Features April to July 2023
Item 2310
Broad Gauge Carriage Survival at Portbury near Portishead.
Michael Bussell
Broad Gauge Carriage Survival at Portbury near Portishead.
Michael Bussell
One of the more remarkable survivors from early railway times in North Somerset was a broad gauge railway carriage that was abandoned as in poor condition by the Great Western Railway in 1890 at the erstwhile Portbury Station on the Portishead branch. Two years later the carriage body was purchased by a group of local Methodists who, my notes from 1967 record (presumably from a local newspaper article since lost), “had formerly worshipped in a chicken shed”. They no doubt carried out necessary repairs and ‘smartening up’, although having been built reportedly as a first-class carriage by the Bristol & Exeter Railway in either 1851 or 1863 (sources quote two different dates) the original was no doubt soundly constructed. The carriage’s seats and compartment partitions were stripped out to form an open room, reportedly with seating for 60 folk.
The text on a plaque fixed to a side wall of the carriage began by noting that “In 1892 Isambard Kingdom Brunel’s broad-gauge railway system (G.W.R.) was replaced by the standard gauge of 4’8½”. It continued: “this broad gauge railway carriage was used for several years as the Portbury Mission Room at the site of the present water works [?] by the railway station. It was then towed to its present position by Mr E H Shopland and his good horse “Smart”, on the erection of the present church in 1899”.
The “present church” was in fact a small chapel of brick, some 31 feet by 20 feet – but large enough to be shown by a ‘+’ on my Seventh Series One-Inch Ordnance Survey Map, sheet 155 of 1953 (grid reference ST 498754). It and the carriage were sited a few hundred yards south of the railway station, closer to Portbury village centre. They stood on the east side of the Bristol-Portishead road, then known locally as Station Road, later to be designated the A369. (The road subsequently returned to a quieter life in the 1970s when a new A369 alignment was built to Portishead, bypassing Portbury village, from the junction 19 roundabout of the M5 near Gordano Services.) The carriage, minus its chassis, stood just to the north of the chapel. Once in place there it would appear to have served the function of a church hall for feasts, celebrations and also a Sunday school for children.
The chapel and carriage continued in use until 1966, it seems, when the site was vacated. This may well have been due to declining attendances; my notes record that the site was put up for sale, and a planning application had been submitted to Long Ashton Rural District Council for planning permission, either to convert the chapel to become a small house, or to demolish it for a new house. Reading of that in the local paper encouraged me to visit and take the black-and-white photos shown below. I did not record the exact date of that visit – I think it was in autumn 1966. However, by then the route of the proposed M5 motorway had been published. The overall ‘land take’ for the wide highway was shown to pass through the site of the chapel and carriage, and this route – when subsequently approved – made the proposed conversion or redevelopment of the chapel site as a dwelling into a non-starter. I further visited the site on a pleasant spring day in May 1967 and took two colour photos. Later that year the Council announced that the carriage was to be removed for preservation. By then I had moved to London to start work. In 1969 I was in touch with a Mr John Wood in Shrewsbury who I had read was involved in plans to retrieve the carriage. He wrote to me in June 1970 to advise that the carriage had indeed been moved into a Council store in December 1969.
After that I lost track of it – no pun intended – until I read a four-page article about Portbury Methodism, the carriage, and the chapel in Posset Pieces No. 12, a periodical publication of 2012 by the Gordano Civic Society, from which some of the historical notes above were drawn. It is still in print as I type this – see https://www.gordanosociety.org.uk/pp3.html. In it I read that the carriage was then with Bristol’s M Shed Industrial Museum, still awaiting restoration after what was then four decades.
In preparation for drafting these notes and photo captions for the CRS website, I went to the Bristol Museums’ own website and searched using the term ‘Portbury’. This turned up no fewer than 221 entries, many relating to documentation on the Royal Portbury Dock, built in the late 1970s but (inexplicably) not provided with a national rail connection, via an upgrading of greater part of the mothballed Portishead branch, until 2002. In amongst these, I was pleased to find http://museums.bristol.gov.uk/details.php?irn=139196 – Object Number J1071, “railway carriage body … dismantled into component sections for removal from site”, with colour photos of end and side wall sections and doors together with black-and-white photos, similar to mine below, of the carriage when in situ in Portbury. The plaque has, it must be hoped, also been saved and stored.
It remains to be seen whether this rare survivor of broad gauge rolling stock will eventually be restored…
The text on a plaque fixed to a side wall of the carriage began by noting that “In 1892 Isambard Kingdom Brunel’s broad-gauge railway system (G.W.R.) was replaced by the standard gauge of 4’8½”. It continued: “this broad gauge railway carriage was used for several years as the Portbury Mission Room at the site of the present water works [?] by the railway station. It was then towed to its present position by Mr E H Shopland and his good horse “Smart”, on the erection of the present church in 1899”.
The “present church” was in fact a small chapel of brick, some 31 feet by 20 feet – but large enough to be shown by a ‘+’ on my Seventh Series One-Inch Ordnance Survey Map, sheet 155 of 1953 (grid reference ST 498754). It and the carriage were sited a few hundred yards south of the railway station, closer to Portbury village centre. They stood on the east side of the Bristol-Portishead road, then known locally as Station Road, later to be designated the A369. (The road subsequently returned to a quieter life in the 1970s when a new A369 alignment was built to Portishead, bypassing Portbury village, from the junction 19 roundabout of the M5 near Gordano Services.) The carriage, minus its chassis, stood just to the north of the chapel. Once in place there it would appear to have served the function of a church hall for feasts, celebrations and also a Sunday school for children.
The chapel and carriage continued in use until 1966, it seems, when the site was vacated. This may well have been due to declining attendances; my notes record that the site was put up for sale, and a planning application had been submitted to Long Ashton Rural District Council for planning permission, either to convert the chapel to become a small house, or to demolish it for a new house. Reading of that in the local paper encouraged me to visit and take the black-and-white photos shown below. I did not record the exact date of that visit – I think it was in autumn 1966. However, by then the route of the proposed M5 motorway had been published. The overall ‘land take’ for the wide highway was shown to pass through the site of the chapel and carriage, and this route – when subsequently approved – made the proposed conversion or redevelopment of the chapel site as a dwelling into a non-starter. I further visited the site on a pleasant spring day in May 1967 and took two colour photos. Later that year the Council announced that the carriage was to be removed for preservation. By then I had moved to London to start work. In 1969 I was in touch with a Mr John Wood in Shrewsbury who I had read was involved in plans to retrieve the carriage. He wrote to me in June 1970 to advise that the carriage had indeed been moved into a Council store in December 1969.
After that I lost track of it – no pun intended – until I read a four-page article about Portbury Methodism, the carriage, and the chapel in Posset Pieces No. 12, a periodical publication of 2012 by the Gordano Civic Society, from which some of the historical notes above were drawn. It is still in print as I type this – see https://www.gordanosociety.org.uk/pp3.html. In it I read that the carriage was then with Bristol’s M Shed Industrial Museum, still awaiting restoration after what was then four decades.
In preparation for drafting these notes and photo captions for the CRS website, I went to the Bristol Museums’ own website and searched using the term ‘Portbury’. This turned up no fewer than 221 entries, many relating to documentation on the Royal Portbury Dock, built in the late 1970s but (inexplicably) not provided with a national rail connection, via an upgrading of greater part of the mothballed Portishead branch, until 2002. In amongst these, I was pleased to find http://museums.bristol.gov.uk/details.php?irn=139196 – Object Number J1071, “railway carriage body … dismantled into component sections for removal from site”, with colour photos of end and side wall sections and doors together with black-and-white photos, similar to mine below, of the carriage when in situ in Portbury. The plaque has, it must be hoped, also been saved and stored.
It remains to be seen whether this rare survivor of broad gauge rolling stock will eventually be restored…
A colour view of the chapel and the carriage from the other (west) side of the A369 in May 1967. Copyright Michael Bussell.
A second colour view from slightly further north. Copyright Michael Bussell.
The Portbury Methodist Church signboard, which had been uprooted and was lying against a wall of the now-disused chapel. Copyright Michael Bussell.
The first of three views of the carriage from the west. Copyright Michael Bussell.
Second view from the west and slightly further south. Copyright Michael Bussell.
Third view from the west, further south again. Copyright Michael Bussell.
The first of two views of the carriage from the east. Copyright Michael Bussell.
Second view from the east and slightly further north. The doors and windows clearly show that the carriage was built with four compartments, although their interiors had been stripped out for use by the Methodists. Copyright Michael Bussell.
The north-west corner of the carriage with the chapel beyond. Copyright Michael Bussell.
Portbury BG Coach. The east end of the south side of the carriage. Copyright Michael Bussell
Colour view of the broad gauge coach. Copyright Michael Bussell.
A further view of the coach. Copyright Michael Bussell.
Portbury station following trackside vegetation clearance seen on the 21st November 2015 Copyright David field. It was from this location that the former Broad Gauge coach was dragged to a site alongside the Methodist Church.
Further information on the
Broad Gauge coach at Portbury.
Kindly supplied by Martin Tester.
Broad Gauge coach at Portbury.
Kindly supplied by Martin Tester.
Hi Keith,
I was interested to see Michael Bussell's recent contribution of photos (from c1966 & 1967) showing an old BG carriage at Portbury (Portishead branch) that had been in use as a chapel. I too took photos at about the same time (albeit in the summer) & in fact the last 4 photos shown on the Bristol Industrial Museum's website (for which Michael provided a link) are mine. I attach larger copies of these & also one of Portbury station taken on the same day which you might find useful. Michael has provided a comprehensive history of the coach but there are some details I can add. When the coach was dismantled markings showed it to be B&ER coach no. 31, a second class, 4 compartment coach built by the B&ER at their works in Bridgwater in 1863. Its GWR number was 341. This information was supplied to me 4 years ago by Andy King, Senior Curator at the museum at that time. He also confirmed that the hand-painted plaque describing its history as a chapel has sadly disappeared. One of my photos shows this plaque & Michael has provided a transcription. The plaque on the end-wall read 'The Original Wesleyan Mission Room'. Michael states that the proposals for the new M5 made the redevelopment of the chapel as a dwelling a 'non-starter'. I don't think this is the case; using the NLS facility to overlay current day arial photos on old maps at https://maps.nls.uk/geo/explore/#zoom=18.0&lat=51.47638&lon=-2.72591&layers=168&b=1 it can be seen that the old chapel still exists. (Unfortunately I haven't lived in Bristol since 1969 so have never been back to the site. I now live near Cambridge). The 1892-1914 OS 25" map referenced shows the coach outline alongside that of the chapel.
PS 1: I regret to say that since my contact with Andy King in 2019 he died in 2021, shortly after retiring. He was a much-respected Senior Curator & had worked for the City Museum for about 40 years.
PS 2: I can supply photos, also taken 1966, of a BG Horsebox at Yatton (alongside the Clevedon branch). Interested?
Best wishes
Martin Tester
I was interested to see Michael Bussell's recent contribution of photos (from c1966 & 1967) showing an old BG carriage at Portbury (Portishead branch) that had been in use as a chapel. I too took photos at about the same time (albeit in the summer) & in fact the last 4 photos shown on the Bristol Industrial Museum's website (for which Michael provided a link) are mine. I attach larger copies of these & also one of Portbury station taken on the same day which you might find useful. Michael has provided a comprehensive history of the coach but there are some details I can add. When the coach was dismantled markings showed it to be B&ER coach no. 31, a second class, 4 compartment coach built by the B&ER at their works in Bridgwater in 1863. Its GWR number was 341. This information was supplied to me 4 years ago by Andy King, Senior Curator at the museum at that time. He also confirmed that the hand-painted plaque describing its history as a chapel has sadly disappeared. One of my photos shows this plaque & Michael has provided a transcription. The plaque on the end-wall read 'The Original Wesleyan Mission Room'. Michael states that the proposals for the new M5 made the redevelopment of the chapel as a dwelling a 'non-starter'. I don't think this is the case; using the NLS facility to overlay current day arial photos on old maps at https://maps.nls.uk/geo/explore/#zoom=18.0&lat=51.47638&lon=-2.72591&layers=168&b=1 it can be seen that the old chapel still exists. (Unfortunately I haven't lived in Bristol since 1969 so have never been back to the site. I now live near Cambridge). The 1892-1914 OS 25" map referenced shows the coach outline alongside that of the chapel.
PS 1: I regret to say that since my contact with Andy King in 2019 he died in 2021, shortly after retiring. He was a much-respected Senior Curator & had worked for the City Museum for about 40 years.
PS 2: I can supply photos, also taken 1966, of a BG Horsebox at Yatton (alongside the Clevedon branch). Interested?
Best wishes
Martin Tester
You will find the link to a map embedded in the text above most useful. Below you will find summer pictures taken from very similar locations as those provided by Michael Bussell.
Many thanks to Martin for the images above please click on these to obtain an enlargement. The last image, bottom right is of Portbury station in the 1960's.
You will also find these links of interest
https://didcotrailwaycentre.org.uk/article.php/20/brunels-broad-gauge-railway
https://didcotrailwaycentre.org.uk/article.php/20/brunels-broad-gauge-railway
2309
The Station Master - Portreath
Michael L. Roach
The Station Master - Portreath
Michael L. Roach
The Station Master
The Station Master was a person of some importance in his locality, but it is a term which has largely gone out of fashion in favour of station manager. The s/m was responsible for basically everything that went on at his appointed station. Unstaffed platforms and halts would not have a resident station master but would come under the s/m at an adjacent station, as at Liddaton Halt seen in one of the photos in Part 13 of this series. Liddaton would have come under the s/m at Coryton a short distance away. It would not have been a particularly onerous job at Coryton with one platform, three passenger trains and one freight train in each direction; but with few staff he would have to deputise for everyone and be prepared to do anything needed. However being s/m at a small station would have been a good stepping stone to applying for the position at a larger station if one wanted promotion. Being the station master at Plymouth North Road Station would have been a completely different proposition and responsibilities would have included hiring and firing staff and meeting VIPs off the train. How about Plymouth Millbay Station with a huge goods station alongside. This would have had a Chief Goods Manager to oversee the daily running of the goods department but would he have ranked equal to the s/m or reported to him – I do not know.
It was good to see Michael Bushell's excellent 1960s photographs of Portreath Harbour in Latest News on 25 April 2023. Adjacent to the harbour was a goods yard at the bottom of a cable-worked incline at the end of a freight-only branch. The yard had three wagon turntables, a dozen sidings, stables, offices etc. Goods trains stopped at the top of the incline with only wagons being worked up and down the incline. Until the autumn of 2022 it had never occurred to me what grade of railwayman would have been in charge of the goods yard at Portreath – maybe a goods clerk, chief goods clerk, yard foreman, yard inspector or station inspector perhaps under the supervision of the station master at Redruth or Carn Brea Stations on the Cornish main line. I doubt that I would have expected a station master to be appointed to a non-passenger station. In the autumn of 2022 I came across this entry in the November 1929 edition of the Great Western Magazine and was quite surprised by the position that Mr. Jenkins had occupied for 20 years.
The death occurred on 28 September 1929, at the age of 76, of Mr. J.H. Jenkins who retired from the position of station master at Portreath in March 1917. Mr. Jenkins was transferred to the Great Western Railway Company's service from the West Cornwall Railway in February 1876 and spent the whole of his career in Cornwall. He was station master at Portreath for twenty years.
If Porteath had been at the end of a branchline where the passenger service had been withdrawn I could have understood that the station master may have been kept on to deal with all matters in the staton's new guise, but that did not apply here. Perhaps the explanation lies in just how busy the harbour had been in the past. There were, and are, no lock gates at Portreath so at low tide the two docks empty of water completely with ships sitting on the floor of the dock. Ships entering or leaving the harbour have to wait until at least half tide before they can enter or leave. In the Victorian times the harbour was receiving up to 700 ships per annum which equates to one on every high tide six days a week throughout the year. The ships were quite small but even so there would be a couple of hundred tons of goods to be moved in or out by rail every single working day. Until the advent of the motor lorry the remaining mines in the area would have been totally reliant on the harbour and the branchline to bring in the coal for the steam engines and to take away the ore that was going for smelting elsewhere and for the tin and copper ingots that had been smelted locally.
MLR / 30 April 2023
The Station Master was a person of some importance in his locality, but it is a term which has largely gone out of fashion in favour of station manager. The s/m was responsible for basically everything that went on at his appointed station. Unstaffed platforms and halts would not have a resident station master but would come under the s/m at an adjacent station, as at Liddaton Halt seen in one of the photos in Part 13 of this series. Liddaton would have come under the s/m at Coryton a short distance away. It would not have been a particularly onerous job at Coryton with one platform, three passenger trains and one freight train in each direction; but with few staff he would have to deputise for everyone and be prepared to do anything needed. However being s/m at a small station would have been a good stepping stone to applying for the position at a larger station if one wanted promotion. Being the station master at Plymouth North Road Station would have been a completely different proposition and responsibilities would have included hiring and firing staff and meeting VIPs off the train. How about Plymouth Millbay Station with a huge goods station alongside. This would have had a Chief Goods Manager to oversee the daily running of the goods department but would he have ranked equal to the s/m or reported to him – I do not know.
It was good to see Michael Bushell's excellent 1960s photographs of Portreath Harbour in Latest News on 25 April 2023. Adjacent to the harbour was a goods yard at the bottom of a cable-worked incline at the end of a freight-only branch. The yard had three wagon turntables, a dozen sidings, stables, offices etc. Goods trains stopped at the top of the incline with only wagons being worked up and down the incline. Until the autumn of 2022 it had never occurred to me what grade of railwayman would have been in charge of the goods yard at Portreath – maybe a goods clerk, chief goods clerk, yard foreman, yard inspector or station inspector perhaps under the supervision of the station master at Redruth or Carn Brea Stations on the Cornish main line. I doubt that I would have expected a station master to be appointed to a non-passenger station. In the autumn of 2022 I came across this entry in the November 1929 edition of the Great Western Magazine and was quite surprised by the position that Mr. Jenkins had occupied for 20 years.
The death occurred on 28 September 1929, at the age of 76, of Mr. J.H. Jenkins who retired from the position of station master at Portreath in March 1917. Mr. Jenkins was transferred to the Great Western Railway Company's service from the West Cornwall Railway in February 1876 and spent the whole of his career in Cornwall. He was station master at Portreath for twenty years.
If Porteath had been at the end of a branchline where the passenger service had been withdrawn I could have understood that the station master may have been kept on to deal with all matters in the staton's new guise, but that did not apply here. Perhaps the explanation lies in just how busy the harbour had been in the past. There were, and are, no lock gates at Portreath so at low tide the two docks empty of water completely with ships sitting on the floor of the dock. Ships entering or leaving the harbour have to wait until at least half tide before they can enter or leave. In the Victorian times the harbour was receiving up to 700 ships per annum which equates to one on every high tide six days a week throughout the year. The ships were quite small but even so there would be a couple of hundred tons of goods to be moved in or out by rail every single working day. Until the advent of the motor lorry the remaining mines in the area would have been totally reliant on the harbour and the branchline to bring in the coal for the steam engines and to take away the ore that was going for smelting elsewhere and for the tin and copper ingots that had been smelted locally.
MLR / 30 April 2023
Many thanks Michael.
Item 2308
Resignalling at Exeter in 1985
Paul Barlow
Resignalling at Exeter in 1985
Paul Barlow
Some pictures from 1985 when Exeter St Davids was shut for remodeling and installation of MAS signals.
Exeter Central became the principle station for a few days and Exmouth junction a stabling point and refueling point.
Hope they are of interest
Kind regards
Paul Barlow
Exeter Central became the principle station for a few days and Exmouth junction a stabling point and refueling point.
Hope they are of interest
Kind regards
Paul Barlow
43189 43138 1253 Exeter Central to Newcastle, 28th April 1985. Copyright Paul Barlow.
Exeter Central 50014 on platform 3 with the 1938 to Waterloo 47...xmouth. 29th April 1985. Copyright Paul Barlow.
50019 refueling at Exmouth Junction. 28th April 1985 Copyright Paul Barlow.
31273 50004 33102 DMUs P469 and P462. 28th April 1985. Copyright Paul Barlow.
43189 43138 1253 Exeter Central to Newcastle and 50038 on an ECS. 5th May 1985. Copyright Paul Barlow.
50017 1938 Exeter Central to Waterloo while 50034 waits for its turn. 2nd May 1985. Copyright Paul Barlow.
0915 Paddington Exeter Central has just arrived while 43189 431...castle 5th May 1985. Copyright Paul Barlow.
47597 1645 Exeter Central to Paddington. 5th May 1985. Copyright Paul Barlow
Exmouth junction temporary stabling point 31273 43003 and 43043...entral. 5th May 1985. Copyright Paul Barlow.
.43003 arrives on 0915 Paddington to Exeter Central 50038 and 50... stock. 5th May 1985. Copyright Paul Barlow.
Many Thanks Paul now a piece of History 38 years ago
Item 2311
The Cornwall Railway Society visit to the Gartell Light Railway on Monday 29th May 2023
The Cornwall Railway Society visit to the Gartell Light Railway on Monday 29th May 2023
230529a Welcome to Templecombe Station alight here for the Gartell Railway. Copyright Roger Winnen
230529b No 9 Jean an 0-4-0 Tender tank was designed and built by Dr Alan White and named after his late wife, it entered service in 2009. Copyright Roger Winnen
230529c To the right of No 9 Jean stands No 5 Alison 0-4-0 Diesel Hydraulic built by Alan Keef in 1983 with a 75hp engine. After 10 years of service it is now used as the station pilot and on maintenance trains. Copyright Roger Winnen
230529d Inside one of the GLR rolling stock Mike Hitchens with his back to us and David Beckett facing. Copyright Roger Winnen
230529e Photographed through our train window we see No 6 Mr G which was our first steam loco built for the line in 1998 at the North Dorset Loco works at Motcombe. Copyright Roger Winnen
230529f No 9 Jean runs around the train at Park Lane which is built on the alignment of the former Somerset & Dorset Railway. Copyright Roger Winnen
230529g Running around at Park Lane. Copyright Roger Winnen
230529h Number 9 is seen coupled to its train at Park Lane. Copyright Roger Winnen
230529i We have arrived at Pinesway Junction. Copyright Roger Winnen
230529j Simultaneous departures at Pinesway Junction for Common Lane and Tower View. Copyright Roger Winnen
230529k Simultaneous departures. Copyright Roger Winnen
230529l Pinesway Junction with its signal box one of two on the line. Copyright Roger Winnen
230529m Number 6 Faith arrives at Pinesway Junction. Copyright Roger Winnen
230529o No 1 Amanda Bo Bo Diesel Hydraulic is a twin cab originally from the Southport Pier Tramway and it is named after John Gartell's daughter. Copyright Roger Winnen
230529p Climbing the gradient of 1 in 32 as the train departs Common Lane. Copyright Roger Winnen
230529q Departure from Common Lane. Copyright Roger Winnen
230529r Arrivals at Common Lane. Copyright Roger Winnen
230529s The terminus at Common Lane. Copyright Roger Winnen
230529t Steam goes to shed at Common Lane. Copyright Roger Winnen
230529u The day is drawing to a close at Gartell Light Railway. Copyright Roger Winnen
The former Templecombe Signal Box. Copyright Roger Winnen
Item 2312
1962 - Part 23
Opening of the First Length of the Great Western Railway
Nothing to do with '62 but this series is a convenient place to put it. As only an occasional visitor to London and beyond I have always felt that Paddington Station is special when passing through it. Arriving at the station on the way home and waiting for our train to appear on the departure board the whole ambience of the station lifts the spirits especially when one looks up and sees the wonderful roof structure designed by the legendary Isambard Kingdom Brunel 170 years ago. The present station opened in 1854 – there is interesting information on the history of the station on the Network Rail website under iconic infrastructure. The station replaced an original temporary structure dating back to the opening of the line in 1838.
It was 185 years ago today on Monday 4 June 1838 that the first length of the Great Western Railway opened for passengers. It was the 23 miles from Paddington to a temporary station at Maidenhead. Considering that the GWR's Act of Parliament only received the Royal Assent on 31 August 1835 to build 23 miles of railway in less than 3 years, including the magnificent Wharncliffe Viaduct was a major achievement. The man driving the construction was Isambard Kingdom Brunel who had been appointed the Engineer to the railway on 7 March 1833 just 6 weeks after the company was founded on 21 January 1833. Brunel was 27 years of age but had already made his mark in civil engineering. Three years later the final length was completed and passenger trains could run the whole length to Bristol on 30 June 1841. The newspapers of the day were effusive in their praise of the GWR. Here is some typical wording from the Windsor and Eton Express - “The first portion of this stupendous and important undertaking have been opened to the public …........ and the ease with which the various journeys were conducted, added to the rapidity of the trains, was such at once to inspire the public with confidence in the safety of the engines. Immense multitudes flocked to witness the passing of the trains and every bridge was thronged with spectators …..... whose countenances bore evident signs of astonishment at the velocity with which the ponderous machine shot through the bridge arches.” The first timetable showed trains leaving Paddington at 08.00, 09.00, 10.00, 12 noon, 16.00, 17.00, 18.00 and 19.00. On the first day the railway carried 1,479 passengers and took £226 in fares. For the first week the figures were 10,360 passengers and £1,552 .
It is worth saying a bit about the first station at Maidenhead which was a temporary affair where the line crossed the Great West Road (now the A4) on a skew arch bridge built of brick where the railway was on a high embankment. The bridge is still there exactly as built except that it has been widened to take four tracks. The first station was east of the crossing of the River Thames where the bridge over the river was still under construction in June 1838. The entrance to the temporary station was on the west side of the A4 in the bridge abutment with a flight of steps leading up to the platform. The first station was only in use for two years until the line was extended to Reading and the permanent Maidenhead station opened. 183 years after it closed the huge arched entrance to the temporary station is still quite obvious on the south side of the bridge and can be seen on streetview.
MLR / 28 May 2023
Opening of the First Length of the Great Western Railway
Nothing to do with '62 but this series is a convenient place to put it. As only an occasional visitor to London and beyond I have always felt that Paddington Station is special when passing through it. Arriving at the station on the way home and waiting for our train to appear on the departure board the whole ambience of the station lifts the spirits especially when one looks up and sees the wonderful roof structure designed by the legendary Isambard Kingdom Brunel 170 years ago. The present station opened in 1854 – there is interesting information on the history of the station on the Network Rail website under iconic infrastructure. The station replaced an original temporary structure dating back to the opening of the line in 1838.
It was 185 years ago today on Monday 4 June 1838 that the first length of the Great Western Railway opened for passengers. It was the 23 miles from Paddington to a temporary station at Maidenhead. Considering that the GWR's Act of Parliament only received the Royal Assent on 31 August 1835 to build 23 miles of railway in less than 3 years, including the magnificent Wharncliffe Viaduct was a major achievement. The man driving the construction was Isambard Kingdom Brunel who had been appointed the Engineer to the railway on 7 March 1833 just 6 weeks after the company was founded on 21 January 1833. Brunel was 27 years of age but had already made his mark in civil engineering. Three years later the final length was completed and passenger trains could run the whole length to Bristol on 30 June 1841. The newspapers of the day were effusive in their praise of the GWR. Here is some typical wording from the Windsor and Eton Express - “The first portion of this stupendous and important undertaking have been opened to the public …........ and the ease with which the various journeys were conducted, added to the rapidity of the trains, was such at once to inspire the public with confidence in the safety of the engines. Immense multitudes flocked to witness the passing of the trains and every bridge was thronged with spectators …..... whose countenances bore evident signs of astonishment at the velocity with which the ponderous machine shot through the bridge arches.” The first timetable showed trains leaving Paddington at 08.00, 09.00, 10.00, 12 noon, 16.00, 17.00, 18.00 and 19.00. On the first day the railway carried 1,479 passengers and took £226 in fares. For the first week the figures were 10,360 passengers and £1,552 .
It is worth saying a bit about the first station at Maidenhead which was a temporary affair where the line crossed the Great West Road (now the A4) on a skew arch bridge built of brick where the railway was on a high embankment. The bridge is still there exactly as built except that it has been widened to take four tracks. The first station was east of the crossing of the River Thames where the bridge over the river was still under construction in June 1838. The entrance to the temporary station was on the west side of the A4 in the bridge abutment with a flight of steps leading up to the platform. The first station was only in use for two years until the line was extended to Reading and the permanent Maidenhead station opened. 183 years after it closed the huge arched entrance to the temporary station is still quite obvious on the south side of the bridge and can be seen on streetview.
MLR / 28 May 2023
Item 2313
Saturday 10th June 2023 Members Open Day Celebrating 20 Years as the Helston Railway
- Roger Winnen
- Roger Winnen
230610a This is the road overbridge at Truthall Halt where Ken Babbage and myself joined the trackbed and walked a considerable distance to the approaches of Lowertown Viaduct. Copyright Roger Winnen
230610b This piece of trackbed has been cleared in the last twelve months giving views over Helston and its approaches. Copyright Roger Winnen
230610c We may see some track here soon. Copyright Roger Winnen
230610d Fragements of the old line are still in evidence, concrete gate post etc. Copyright Roger Winnen
230610e Lowertown Viaduct in the mist. Copyright Roger Winnen
230610f The viaduct looks very close i this photo but it is still some distance away. Copyright Roger Winnen
230610g Ken Babbage on the left talks to the Helston Railway guide who was organising the walk down the old railway. Copyright Roger Winnen
230610h Returning to the main site at Prospidnick we view the former St Austell Station Footbridge. Copyright Roger Winnen
230610i This is the new Water Tank built for the Helston Railway. Copyright Roger Winnen
230610j An 0-4-0 Ruston Shunter at Prospidnick. Copyright Roger Winnen
230610k The building on the left was originally located at St Erth Station and moved when reconstruction took place involving the St Ives Branch Platform. Copyright Roger Winnen
230610l On of two Great Western Signs now at Helston. Copyright Roger Winnen
230610m Sir William McAlpine
230610n This was another vehicle donated by Sir William McAlpine, used by Germany in World War 11 to convey liquid for V2 rockets in tanks located above the chassis. Copyright Roger Winnen
230610p The returning train arrives from Truthall Halt. Copyright Roger Winnen
230610q It was time to cut the cake celebrating 20 years for the Helston Railway.Copyright Roger Winnen
230610r Members of the staff were gathered for this photograph withAlan Burton holding the Birthday Cake. Copyright Roger Winnen
230610s Alan Burton holds the cake as Barbara Barnes stands on the left. Copyright Roger Winnen
230610t Our Excursion to Truthall Halt called at Trevarno for a quick photo shoot. In the photograph is Stephen Curtiss Guard on this day.Copyright Roger Winnen
230610u Engineeringrolling stock at Trevarno. Copyright Roger Winnen
230610v The Buffer Stop at Truthall Halt. Hopefully the line will soon be extended to Lowertown Viaduct. Copyright Roger Winnen
230610w Keith and Valerie Jenkin on tour today enjoying the ride in the old time trains where one could look out of the window. Copyright Roger Winnen. (We're not looking our best!! - KJ)
230610x The DMU stands at Truthall Halt. Copyright Roger Winnen
230610y The DMU stands at Truthall Halt. Copyright Roger Winnen
230610z The DMU stands at Truthall Halt. Copyright Roger Winnen
230610za The DMU stands at Truthall Halt. Copyright Roger Winnen
230610zb The DMU stands at Truthall Halt. Copyright Roger Winnen
230610zc The DMU stands at Truthall Halt. Copyright Roger Winnen
230610zd A Barclay Diesel Shuntet heads the train back to Prospidnick. Copyright Roger Winnen
230610ze On tour Valerie and Peter Jenkin. Copyright Roger Winnen
230610zh The Platform at Prospidnick. Copyright Roger Winnen
230610zh The Platform at Prospidnick. Copyright Roger Winnen
The Buffet was not to be missed.
Many Thanks for all your hard work.
Much Appreciated.
A P.S. by Keith Jenkin.
Looking at Roger's wonderful selection of photographs I do wonder at that wizzened old man and his old lady which Roger took at Truthall - do we really look that old? 'Oh dear'- still time moves on I'm afraid.
My memories of the Helston branch go back to perhaps to about 1958, they are of the wonderful glimpes of the sea from Truthall Halt and of the dash from there towards Helston over the Lowertown viaduct. For me the excitment of the day was the walk from Truthall to the end of the currently cleared section from whence one could just view the viaduct - which will be the goal not long before the end of the reconstituted branch line. Rather a long walk for an elderly couple, still we made it and I'm very glad we did. Alan Burton told me that the intention once the track has been laid as far as the end of the current clearence is for trains to run at least that far in the interim to get the view of the viaduct.
What a marvellous and devoted team they have on the Helston Railway - everyone very friendly and welcoming - a delightful day out, thank you all, very very much indeed. The free teas and cake were very much appreciated.
Looking at Roger's wonderful selection of photographs I do wonder at that wizzened old man and his old lady which Roger took at Truthall - do we really look that old? 'Oh dear'- still time moves on I'm afraid.
My memories of the Helston branch go back to perhaps to about 1958, they are of the wonderful glimpes of the sea from Truthall Halt and of the dash from there towards Helston over the Lowertown viaduct. For me the excitment of the day was the walk from Truthall to the end of the currently cleared section from whence one could just view the viaduct - which will be the goal not long before the end of the reconstituted branch line. Rather a long walk for an elderly couple, still we made it and I'm very glad we did. Alan Burton told me that the intention once the track has been laid as far as the end of the current clearence is for trains to run at least that far in the interim to get the view of the viaduct.
What a marvellous and devoted team they have on the Helston Railway - everyone very friendly and welcoming - a delightful day out, thank you all, very very much indeed. The free teas and cake were very much appreciated.
2314 The 1940s Weekend Celebrations of the South Devon Railway Saturday 1st July 2023
21 Members of the Cornwall Railway Society attended this event
Photographs Dennis Clarke & Roger Winnen
21 Members of the Cornwall Railway Society attended this event
Photographs Dennis Clarke & Roger Winnen
230701a The 1940s Weekend at the South Devon Railway Copyright Roger Winnen
230701b 5526 a former Truro engine stands at the watering hole at Totnes Riverside Station prior to working the 11.20 to Buckfastleigh. Copyright Roger Winnen
230701c This engine will bring back memories to Trevor Tremethick who lived near the Falmouth Branch for many years. Copyright Roger Winnen
230701d Through the coach window as our train arrived at Steverton on its run to Buckfastleigh. Copyright Roger Winnen
230701e Restoration of a 1960s DMU at Steverton. Copyright Roger Winnen
230701f 1369 Stands in the loop at Bishops Bridge awaiting clearance of the line to Totnes. Copyright Roger Winnen
5526 at Buckfastlegh. Copyright Dennis Clarke
230701g Arrival at Buckfastleith with 5526 running around. Copyright Roger Winnen
230701zz Buckfastleith departure. Copyright Dennis Clark
230701h Collect Tank of 1934 departs Staverton for Totnes. Copyright Roger Winnen
230701i Staverton Station with vintage forms of transport. Copyright Roger Winnen
230701j Dressed for the occasion the 1940s weekend. Copyright Roger Winnen
230701j Is it a motorail service at Staverton today. Copyright Roger Winnen
230701k A restord Morris Car. Copyright Roger Winnen
230701l Food for thought at Staverton. Copyright Roger Winnen
230701l The restored Buffet Car stands at Staverton Station. Copyright Roger Winnen
230701m The flower beds of Staverton. Copyright Roger Winnen
230701m Waiting for the train at Staverton. Copyright Roger Winnen
230701n The train arrives for Buckfastleigh. Copyright Roger Winnen
230701o We have arrived at Buckfastleigh. Copyright Roger Winnen
230701p Reflections at Buckfastleith. Copyright Roger Winnen
230701q Vintage coaches behind a vintage Class 25. Copyright Roger Winnen
230701r Military Vehicles adjacent to Buckfastleigh. Copyright Roger Winnen
230701t The Yanks are coming. Copyright Roger Winnen
230701u Jeeps at Buckfastleith. Copyright Roger Winnen
230701v What a line up of jeeps etc. Copyright Roger Winnen
230701w Buckfastleith Station. Copyright Roger Winnen
230701x 33002 Stands restored at Buckfastleigh. Copyright Roger Winnen
230701y Auto Coach Kingfisher shows its gleaming paintwork. Copyright Roger Winnen
230701z 1369 arrives at Buckfastleigh. Copyright Roger Winnen
230701va Restored coach 2434 a Churchward design with 1369 at Buckfastleigh. Copyright Roger Winnen
230701zb The penultimate train awaits departure for Totnes. Copyright Roger Winnen
230701zy Who is he! Copyright Dennis Clarke Many Thanks Dennis
Item 2315
Tintern visit '23'
- a report by Mick House
I last visited the site of the old station Tintern in 2012. This time (7th July 2023) I took a number of photos to give you a taste of what you will see, as it is well worth the visit. Located in the Wye Valley Monmouthshire, about 6 miles north of Chepstow just off the A466, Tintern Heights, Catbrook, Brockweir, Chepstow NP16 7NX.The track bed is part of a riverside walk, one of the station signs is still in situ (photo 1) the station is a cafe/tea room with picnic area (photo 2), the main platform, signal box (photo 3), water tower (photo 4) and some of the signalling (photo 5) are still on site. There is a short length of track with two Mk2 carriages standing on that are used as an exhibition of the sites history (photos 6 & 7), Also they have a miniature railway that runs along part of the track bed.
1) Tintern. Copyright Mick House
2) Old Tintern Station. Copyright Mick House
3) Signal Box. Copyright Mick House
4) Water Tower. Copyright Mick House
5) Signals. Copyright Mick House
6) 6014. Copyright Mick House.
7) 6135. Copyright Mick House
Many thanks Mick.
2316 Special Trains in Cornwall 18th & 19th & 20th July 2023
70801Colas Rail in conjunction with Land Recovery moving sand to Stoke on Trent on 18th & 20th July 2023 and 37418 together with inspection Saloon Caroline to Penzance plus The Clay to Fowey
70801Colas Rail in conjunction with Land Recovery moving sand to Stoke on Trent on 18th & 20th July 2023 and 37418 together with inspection Saloon Caroline to Penzance plus The Clay to Fowey
230720d 66200 Passes the Colas Land reclamation train at Burngullow hauled by 70811. Copyright Craig Mundat
A very welcome return to rail services resuming from Methrose siding at Burngullow this week. A Colas Rail / Brooklands Sand and Aggregates double trial run took place with two trains of 20 wagons running between Burngullow & Longport near Stoke On Trent. The trains ran in two split portions to Exeter Riverside, then onward in one load North from there. I understand the minerals are now being analysed for a potential regular flow to commence
Colas rail provided class 70s for the two days, and 70801 did the 18th, and 70811 on the 20th. Both trials were loaded promptly at Burngullow. Some pictures from 20th shows the first train portion being loaded at Burngullow Craig Munday
Colas rail provided class 70s for the two days, and 70801 did the 18th, and 70811 on the 20th. Both trials were loaded promptly at Burngullow. Some pictures from 20th shows the first train portion being loaded at Burngullow Craig Munday
230720a A very welcome return to rail services resuming from Methrose siding at Burngullow this week. Copyright Craig Munday
I'm grateful to Ben Waudby from Brooklands for the aerial views and access to the loading area. The once busy Blackpool dryers sidings are visible through the trees.
230720b Loading Methrose Copyright Craig Munday
230718a 70801 Moving with the empty wagons at Burngullow. Copyright Tony Shore
230718b Looking down from the road overbridge at Burngullow. Copyright Tony Shore
230718c Looking down on the Land Recovery wagons. Copyright Tony Shore
70801 shunting at Burngullow, having been split into two portions it then propelled back to Methrose siding to load the remaining wagons. 18th July Copyright Mark Lynam
230720e The Colas Crew of 70811 at Burngullow on 20th July 2023. Copyright Craig Munday
230718 70801 is seen approaching Trewoon. Copyright Jon Hird
70801 at Trewoon, accelerating as it leaves Burngullow Junction working 6Z57 1125 Burngullow Jn to Exeter Riverside N.Y. 18th July Copyright Mark Lynam
230718a 70801 Passes the redundant St Austell Signal Box with the first portion of the train.Copyright Roger Winnen
230718b Passing through St Austell Station viewed from the footbridge. Copyright Roger Winnen
230718d 70801 at Treesmill with the 1st part to Exeter Riverside. Copyright Tony Shore
230718e The fine sand is seen on route to Exeter Riverside
Running 60 minutes late, Colas 70801 makes a splendid sight and sound as it ascends Hemerdon bank with the 6Z57 11.25 Burngullow Junction - Exeter Riverside sand train. Great to see a new freight in the far south west albeit a trial . After the demise of the Moorswater to Aberthaw cements in 2020 and false hopes of Hackney Yard to Chirk logs and rumours of tungsten from Tavistock Junction (let's hope this heralds the return of a regular freight to Devon and Cornwall. Copyright Clive Smith
230720c 70811 Returning light engine from Exeter Riverside yard approaching Lostwithiel on Thursday 20th July 2023 Copyright Craig Munday
230718c 70801 Races through Par Station on route to Burngullow for the second portion of the train. Copyright Roger Winnen
70801Is seen passing St Austell on route to Burngullow for the 2nd portion of the train. Copyright Jon Hird.
230718g The 2nd run to Exeter passes through Par Station as the light fails. Copyright Tony Shore
230718m The rear of the second portion of the train disappearing in a cloud of black smoke at Lostwithiel Copyright Jon Hird
Hi gents,
Today Thursday 20th July 2023 brought another sand trail by Colas and Land Recovery. I took a trip to Restormel after work to see 70811 bringing the second portion up the line running as the 18:00 Burngullow - Exeter Riverside with 10 loaded wagons.
I like the slogan on the side of some of the wagons - “if Carlsberg did recycling”!
Let’s hope the trial is deemed a success, from an enthusiasts view it’d be great to have this as a regular train.
All the best, Jon
Today Thursday 20th July 2023 brought another sand trail by Colas and Land Recovery. I took a trip to Restormel after work to see 70811 bringing the second portion up the line running as the 18:00 Burngullow - Exeter Riverside with 10 loaded wagons.
I like the slogan on the side of some of the wagons - “if Carlsberg did recycling”!
Let’s hope the trial is deemed a success, from an enthusiasts view it’d be great to have this as a regular train.
All the best, Jon
Many Thanks Jon
70811 passing Par working 6Z57 1127 Burngullow Jn to Exeter Riverside N.Y. 20th July. Copyright Mark Lynam
37418 plus Caroline Bristol to Penzance 18th July 2023 returning 19th July 2023 to Cardiff
BR large loco liveried 37418 'An Comunn Gaidhealach' complete with Highland Rail logo and sporting Loram Rail Operations headboard passes Cheston Bridge between Wrangaton and South Brent with the 5Z01 14.48 Bristol Temple Meads - Penzance move with inspection saloon Caroline 975025. It originated from Derby in the morning. Sadly this spot is so encroached with vegetation to the left that it will no longer be possible to take photos here from next summer. As it is I came prepared wuth a ladder to gain height but still had to stretch out and lean across the bridge parapet to get this and then had to crop the photo to get rid of the excess foliage. Copyright Clive Smith
230718f 37418 and Caroline is seen approaching Par Station. Copyright Tony Shore
230718d 37418 and Caroline arrives at Par Station hooting to the signal box. Copyright Roger Winnen
230718b 37423 and Caroline passing through Par Station hooting to the signalman. Copyright Craig Munsay
Part two of todays excitement was the visit of Loram Rails 37418 and the inspection saloon ‘Caroline’ to the county. I’ve attached two photos of it passing Burngullow. You can also see the loaded sand wagons in Methrose siding waiting for 70801 to return. A shame the 37 couldn’t have taken them instead!
Copyright Jon Hird
Part two of todays excitement was the visit of Loram Rails 37418 and the inspection saloon ‘Caroline’ to the county. I’ve attached two photos of it passing Burngullow. You can also see the loaded sand wagons in Methrose siding waiting for 70801 to return. A shame the 37 couldn’t have taken them instead!
Copyright Jon Hird
Class 37 37418 "An Comuun Gaidhealach" with inspection saloon 975025 "Caroline" approaches Apex Bridge near Blackwater with 5Z01 1448 Bristol Temple Meads to Penzance 27 minutes early on 18 July 2023. Copyright Neville King
37418 and Caroline at Apex Bridge Copyright Mick House
Caroline at Apex Bridge. Copyright Mick House
My contribution of tonight visit by 37418 'An Comunn Gaidhealach' with Inspection Saloon No.975025 'Caroline' working 5Z01 14.48 Bristol Temple Meads-Penzance, arriving on Oil 2 siding at 19.00, 31 early, also captured at Ponsandane near journey's end. It is due to depart Penzance at 09.25 for Cardiff Central
All the Best
Andrew
Copyright Andrew Triggs
5. 37418 + 975025 "Caroline" at Penzance in lovely evening light after working 5Z01 1448 Bristol Temple Meads to Penzance. 18th July Copyright Mark Lynam
Copyright Andrew Triggs
Copyright Andrew Triggs
230718h Ready for departure on Wednesday morning Copyright Roger Winnen
The return trip on Wednesday Morning
Afternoon Keith/Roger
Two shots of the return 2Z01 09.25 Penzance-Cardiff Central run of 37418 pushing No.975025 'Caroline' either side of Marazion Station Road bridge
All the Best
Andrew
1. Passing Marazion Station at 09.28 with 37418 'An Comunn Gaidhealach' powering Inspection Saloon No.975025 'Caroline' working 2Z01 09.25 Penzance-Cardiff Central 19.7.2023
2. Powering away up Marazion marshes after clearing the road overbridge 19.7.2023 Copyrigjt Andrew Triggs
Copyright Andrew Triggs
37418 + 975025 "Caroline" cross Hayle Viaduct working 2Z01 0925 Penzance to Cardiff Central. 19th July. Copyright Mark Lynam
230719a 37423 plus Caroline seen heading east through Hayle. Copyright Craig Munday
Caroline and 37418 are seen at Wheal Busy. Copyright Mick House.
37418 pushes Caroline at Wheal Busy. Copyright Mick House
Different angles of the very photogenic 37418 at Newton Abbot on the 2Z01 09.25 Penzance - Cardiff Central inspection saloon. Thankfully it had a station stop of fifteen minutes.
Regards
Clive Smith
Regards
Clive Smith
Copyright Clive Smith
Copyright CliveSmith
Copyright Clive Smith
Copyright Clive Smith
Caroliine heads the push pull service from Penzance to Cardiff seen passing through Exminster. Copyright David Tozer
Caroline heads push pull passing Exminster. Copyright David Tozer
Clay Workings on Tuesday & Thursday 18th 19th & 20th July 2023
66104 departing Par working 6G09 1302 Goonbarrow Junction Dbc to Fowey Dock Carne Point. 18th July Copyright Mark Lynam
230718i 66104 Arrives from Goonbarrow Dries at Lostwithiel. Copyright Roger Winnen
230718k Running around at Lostwithiel. Copyright Roger Winnen
66104 passes Lostwithiel signal box before heading down the Fowey branch. 6G09 1302 Goonbarrow Junction Dbc to Fowey Dock Carne Point. 18th July Copyright Mark Lynam
230718k Departing Lostwithiel for Fowey. Copyright Roger Winnen
230720a DB Cargo's 6C53 is seen departing with the four loaded JIAs with 66200 back to St Blazey ready to form 11 wagons onward to Stoke On Trent too (by coincidence). Three mineral trains departing the Duchy in one day, plus one internal working of 38 wagons to Carne Point (also pictured at Golant this week). Copyright Craig Munday
. A shot I've been meaning to get for a while Golant with the return CDAs, and a bonus to get a reflection on the water! 66104 at Golant working 6G05 1816 Fowey Dock Carne Point to Goonbarrow Junction Dbc. Taken on Private property with permission from owner. 19th July. Copyright Mark Lynam
230719b 66104 Heads a train of cdas through Golant on route to Fowey. Copyright Craig Munday
. 66104 in the low evening light at Par working 6G05 1816 Fowey Dock Carne Point to Goonbarrow Junction Dbc.19th July.Copyright Mark Lynam
66200 still in EWS livery at Par which had loaded just 4 JIA wagons at Treviscoe seen after running around and waiting for the signal to St Blazey. Working 6C53 1147 Parkandillack to Exeter Riverside N.Y. via St Blazey Yard. 20th July.Copyright Mark Lynam
Many Thanks to the following contributors who kindly sent in photographs
Tony Shore Andrew Triggs Jon Hird Clive Smith Neville King
Mick House Craig Munday Mark Lynam and David Tozer
Tony Shore Andrew Triggs Jon Hird Clive Smith Neville King
Mick House Craig Munday Mark Lynam and David Tozer