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Meetings are held on Wednesdays at 7.45pm at the Wote Street Club, Basingstoke:

6 NOVEMBER: ANNUAL PHOTOGRAPHIC COMPETITION. David Brace will present Members' entries of which the Committee again hopes that there will be plenty.

20 NOVEMBER: FIFTY YEARS OF CONTINENTAL STEAM with IAN FOOT. Ian started his visits abroad in 1968 photographing steam in action. The presentation is in alphabetical order starting with Austria, Jordon in the middle and finishing with West Germany. What lies in between?? Come and find out!!

4 DECEMBER: OLD DALBY TEST TRACK with DAVE COXON. The history of the route from Melton Mowbray to Nottingham from its opening by the Midland Railway in 1879 to its closure in 1966 followed by examples of the varied research and tests which have taken place since.

18 DECEMBER: TRAIN OF EVENTS starring JACK WARNER for members and their guests including a buffet supper.

November 2019 Vol. 47 No.11

In August 1974 a pair of Austrian 0-6-2 tank locomotives top-and tail a train of empty iron ore hoppers past Vordernburg returning from Donawitz steelworks to the ore mine on the Erzberg (Iron Mountain) at Eisenerz on the Abt cog rack Erzbergbahn. Will we go there on 20 November I wonder? TONY WRIGHT

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EDITORIAL

An Away Win for Southampton, Class 68s on the TransPennine Express and More

In the last couple of years my weekend away for railway travel and photography and to watch Southampton away in the North of England has been in early November when the clocks have changed and the nights have really come in. Southampton’s fixtures for 2019/20 when they were published in the summer led us to the conclusion that it had either to be Sheffield United away on 14 September or Everton away next April.....or both!

We had booked three rooms at the Travelodge in Barnsley and, en route on Thursday 12 September, we stopped north of Newark by the ECML for an hour. Our first overbridge unfortunately did not have a clear view in either direction. The bridge parapet was too high for my two pals and I was on tiptoe We drove on a short distance down country lanes and found another bridge, still too high but with a good, clear southbound view from either side. Northbound was less open. There was a glut of 91s and HSTs initially but it was not long before Azumas appeared. In a month or two the opposite will no doubt be the case so we were pleased to record what we saw.

The Travelodge in Barnsley is about 2 miles from the railway and bus stations. The ticket office was open and we each bought our South Pennines Day Ranger ticket for the following day at a cost of £16.50. Simon had some line ‘to do’ so he left us at Huddersfield, where we saw a new Northern Class 195 at rest in station sidings, whilst Richard and I went to Mirfield. The platforms here have an unusual configuration. Platforms 1 and 2 form an island platform on the western side of the bridge over Station Road. Trains from Platform 1 go to Leeds and Wakefield Westgate (eastbound); Platform 2 is rarely used for normal scheduled services but is passed by non-stopping westbound trains to Huddersfield. Platform 3 is on the eastern side of the bridge and trains go towards Huddersfield, Halifax, Bradford Interchange and Brighouse (westbound). There were other enthusiasts on the platform all waiting for the scheduled Class 68 to propel its train of new TransPennine Express coaches and DVT towards Huddersfield. A few minutes later the Class 68 was followed by GBRF 66744 on a train of what looked like brand new biomass wagons.

We moved on to Leeds and then Bradford interchange and Halifax before settling at Castleford for an hour. But all was not well. Our train back to Barnsley, it seemed, had not yet left Huddersfield. Other services came and went and locals were getting restless. Eventually a Class 156 with a Pacer in tow appeared and our spirits were lifted - but not for long. The two could not be separated and the service was failed. It had been a warm day but Yorkshire evenings at this time of year can be quite chilly as everyone now waiting for another hour could confirm. We picked up a claim form back at Barnsley and will wait and see what, if any, refund we may be entitled to.

The next day was match day with the morning set aside for trains and trams using a local Sheffield area ticket. We made our way first to Penistone to imagine Class 76s and 77s passing through on the Woodhead route and to see if we could get a shot of Penistone Viaduct, either as our train departed or as the next service arrived. Unfortunately there is at present too much foliage in the way so as only to allow barely a glimpse of the viaduct. The layout of Penistone Station and its buildings reassures you that other lines passed through and, much like the former Midland Main Line through Monsal Head and Millers Dale, recreational use has taken over with walkers and cyclists to the fore. We alighted from the return service to Sheffield at Meadowhall and took a tram-train from there to the centre of Sheffield for lunch and more trams before ending our journey at Granville Road, the closest stop to Bramall Lane, the home of Sheffield United. A 1 - 0 win meant that we left Sheffield in good spirits and were soon back in Barnsley to pack for our journey home the next day when we planned to call in on a gala at the Great Central Nottingham during our journey south.

Given that we had arrived at Ruddington quite early I guess it was no surprise that the set up was eerily quiet. We had just missed the first train of the day so had time to have a look around this former military site located on a spur connected to the former Great Central line. Our train would be top and tailed by large logo blue Class 47292 and blue Class 20 numbered D8154. Taking the second service of the day,

Brand new biomass wagons?

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we came out along the spur onto the main line and then reversed to head for the end of the line in Loughborough at a point overlooking the back of Brush works. When I was last there new Class 60s were lined up outside Brush's factory. En route back to Ruddington we crossed the next service for Loughborough formed of Class 56097 in weather worn pale grey with coal decals and faded orange Class 31 no. D5830 leading with DRS dark blue Class 37612 bringing up the rear with Harry Needle's orange Class 20311. Things were warming up now with this train quite well loaded.

On our arrival back at Ruddington more loco movements were going on. The miniature railway was running, the model railway was working and the cafe was doing a roaring trade serving lunches varying from filled rolls to ham, egg, chips and baked beans. It’s a large site and, like several other heritage railways I know, there is quite a lot of rusting ironwork around and at least one forelorn boiler. There were also three steam locomotives in the open awaiting restoration including, in LMS black, repatriated 2-8-0 no. (4)8274 whilst, tucked away in a dark shed, we found operational J92 no.68067. An interesting morning mingling with a few classic diesel fans taking in the sounds and smells. The Class 20s were on particularly good form.

56097 and D5830 run into Rushcliffe Halt with 37612 and 20311 at the rear.

DRESDEN'S CARGO TRAM TONY WRIGHT

In his Newsletter articles on Dresden's transport network and infrastructure, Richard Green mentioned the Dresden 'CarGo Tram'. Whilst in Dresden towards the end of 2018 I had the good fortune to catch a glimpse of this remarkable feature of the extensive Dresden tram network. Unfortunately the only photograph I secured was this snatched shot as the tram sped past a city centre tram stop, taken on 19 December 2018.

This brief sighting prompted a little research into what is, I believe, a feature unique to Dresden. The operation of a freight-carrying tram across the city originated in 2000 in an agreement between Volkswagen and the city transport operator, DVB. VW built the 'transparent factory', so-called because its external walls are all glass, enabling the assembly process to be publicly visible from outside the building, on a site close to the city centre, to assemble the 'Phaeton' luxury custom-built car. The VW just-in-time logistics centre is in Friedrichstadt, some 4km away across the city. What pressures were put on VW by the city I do not know but it was clearly desirable to avoid an increase in heavy lorry

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traffic through the city centre.

The first test runs took place on 3 January 2001 using two 5-car, 59.4m long, units built by Schalke at Gelsenkirchen designed to carry engines and other prefabricated items in box-bodies. The units are bi-directional sets with each car mounted on two four-wheel bogies. Each unit has two power/control cars and is powered on all axles by 45kW (60.35hp) motors from the overhead catenary, giving each set a total of 900kW/1207hp, with running gear recycled from earlier Tatra trams. Each unit can carry about 60 tons with a capacity equivalent to three road lorries.

The units operated an approximately hourly service across the city, using different routes according to road and tram traffic conditions. Phaeton construction ended in March 2016 and with it the CarGo Tram service. VW, however, subsequently commenced assembly of the e-Golf in the transparent factory and the cargo service resumed in March 2017. I don't know how often the CarGo trams now run, but if you are in Dresden, keep your eyes open and you might just see one.

MESSRS. CABLE AND FEWSTER GO FORTH PART 2 CONTINUED ANDY FEWSTER

Last month we left Andy and David at Hatfield Colliery. Andy carries on the story.

By mid-morning we had seen all we were going to, so decided to drive over to Mexborough station. Quite a lot of freight that avoids Doncaster can be seen at Mexborough. The railway station is on the south side of the A6023 dual carriageway that is the main road through Mexborough. Travelling in from Doncaster via Conisbrough, you must travel beyond the railway station before reversing direction at the next roundabout. DC’s blue disabled badge allowed us to park in prime position outside the station! The station has an uncaged footbridge, allowing some location flexibility for photography.

We saw Virgin Cross Country Class 220s, various Northern Pacers of Classes 142 and 144 and Trans Pennine Classes 158, 170 and Class 185 dmus.

Highlights for AF include Freightliner Class 66416 on an empty traction fuel tank train heading towards Lindsey refinery at Immingham, DB Class 60001 light engine through to the freight only Rawmarsh link, DB Class 66031 on a long limestone train bound for Drax, and recently outshopped Colas Rail Class 60047 on a Toton to Immingham light engine move. GB Railfreight Class 66766 was seen with two track-panel cranes on the way

Colas Rail Class 60047 on a light engine move

A Class 143 Pacer passing Hatfield Colliery

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south to Rawmarsh and beyond. The weather had been getting more threatening as the afternoon wore on so that when the rain finally started, we retreated to the car and returned to our hotel in Doncaster.

The following morning saw us drive to Barnetby and nearby locations. The weak morning sun was not going to last, so we headed to Melton Ross and the A18 overbridge that is close to the limeworks.

We caught the empty Lindsey oil tanks with DB Class 60091 on the front, EWS Class 66171 on the empty Drax biomass fuel train, and Freightliner Class 66605 and Class 66529 on Scunthorpe ore and empty coal trains. The A18 overbridge is close to Robin Hood Airport, and the road is very busy, with narrow pavements not suitable for long term railway photography, even though AF was wearing a hi-viz jacket. East Midland Trains Class 153384 single unit passed by on the way from Grimsby to Newark Northgate, followed by First Trans Pennine Class 170303 on a Manchester bound service.

We returned to the calm of Barnetby station, but the bad weather finally arrived with a wet downpour and windy squall. The Barnetby station footbridge is about as exposed as anywhere in north east Lincolnshire, so we beat a hasty retreat to the car and headed back to Doncaster for shelter, food and more frequent traffic. On arrival we took lunch, hot drinks and watched the world (and rain) go by.

66416 on an empty traction fuel tank train heading for Lindsey refinery

66766 heads towards Rawmarsh and beyond

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Lined up and ready to go at Doncaster

The empty Lindsey

oil tanks with DB

60091 on the front

Freightliner 66529

on an empty coal

train

Two unexpected highlights justified our return to Doncaster, especially as the weather improved a little. Two recently outshopped Rail Operations Group Class 37800 and Class 37884 travelled up from Toton heading for Doncaster Decoy Yard. The ROG livery is very attractive and generated much nterest from the local enthusiasts. 32 cylinders of English Electric sounded pretty good as well.

Further interest was generated later during the afternoon by the appearance of Class 66779 “Evening Star” at the head of a bulk

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37800 and 37884 head for Doncaster Decoy Yard

66779 “Evening Star” at the head of a bulk sand train.

RAILWAY LINK COSTS ROCKET TO £93 MILLION RICHARD GREEN

Costs for the reinstatement of the railway from Tavistock to Bere Alston have ballooned to £93 million, councillors have been told

In July this year, the Times ran a story saying that the cost of reinstating the rail link was in the region of £70 million and that adequate funding was not available. Last week members of the West Devon overview and scrutiny committee heard that the cost projections for the reinstatement of the railway had risen by a further £23 million.

As part of the Devon Metro proposals, the re-opening of this section of line was due to provide a new, sustainable link between Tavistock and Plymouth for commuter journeys.

It would help to minimise traffic on the A386, link Tavistock to the national rail network and also provide an alternative travel option for leisure, education and retail journeys.

The station and track was set to be funded by development planned for Tavistock but Devon County Council's recent 'A386 Tavistock to Plymouth Corridor Study' concluded reinstating the rail link from Tavistock to Bere Alston, was not viable at this time.

Speaking at the overview and scrutiny committee meeting last week, representatives from Devon County

sand train. The livery was sparkling, and a lot of photos were taken whilst Evening Star waited for permission to proceed on the centre through northbound track. The hope is the loco will be kept in good shape by the current owner GBRF.

Meanwhile, on the freight avoiding lines, we saw DRS Class 66305 waiting for the road, and was passed by GBRF Class 66730 “Whitemoor” also light engine. Finally EWS Class 66056 headed north in fading light with an empty steel rail train, presumably headed for Scunthorpe steel works. We returned to the hotel, Holiday Inn at Warmsworth, conveniently situated for Junction 36 on the A1(M).

We returned home the following morning, another successful trip completed accompanied by good

photos and good company.

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REVIEW OF PREVIOUS MEETINGS

25 September:The Ivatt Diesel Re-creation Society with Tony Ullershaw

Tony had come down from the Midlands to talk to us about the work going on to recreate Ivatt’s LMS diesel locomotive no. 10000, the original of which had entered service shortly before nationalisation in 1948. Sister locomotive no. 10001 followed shortly after nationalisation.

Starting with a brief history of Rudolf Diesel’s invention in the 1890s as it pertained to railways, Tony took us through the LMS’ development of 350 horsepower diesel shunters and their pre-war introduction before the arrival of the twins. Meanwhile on the Southern Region Oliver Bulleid was working on three prototype shunters, no’s. 6201 - 03, followed, after nationalisation, by the introduction of diesel locos 10201 - 03. Ivatt’s work developing 10000 and 10001 was much in evidence as BR’s Modernisation Plan evolved and diesel traction developed. There was a connection from the twins to the engine powering the Class 40 of the late 1950s through the DP2 prototype for the Class 50 and later the Class 58.

10000 and 10001 were both built with LMS and English Electric cooperation at Derby weighing in at 125 tons and generating 1600 horsepower. In the early days Derby to St. Pancras and return was a regular turn then in 1953 both locos were used on Waterloo to Weymouth turns and occasionally runs to Exeter. Come 1960, however, Classes 40 and 45 were regularly available for flagship services and in 1963 10000 was withdrawn and scrapped 5 years later whilst 10001 lasted until 1966.

The 10000 Re-creation Society was formed in 2011 with the aim of building a replica 10000 keeping as close to the design of the original as possible. As always, raising funds has been and remains the biggest hurdle for the Society to overcome. Work is progressing, however. An original axle and LMS letters from the bodyside are in the Society’s possession and a withdrawn Class 58 has been acquired. The Society owns a V16 engine, has sourced another and has obtained a bogie from an EM2 electric loco. It now has charitable status too which will benefit fundraising and a building at Wirksworth, without a rail connection, is to be the Society’s workshop and storage facility for the parts being collected.

Spreading the word will be important for this relatively new group and Tony did that well this evening, daunting though it might sound. This has to be a long term project unless a generous benefactor is waiting in the wings somewhere but Tony’s society are clearly committed to their task and we all wished him well in bringing the re-creation of Ivatt’s pioneer diesel loco no. 10000 to fruition.

Council confirmed they were not actively lobbying central government at this moment to reinstate the Tavistock to Bere Alston rail line.

Instead, their top priorities were to get funding for the remainder of the Dawlish to Teignmouth rail line, improving mobile connectivity travelling by rail and creating a diversionary route around the Exeter Waterloo line.

Councillors on the committee though did request that Devon County Council increase its lobbying efforts to ensure that funding was made available for the Tavistock to Bere Alston line.

They also wanted a segregated cycle route adjacent to the busy A386 to be further investigated and wished for a number of lessons to be learned from the proposals to reopen the Okehampton to Exeter rail route.

The representatives highlighted some of the potential solutions, not involving a railway, such as the use of autonomous or electric buses and advised the meeting that central government funding tended to be more readily available for innovative and original infrastructure concepts.

Members of the borough council requested that, due to the importance of this matter, a further update be given to the committee meeting on April 7, 2020.

In the meantime, it was felt that member workshops should be convened to consider the infrastructure requirements across the whole of the borough with the views of the council then being forwarded to Devon County Council before the next update was considered. Former transport secretary Chris Grayling had charged train operator Great Western Railway with drawing up a plan to introduce a regular service between Okehampton and Exeter, which was due to put to the government by the summer.

No confirmation if and when a regular service might be introduced has been announced but MP for Central Devon, Mel Stride, said he had a positive meeting with the new secretary of state for transport to discuss the plans. Trains had been running from Okehampton to Exeter over the summer on Sundays, and although that service has ceased for the winter, a special train ran from Okehampton to Weymouth last weekend. The trip from the Devon town to Weymouth was organised by OkeRail, in partnership with GWR, who also named one of the new Castle Class power cars 'Okehampton Castle'.

Tavistock Times Gazette 19 September 2019. Reproduced with kind permission.

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9 October: The Kent and East Sussex Railway with Doug Lindsay

Doug explained very fully the history of the Kent & East Sussex Railway. It operates along a significant remnant of the Rother Valley Railway which had been built in the early 20th Century and closed in 1961. It was reborn as the embryonic Kent & East Sussex Railway we know today in 1972 with rebuilding over the years since. Such has been their success that only a farmer opposed to the railway running across his land stands in the way of reconnecting tracks so as to return to Robertsbridge and the main line.

The railway first came to Robertsbridge in 1851 and, over the years, several unsuccessful attempts were made to bring the railway to Tenterden. With the passing of the Light Railways Act 1896 a railway from Robertsbridge to Headcorn - the Rother Valley Railway - was secured. The work was overseen by Holman F Stephens, who was appointed managing director in 1900. Stephens attained the rank of lieutenant colonel in the Territorial Army (TA) in 1916 and was subsequently known as Colonel Stephens. The Act allowed for cheaper construction methods in return for a speed restriction. It was up and running in 1900 unlike a number of other railway schemes in the area which foundered. The extension to Tenterden Town opened on 15 April 1903 and in 1904, the Rother Valley Railway changed its name to the Kent & East Sussex Light Railway. The original Tenterden station was renamed Rolvenden at around this time. Tenterden to Headcorn opened on 15 May 1905. On the outbreak of war in 1914, the K&ESR came under government control, being released from the same in 1921. The K&ESR was not included in the grouping of the railways into the Big Four in 1923 but continued its independent existence. Very soon the section from Tenterden to Headcorn was operating at a loss. In 1932, following the passing of Col. Stephens, W.H. Austen, his long term deputy, was appointed Official Receiver for the line but the Second World War saw a renaissance, the line becoming an important alternative supply route to the south coast. On 1 January 1948, it became part of British Railways, Southern Region but the line's fortunes never recovered. Regular passenger services ceased in 1954 with hop-pickers' specials running until 1958. Closure came in June 1961.

Preservation activities began immediately but, due to difficulties in obtaining the necessary Light Railway (Transfer) Order, it was 1974 before the line partially reopened as a heritage steam railway between Tenterden and Rolvenden. Extensions followed to Wittersham Road in 1977, Northiam in 1990 and Bodiam in 2000. An extra one mile extension to the site of Junction Road halt towards Robertsbridge was completed in 2011.

Being a light railway, locomotives and rolling stock used on the line had always been small. Replacing older stock, a Class P 0-6-0 arrived in the mid-1930s whilst A1/X Terriers have a long association with the line both before closure and since. The Kent & East Sussex operation these days is an impressive affair largely due to the commitment and enthusiasm of its volunteer force but it has had many significant obstacles to overcome along the way needing outside contractors' assistance at times. Quite an achievement. Doug brought his talk to a conclusion by showing 'then and now' images of Bodiam Station comparing it in 1900 with today. In line with the Railway's aims, little appeared to have changed which spoke volumes. We wish them well in their ongoing efforts to bridge the gap back to Robertsbridge and congratulate them on their success so far.

23 October: Tracks in the Mist with Colin Brading by Philip Riley

Colin discussed three rather eccentric tramways all of which have disappeared with little trace remaining of them although they all found their ways into the hearts of the communities they served. The tramways comprised the Swansea Mumbles Railway (SMR), the Wantage Tramway and the Weston Clevedon and Portishead Railway (WCPR).

The SMR was built to convey coal, iron ore and limestone from mines and quarries in the Mumbles area near Swansea. It was opened in 1806 and carried passengers from 1807. It is thus regarded as the first passenger carrying railway in the world. Steam replaced horses in 1877 when trials were undertaken with one of Henry Hughes patent tramway locomotives. An extension to Mumbles Head was completed in 1898 and the line was electrified to 650 volts DC in 1928. At that time a fleet of 11 double-decked cars was purchased for use on the line. Closure came in two stages with the final service operating in January 1960. One car (No2) was saved for preservation by Leeds University Railway Club and stored at the Middleton Railway. Sadly this car was subsequently destroyed by fire.

The Wantage Tramway lasted from 1875 to 1945. It was part urban tramway and part branch line. The railway linked Wantage with the GWR station at Wantage Road, a distance of 2 ½ miles. The residents of Wantage had resented the fact that Brunel had avoided their town when he had built his main line to Bristol and, under the leadership of Lord Wantage, it decided to build its own connection to the main network. Services started in 1875 with horse-drawn carriages and with a double-decked steam tramcar. This was regarded as the first ever use of steam traction on a passenger tramway. In 1880 a Menarski compressed-air locomotive was introduced. This was followed by the purchase of two steam locomotives. In the early 20th century the line prospered taking much of the freight-carrying from the Wilts & Berks

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Canal which also served Wantage. By the 1920s the GWR was running a competitive bus service and passenger carrying on the line was abandoned in favour of freight traffic. The line was badly damaged during WW2 by American Army vehicles which were based in the area prior to D-Day. Closure followed in 1945 but one of the Wantage locomotives (Jane) is preserved at the Didcot Railway Centre.

The WCPR was originally conceived to connect 3 Somerset coastal towns which had been by-passed by the GWR main line to the south west. The line extended for 14 miles with the first section from Weston to Cliveden opening in 1897. The extension to Portishead followed in 1907. Two ex-Furness locomotives (named Weston and Clevedon) were initially purchased for the line and these were followed by two LSWR Terriers. The line served Clevedon gas works. Col Stephens, the well-known railway entrepreneur, later became involved with the line and introduced petrol driven rail cars but these were not able to reverse the fortunes of the line and it closed in 1940. Thereafter the GWR used the line for the storage of stock. Colin gave us a fascinating insight into three lines which all of us may have heard of but few of us knew much about their somewhat troubled existences.

MEETINGS OF OTHER SOCIETIES

Meon Valley Locomotive Society: 7.45pm, Church Hall, Free Street, Bishops Waltham.

12 November - Preserved Railways Throughout Australia 1984,1996 & 2004 with David Peel

10 December – Members’ Evening

Newbury and District Transport Group: 7.30pm, Kennet School Library, Stone Lane, Thatcham.

18 November - Policing before radios and computers with Anthony Keep.

16 December - Robert Williams, Chief Executive of Reading Buses.

Railway Club of the New Forest: 7.30pm, Mclellan Hall, Lymington Community Centre, Cannon Street, Lymington.

22 November - Flying Boats of Southampton with Colin van Geffen

Oxfordshire Railway Society: 7.30pm, Seacourt Day Centre, Seacourt Road, Botley, Oxford

13 November - Wantage tramway and Wootton tramway / Brill branch with Colin Brading

RCTS Solent Branch: 7.30pm, Railway Institute, Romsey Road, Eastleigh.

20 November - Past Mid Hants Galas with Tony Storey

18 December - Films presented with Dave Doulton

RCTS Woking Branch: 7.15pm, United Reformed Church, White Rose Lane, Woking.

26 November - Network Rail with Chief Executive Andrew Haines

17 December - Branch AGM/An Evening with Gordon Pettitt

Reading Transport Group: 7.45pm, Church House, Church Street, Caversham, Reading

For meetings please visit https://readingtransportgroup.weebly.com/

WHERE AM I?

An idyllic country branch line in the summer sunshine? I am sure that some of you will know exactly where I am.

The Society would be pleased to hear from anyone who could give a railway-based presentation. Our

secretary can be contacted on 01256 331002 or by e-mail at: secretary@bdrs70d.com

Articles for the newsletter should be sent as Word documents to bdrsnewsletter@yahoo.co.uk

This Newsletter is the copyright of and is produced by the Basingstoke and District Railway Society. It is issued free of charge for the interest of its members and of the Society’s friends.