service (above) and a Manchester
22nd July. They don’t do it like that on an A4! Piccadilly service (below) at Chinley on 21st July.
café at The Dam on the other side of the lake. It’s a straight
out and back run, as is only to be expected given its origins.
Here are some of your roving reporter’s images.
If your route can take in the A53 from Buxton to Leek it’s
Not too far away is the Manifold Visitor Centre near
Hartington, housed in the Leek and Manifold Light Railway’s
engine shed. (EM)
It occurs to me that Staffordshire’s railways receive scant
coverage in our Newsletter, and if anyone would like to
contribute something please get in touch. Ed.
The Hope Valley Line 119 gave the Buxton details – roughly an hourly service.
There were also through Manchester Central – Nottingham or
For the purpose of this review I’ve assumed that the Hope St Pancras services. Hope Valley services were a mix of
Valley Line (which actually connects Sheffield & Manchester through Manchester – Sheffield trains or those running
Piccadilly) begins at the western end of the lengthy Totley halfway to/from Chinley. And lurking in Table 115 is the
Tunnel. If you need to get your bearings there’s a triangular summer working of the 0945 Manchester Central – Great
junction at Dore, south of Sheffield, where the Hope Valley Yarmouth!
route swings west whilst the Chesterfield/Derby route heads
south. Go north and you’re in Sheffield.
Looking back at my Timetable (March 1967 – May 1968), the
line plus the intermediate stations at Dore, Grindleford,
Hathersage and Bamford faced an uncertain future. The
Midland lines in north Derbyshire were being picked off, and
soon no trains would run to St Pancras via the old Midland
route from Manchester Central to Matlock.
The largest intermediate station in the Hope Valley is Chinley,
and those with internet access should Google “Chinley station
photos” to see the station in busier times. One of particular
interest shows D5500 (on test) being turned (!) on Chinley’s
turntable prior to its return to Loughborough. Just east of the
station, there’s a triangular junction to Peak Forest Sidings
etc which is an important quarrying area. It sees occasional
special trains – NENTA’s excursion to Buxton will be routed
via Peak Forest and presumably needs to be top’n’tailed into
Buxton (confirmation please – Ed.)
Table 115 of that timetable showed that a different culture One of Sheffield’s “Supertrams” at Sheffield station on 21st
existed almost 50 years ago. Services started from July. Services to Halfway were being turned back at the
Manchester Central (better known as the G-Mex Centre) and station because of engineering work.
ran through Stockport Tiviot Dale (try finding that today!) to
Chinley and on to Millers Dale (for Buxton) and Derby. Table
Hilary King – an Obituary Nene Valley Railway Visit on
Saturday 12th September
It came as a great shock to learn that Hilary – Chris King’s wife – had passed Cancelled
away on 25th June, following a stroke.
Whenever a trip is run some people are
Apart from being a prominent Rotarian she supported Chris in his many railway bound to be unavailable – be it because
activities, whether inside or outside of the Society, and brought her linguistic skills of holidays or other commitments.
to bear not only when arranging accommodation and travel for those members
participating in continental rail activities but also in such mundane areas as menu We seem to have been particularly badly
translation. hit with competing events for our Nene
Valley Railway trip on 12th September as
only about a dozen bookings have been
Having discussed the matter with our
Treasurer, John Laycock, there is no
alternative but to cancel the trip, and
monies will shortly be returned to those
who did book – their support is
Resumption of Meetings
Society meetings resume on Thursday
17th September with our usual Members’
Summer Round-Up (1930). Unless I am
specifically asked, a slide projector will
not be available. Please bring a selection
of collated images.
She was a regular helper at our Annual Shows, and her quiet behind-the-scenes Peter Davies
support will be greatly missed.
Peter has recently had a hip replacement,
We send our condolences to Chris his children Richard and Rachel, and but the surgery seems to have left
grandchildren. something to be desired as the
replacement hip “came adrift” in late July
A memorial service is planned for early autumn to which all will be invited. leaving Peter in a lot of pain. Although the
With thanks to Chris Mitchell and Mike Fordham for their contributions. NNUH have provided a temporary fix,
further surgery is probably required. In
the meantime, if you’d like to visit Peter
he’ll be pleased to see you, though
please ring xx first.
From the Committee there is likely to be a problem with car parking in 2016 as the
Maid Marian car park is unlikely to be available. Chris
On 2nd May, the committee held its first meeting following the Mitchell is investigating alternative options. If you have any
AGM. Our new Chairman, Brian Cornwell, reported that a suggestions please let Chris know.
change of employment means he will be able to attend
Thursday evening meetings from September. We intend to hold a NRS Christmas Meal again, which Brian
We decided to include a report of each committee meeting in Cornwell agreed to organise. Look out for details in a future
the Newsletter to keep members informed of the work we are Newsletter.
doing and hopefully to encourage interest and participation. We discussed our 60th Anniversary celebrations and an order
We reviewed the work the committee has to do this year and is being placed for the NRS Anniversary Lapel Badge
decided we do not need to co-opt other members onto the mentioned at the AGM. The possibility of an NRS Dining
committee at this stage. Train on the North Norfolk Railway is still being pursued by
Given concerns about the limited participation by members at Vice-Chairman Ray Halliday, although this cannot happen
Thursday meetings in the tea rota, Ray Halliday and Peter until 2016. If possible we will include an opportunity for a
Cooke agreed to take responsibility for the rota and to members’ group photograph with a steam locomotive (e.g.
encourage members to take part. Given some concerns J15/Y14). Enquiries are also being made about a Sunday
expressed by the URC Church Hall Elders about the afternoon tea at Wymondham Station Bistro later this year for
cleanliness of the kitchen after Thursday evening meetings, members and their partners.
Peter will also check all is well before we leave. The programme of indoor meetings for 2015/16 is developing
The 2016 NRS Show Day will be on Saturday 5th March and well – details will appear in future issues of the Newsletter
planning is progressing well. Organiser, Peter Willis, wants to and on our website.
vary exhibitors to keep the show fresh and a new approach The committee meets next on Monday 28th September. If you
was agreed so that NRS members who wish to exhibit will have suggestions or matters for the committee to discuss
need to apply for space to do so. Peter will provide details in please let me know or speak to another member of the
due course. It was felt the catering arrangements worked committee.
well in 2015 as did the extended opening hours. However Andy Wright, Hon Secretary.
Accident at Welwyn Garden City – 7th January 1957 (Rod Lock) – Part 1
The circumstances of this accident were similar to those of first compartment, where the single fatality occurred.
the one which occurred at Harrow & Wealdstone on 8th
October 1952, but with far less disastrous results. The key The regulator of the A2/3 was found closed, but although the
feature of this accident concerned the aspect shown by
Welwyn Garden City’s Up outer distant signal, which was vacuum brake appeared to be in the applied position this
disputed. Another overrun of signals, coincidentally by the
same train, occurred on 8th March, and again it centred on the could have occurred as a result of the loco overturning. The
same signal. The Inspecting Officer investigated both
overruns, and also interviewed several drivers and guards, signalboxes relevant to the accident and the distances
who reported on the integrity of the Up signalling at Welwyn
Garden City (WGC henceforward). between them were:
Woolmer Green -
Welwyn North 1 mile 968 yards
WGC 1 mile 994 yards
Hatfield No. 2 2 miles 924 yards
The 7th January accident occurred at 0712 when the 6-coach The majority of signals on this route were oil-lit semaphores
0618 Baldock to King’s Cross, hauled by Hitchin-based L1 but many distants were colour-lights although WGC’s outer
67741, was run into by the 1910 (Sunday) Aberdeen – King’s distant was an automatically operated semaphore.
Cross express, hauled by A2/3 60520 Owen Tudor, which
had taken over at Peterborough. This train was formed of 11 The WGC signals faced by the driver of the Aberdeen train
coaches. The weather was misty and cold, with dawn just
The Baldock train had called at WGC, 11 minutes late, and Auto UM auto distant – a semaphore on the same post as the
had been routed from the Up slow to the Up main as booked
– its next stop was Finsbury Park. Welwyn North Up starter, repeated in WGC box
The WGC signalman, J. Betteridge, had accepted, quite UM Outer home no. 34
correctly, the express from Welwyn North to his Up Main
(UM) outer home at danger. The emergency detonators at UM Inner home no. 33 ) on the same post
WGC were exploded but the express continued into the
occupied section to Hertford No. 2 box at an estimated 60-65 UM Inner distant no. 31 )
m.p.h., striking the local train which had accelerated to an
estimated 30-35 m.p.h. UM Starter no. 32
Three lines – Up slow, Up main and Down main – were The Inner distant – such signals were also known as
blocked by the collision, each promptly protected by the train “accelerating distants” – was installed in 1956 to repeat the
crews. The last two coaches of the Baldock train were indication of no. 32 signal to minimise the check to a train if
overturned; the last coach – a brake second – was wrecked the section to Hatfield No. 2 cleared after a train had passed
and one passenger killed. The fourth and fifth coaches the Outer distants.
separated, whilst the first three coaches remained coupled to
the loco. The Outer distant has no lever in WGC box but is cleared to
Green when nos. 31/32/33 & 34 are in the “off” position.
The A2/3 overturned, but the first six coaches, although WGC’s Starter, no. 32, could be cleared for one pull only, as
derailed, were held in line by their buckeye couplings. The acceptance of “Line Clear” from Hertford No. 2 box. A second
rear five coaches were not derailed. All the serious casualties train could not be accepted until the first train had run through
occurred in the Baldock train, 25 passengers being taken to the section, or if the first was cancelled a special timed
hospital. release – to give the signalman time to think about his action
– was provided in Hatfield No. 2 box. This was known as the
All the emergency services were in attendance. The accident Welwyn Control, introduced after the accident which occurred
occurred about ½ mile south of WGC station, where there at WGC on Saturday 15th June 1935, when the WGC
were six running lines, reading from south to north: Up signalman allowed a second express train into an already
Goods, Up Slow, Up Main (UM), Down Main, Down Slow and occupied section, resulting in several deaths.
Luton Single. The Down Slow & Up Goods were clear of
wreckage but had to be occupied by breakdown cranes. The The Inspecting Officer, Lt-Colonel G.R.S. Wilson, viewed all
Luton single line remained in use throughout. Main line trains the above mentioned signals after dark from the cab of
were diverted via the Hertford Loop. another A2/3 loco, but the weather conditions compared with
the morning of the accident were better. He concluded that all
Commendably, the derailed loco and coaches were cleared signals were well-sited and the oil lights were good, but the
just after midnight on 8th January, and all five tracks were re- green light of WGC’s auto home did not stand out well against
opened to traffic by 0725 under speed restrictions. Normal the background of the brighter lights of the inner home gantry,
running resumed at 1600 on 10th January. Although 1247 yards ahead. Two detonators were exploded by the
Automatic Train Control (later renamed Automatic Warning express, but as no notice was taken of them by the
System) was provided at outer distant signals between King’s enginemen the Inspecting Officer carried out tests travelling
Cross and Grantham, the A2/3 was not fitted with receiving on the footplate.
The top link diver booked to take over the Aberdeen train at
The six coaches of the Baldock train were built between 1932 Peterborough was late arriving for duty and was replaced. It
& 1955, three had wooden bodies and three were steel- left 7 min. late, but had recovered 1 minute on passing
bodied; all had buckeye couplings. The rear coach – a Welwyn North. Weather conditions did not affect train
Corridor Brake Second – was marshalled with the passenger running, with no reports of signalmen calling out fogmen.
section at the rear. The smokebox of the A2/3 penetrated the
As the Baldock train was leaving WGC, “Train Entering
Section” was received from Welwyn North for the Aberdeen
train and, as he usually did when he received “TES” on the
Up main with the crossover Up slow to Up main reversed,
Signalman Betteridge pulled the Up main detonator placer.
When he realised the Aberdeen would not be stopping he
quickly restored the crossover to normal. The telegraph lad
displayed a red hand lamp signal from the box window. No. Two months later, the same express passed WGC’s outer
32 starter was not placed at danger because the signalman and inner homes at danger, the driver claiming the auto
did not know how far the Baldock train had gone. To do so distant was in the clear position. Again, tests revealed no fault
might have brought it to a stand, worsening the situation. with the distant signal. [To be continued.]
WGC’s UM auto distant was tested on the morning of the
accident and no fault was found.
a selective look ahead at local railway events
NORFOLK RAILWAY SOCIETY, GER Society (Norwich Branch) and Norfolk Transport Group meetings take place (unless
otherwise stated) at: United Reformed Church Hall, Ipswich Road, Norwich, NR4 6QR
Events are listed in good faith, but visitors should check with the organisation concerned before travelling.
Great Eastern Railway Society (Norwich Branch) - contact Mike Fordham
Norfolk Transport Group - contact John Laycock
Services on our Local Railways
Ashmanhaugh Light Railway, East View Farm, Stone Lane, Ashmanhaugh, NR12 8YW. For information:
Barton House Railway, Hartwell Road, Wroxham, NR12 8TL. For information: www.bartonhouserailway.org.uk – Tel: 01603-
The Bure Valley Railway - For details of individual events please visit their website - www.bvrw.co.uk - or telephone 01263-
733858. Daily running until 1st November.
The Mid-Norfolk Railway - For details of individual events please visit their website - www.mnr.org.uk - or telephone 01362-
690633. Regular running (at least 3 days per week).
The Mid-Suffolk Light Railway, Brockford Station, Wetheringsett, IP14 5PW - For details of individual events please visit their
website - www.mslr.org.uk - or telephone 01449-766899. Operating days on all Sundays in June, July and August.
The North Norfolk Railway - For details of individual events please visit their website - www.nnrailway.co.uk - or telephone 01263-
The Norwich & District Society of Model Engineers meets at Eaton Park, Norwich on Sundays and Bank Holiday Mondays from
1300-1700. Please visit their website – www.ndsme.co.uk.
The Wells & Walsingham Light Railway. For information: www. wellswalsinghamrailway.co.uk or tel: 01328 711630 (up to 1700
please). Daily running until 31st October.
The Whitwell & Reepham Railway - For details of individual events please visit their website - www.whitwellstation.com - or
15th - 16th Sat - Sun MID-NORFOLK RAILWAY - – Family Fun Weekend with Evening Folk Train on Saturday.
16th Sun BARTON HOUSE RAILWAY - Running Day 1430 - 1730.
20th Thur SOUTHWOLD RAILWAY TRUST - All Day Heritage Bus Tour. At 1015 from Southwold Railway
Shop bus stop and 1115 from Halesworth Station.
22nd Sat NENTA TRAINTOURS - “Buxton, Matlock & Derbyshire Dales Rover”. Day trip from Norwich (dep
0535 approx – return 2355 approx) via Ipswich & Ely to Buxton for coach to Matlock/Matlock Bath /
coach to Peak Rail / coach to Crich Tramway Museum. Fares from £67.75. First Class & Premier
Class available. Details: www.nentatraintours.co.uk or tel: 01692-406152.
28th - 31st Fri - Mon MID-NORFOLK RAILWAY - Dereham Beer Festival.
30th - 31st
30th Sun - Mon MID-SUFFOLK RAILWAY - Rail ‘n’ Ale.
31st Sun WHITWELL & REEPHAM RAILWAY - Steam Sunday. Trains from 1230.
Mon BARTON HOUSE RAILWAY - Bank Holiday Running Day 1430 - 1730.
Mon SOUTHWOLD RAILWAY TRUST - All Day Heritage Bus Tour. Details as 20th August.
4th - 6th Fri - Sun NORTH NORFOLK RAILWAY - Grand Steam Gala.
5th Sat MID-NORFOLK RAILWAY - Autumn Jazz Train.
6th Sun ASHMANHAUGH LIGHT RAILWAY - Open Day 1400 - 1700 weather permitting.
6th Sun BRESSINGHAM STEAM & GARDENS - Model Railway Day, featuring visiting layouts of a variety
of scales and gauges and Trade Stands. On the A1066 2.5 miles west of Diss. SatNav: IP22 2AA.
6th Sun FORNCETT STEAM MUSEUM - Steam Up from 1100 - 1700,
6th Sun WHITWELL & REEPHAM RAILWAY - Steam Sunday. Trains from 1230.
11th - 13th Fri - Sun MID-NORFOLK RAILWAY - Autumn Diesel Gala Weekend.
12th Sat NORFOLK RAILWAY SOCIETY - Visit to Nene Valley Railway. CANCELLED.
17th Thur NORFOLK RAILWAY SOCIETY - Summer Reports - 1930.
19th Sat NENTA TRAINTOURS – “The Northern Lakes Circular”. Day trip from Norwich (dep 0515 approx –
return 0030 approx) via Ipswich & Ely for Settle & Carlisle to Carlisle (return via WCML) or Lake
Ullswater cruise & Penrith. Fares from £68.75. First Class & Premier Class available. Details:
www.nentatraintours.co.uk or tel: 01692 406152.
19th - 20th Sat - Sun NORTH NORFOLK RAILWAY - 1940s Weekend.
20th Sun BARTON HOUSE RAILWAY - Running Day 1430 - 1730.
24th Thur GREAT EASTERN RAILWAY SOCIETY (Norwich Branch) – “Portuguese Railways” – presentation
by Ken Mills – 1930.
25th - 27th Fri - Sun WHITWELL & REEPHAM RAILWAY - Beer Festival & BBQ.
26th Sat BARTON HOUSE RAILWAY - Evening Running 1900 - 2200.
26th - 27th Sat - Sun BURE VALLEY RAILWAY - Steam in Miniature - Visiting engines and models in many scales.
26th - 27th Sat - Sun EAST ANGLIAN TRANSPORT MUSEUM - End of Season Gala with all available vehicles running.
OCTOBER From 1200 - 2100 on Saturday and 1030 - 1630 on Sunday.
1st Thur NORFOLK RAILWAY SOCIETY - “The Great Northern Railway – Not Just Stirling Singles” -
presentation by Allan Sibley - 1930.
3rd Sat BROADLAND MODEL RAILWAY CLUB WITH BURE VALLEY RAILWAY - Aylsham Model Railway
Exhibition at the Jubilee Centre Aylsham from 1015 - 1530.
3rd Sat NORTH NORFOLK RAILWAY - Members’ & Shareholders’ Day.
4th Sun ASHMANHAUGH LIGHT RAILWAY - Open Day 1400 - 1700 weather permitting.
4th Sun FORNCETT STEAM MUSEUM - Annual Model Engineers’ Day from 1000 - 1700.
4th Sun WHITWELL & REEPHAM RAILWAY - Steam Sunday.
8th Thur NORFOLK TRANSPORT GROUP - Bus Matters - David Cooke - 1930.
Printed by Express Impressions. Tel. 01603 301127