GAUGES GALORE The many and various railways of the Hampton & Kempton Waterworks A new book by Bob Bond published for, and sold by, Hampton & Kempton Waterworks Railway Ltd. Chapter One: Research I undertook when writing the book unearthed several surprises. The first was that the Shepperton branch as we now know it was originally named the Thames Valley Railway with Isambard Kingdom Brunel himself initially involved. As originally intended the line would have been 'broad gauge' instead of 'standard gauge' and it would not have led to London Waterloo station as it does now, but to Paddington. In the other direction it was heading towards Woking. Chapter Two: Kempton Park station on the Thames Valley Railway was initially a Private Station, only open on race days held at the adjoining Kempton Park course. The station could be used only be Members of the Race Course who arrived on special 'Pullman' type trains. It was as recently as 2007 when the station opened to the general public seven days a week. Special arrangements, contrary to normal railway practice, had to be introduced to accommodate the large number of empty trains stored whilst the races took place. Chapter Three: Besides passenger services, which included a special service for pupils of Hampton School, the Thames Valley Railway was also a freight carrier, its main cargo being coal. Several of the stations had coal yards for domestic coal but of particular interest to the author of this book, was the provision of steam coal to the various water pumping stations nearby. Thus, a small network of standard gauge sidings led from near Kempton Park station into local waterworks for the delivery of coal to their boiler houses. Chapter Four: It is well known that two such sidings were present on the New River Company's Kempton Waterworks site, ending on an embankment containing coal drops and an engine shed that is now the signing-in room and kitchen for the recently re-established Hampton and Kempton Waterworks Railway. What is less well known is that an earlier and separate siding led into the nearby East London Water Company's Hanworth Road Pumping Station which is now demolished and largely forgotten. The reason for the East London connection and the New River Water Company operating the second Kempton Works is explained in this chapter, together with the reasons for the creation of the Metropolitan Water Board (MWB). Chapter Five: This chapter continues the story of the standard gauge sidings, how the London & South Western Railway Company originally built and operated them, then the Southern Railway took over, and finally British Railways (Southern Region) remained responsible for them but only as far as the entry gate on to MWB land. During the Southern Railway period, shunting of trains by their steam locomotives ceased when the MWB purchased and started to operate their own internal combustion standard gauge locomotives. In the mid 1960s the sidings closed as coal was then brought in by road. Chapter Six: This chapter describes the many other railway lines of all types that existed on the waterworks sites, in addition to the standard gauge sidings, and the narrow gauge Light Coal Railway. These lines include construction contractors' lines, narrow and standard gauge, 3' 6'' and standard gauge railways to help in the movement and cleansing of sand in the filter beds, a 2' 6'' and a later 2ft railway to exclusively move coal from the standard gauge coal drops into Kempton Lilleshall Works. Chapter Seven, Eight & Nine: These three chapters focus on the Metropolitan Waterboard Railway that I name the Light Coal Railway to distinguish it from the other railways on the sites. Its history and purpose were crucially linked to the coal unloading plant at Hampton Wharf on the River Thames. A previous book on the subject has been written by Ron Howes but I have had access to additional archive material that shows aspects of Light Coal Railway history not previously realised.
For example, I found that originally the proposed route extended to the Shepperton branch near Kempton Park station, and that the replacement by it of the standard gauge sidings was intended. I also found that, although the steam locomotives were delivered in 1915, they did not operate until 1917 as building the track, recruiting the operational staff and obtaining coal trucks were all delayed by wartime strictures. Likewise for this reason and for design shortcomings at the Hampton Wharf, the railway to that location did not operate at all until 1921 and not fully until 1926. Only then was the Light Coal Railway fully operational and that lasted only until 1938 when its route was cut by the construction of the New Hampton Waterworks. The locomotive shed was demolished in 1938 also and during the Second War World the remaining railway was maintained only as a backup in case it was needed in an emergency war situation. The coal wagons were scrapped in 1945, and the locomotives in 1947. hapter 10: An economic analysis of the Light Coal Railway to determine if it was ever a cost effective transport system. I report on how its continued construction was enabled during the crisis of the First World War, contrary to Government embargo with a culture of secrecy at the MWB. I also consider autocratic management at the MWB and a lack of financial scrutiny that did not facilitate good accounting systems that would have alerted management to the true costs of operating the railway system. I conclude that the Light Coal Railway as built was never financially viable. It was created partially as a vanity project by the Chief Engineer of the day, partly to avoid the unreliability of contracted casual manual labour and organised dock labour who went on strike periodically and because of the anticipated war with Germany that was expected to disrupt seaborne coal supplies. X.78] :Fri 22 Sep 12.00; Spa Valley Railway, Track & Traction Day with 08922 and friends:: (TRACKmaps 5 p14b 2019) With thanks to our organiser, your Sales Officer, Darren Garnon, The Branch Line Society and Spa Valley Railway are delighted to announce an 'all available track bash' on Friday 22 September. Motive power will principally be provided by 08922, making what is believed to be its first public passenger appearance, operating 'top & tail' with Class 25 D7535, featuring Mk1 rolling stock. At Tunbridge Wells West we will switch to a Queen Mary brakevan which will be operated 'top & tail' by the Railway's newly acquired Thomas Hill Vanguard 189c loco and Drewry 'Southerham'. As always, motive power is subject to availability on the day. With great thanks to Spa Valley Railway we expect to traverse sidings, loops and crossovers along the entire length of the railway including some very notable track not previously achieved on our previous visits in either 2014 or 2015. The Tunbridge Wells West complex will be comprehensively covered but riding access to the locomotive shed itself is not expected. The event starts at Tunbridge Wells West station at 12 noon (for 12.15 departure) and is expected to conclude by 18.30. Complimentary tea and coffee will be served on arrival from the on train buffet which will remain open for the duration of the tour for the sale of light refreshments. The railway's gift shop will also be open during an afternoon break we will enjoy at Tunbridge Wells West. At 19.00 and 20.10 Spa Valley Railway will operate two additional 'fish & chip supper' return runs from Tunbridge Wells West to Groombridge with 08922 with free travel for our members participating in our event. A selection of food (at only £10) can be ordered directly from: https://bit.ly/3qUhWTa Members travelling to the railway by train are advised to travel to Tunbridge Wells West via Southeastern services to Tunbridge Wells (10 minute walk to railway) as the intensive itinerary does not allow for a connecting service via Eridge. Society members only, limited numbers, early booking advised, £33, no U18 reductions. Please book via branchline.uk or cheque payee 'Branch Line Society' to Mark Gomm, 84 Mornington Rd, STOKEON-TRENT, ST1 6EL 07983 541887, with email address or SAE, two for acknowledgement or queries. Email [email protected] (for booking queries only, email preferred). This fixture was not ready to advertise in paper BLN if you know of anyone who may be interested.