Number 217June 2015

The Journal of theRavenglass and EskdaleRailway Preservation Society

The R&ER MagazineThe R&ER Magazine

The Journal of theRavenglass and EskdaleRailway Preservation Society

Number 217June 2015

Editorial Team: Keith Herbert, Di Chase, Bill Seddon, Mark Harrington, John Taylor

Editorial Designer: Julie Hutchinson Address for Magazine Correspondence: PRESS DEADLINE: Material for inclusion in Keith Herbert the next issue of the Magazine must 7 Dalegarth Cottages reach the editors not later than Boot, Holmrook Thursday 16th July at noon. Cumbria CA19 1TF Please send material earlier if possible. magazine@rerps.co.uk

The R&ER Magazine is always pleased to receive correspondence, photographs and articles for possible inclusion. Most nowadays arrive via our e-mail address, but postal contributions are just as welcome. Please write your name and address on the back of any prints, and give at least the date and location of each photograph where possible. We have scanning facilities for slides and negatives, and will endeavour to return any loaned photographic material.

Society website: http://www.rerps.co.uk

Council Chairman: Sam Dixon, 15 Lyceum Close, Leighton, Crewe, Cheshire CW1 3YB. Email: chairman@rerps.co.ukHon. Secretary: Mungo Stacy, 34 Mayfield Road, Manchester M16 8EU. Email: secretary@rerps.co.ukHon. Financial Secretary: Ian Leigh, 206B Crowfield House, North Row, Central Milton Keynes, Buckinghamshire MK9 3LQ. Email: treasurer@rerps.co.ukHon. Membership Secretary: Phil Taylor, 12 Wholehouse Road, Seascale, Cumbria CA20 1QY. Email: membership@rerps.co.uk (1-1299 and 2500-3999)Assistant Membership Secretary: Jim Wilcock, ‘Porthlow’, Neston Road, Ness, Neston CH64 4AZ. Email: membershipassistant@rerps.co.uk (1300-2499)Sales Officer: Terry Williams, 88 Bluestone Road, Moston, Manchester M40 9HY. Email: sales@rerps.co.ukMagazine Distributor: Cumbria Mailing Services Ltd. Penrith, CA11 9FQ.Heywood House Bookings: Mary Harding. Email: heywoodhouse@rerps.co.uk. Tel: 01229 717080.Volunteers: Peter Mills. Email: volunteers@rerps.co.ukGeneral Manager: Trevor Stockton, R&ER Co. Ltd. Ravenglass, Cumbria, CA18 1SW. Tel: 01229 717171.

Front Cover: River Mite storms to the top of Mill Wood, May 2014. Photo: David Mart

Published quarterly by theRavenglass and Eskdale Railway

Preservation Society LimitedMember of the Heritage

Railway Association

No 217 June 2015

The R&ER

Magazine

2

Opinions expressed by contributors and in editorial comment do not necessarily reflect the collective views of the Society.

I have just visited Ratty and enjoyed two return trips on the railway, one with diesel haulage, the other by steam. I also compose the Forty Years Ago articles for the Magazine, and you can find my latest offering on page 35.

I feel that I have an interesting viewpoint in that I have been steadily chronicling the Ratty story of “Forty Years Ago”, from 1960 to 1975, over the last fifteen years.

So what did I see and experience on 10th April 2015? Well first of all I enjoyed a wonderfully sunny day with fine weather, and although hazy, I experienced again the amazing scenery on show from sea to mountain. I saw all the work going on at Ravenglass – the new engineers’ workshop almost complete and looking impressive; and work beginning on the museum – surely something long needed and to look forward to.

Secondly I experienced superb trips from both Douglas and then Irt; powerful haulage up the gradients from the latest diesel locomotive, and the wonderfully nostalgic sounds and smells and power from the oldest steam loco. So many changes in forty years!

Thirdly, I saw twenty-first century signalling at Ravenglass and along the line; safety features that belong to a modern railway and a timetable suited to the needs of visitors, both those that use the railway as a means to take them and bring them back from walks, as well as those just out to enjoy a return journey; and track that appeared to give a smooth ride thanks to new rails, new plastic sleepers and new ballast. So many more changes in forty years!

There is nothing better than riding on Ratty in the open air – it’s a totally brilliant sensory experience. So well done to the Railway Company for all the amazing improvements that make riding on Ratty such a wonderful experience; both those that I have been enjoying relating to you in my articles, and those that have taken place in the last few years.

But oh, the state of the coaching stock! And oh, my aching buttocks! This is the one thing that I personally feel needs urgent attention. Why oh why in the twenty-first century, forty or more years since they were first introduced, do we still have to endure cramped and uncomfortable conditions in the rolling stock? Passengers, tourists and visitors deserve more. There has been some superb investment in infrastructure, buildings, stations, signalling, safety and trackwork. But could we not have some investment now in new coaching stock to reflect the times we live in and make it even more of a pleasure to ride on the Ratty? What about converting the Eskdale Belle into an observation coach with panoramic windows at one end; or new covered coaches with curved roof windows (like the Swiss Glacier Express) to let passengers see more of the scenery and feel less cramped? How could we make the concept of open coaches more comfortable?

3

Oh, My Aching Buttocks!Editorial by John Taylor

4 5

Meanwhile in our latest edition you will find not only further comment on the carriages (have a look through the mailbag on page 30), but also the usual news, views and historical features, as well as a glimpse into the world of the volunteer Stationmaster, as described by Gwyn Murfet, a familiar and very smartly turned out sight at Irton Road. Perhaps readers will be encouraged to give it a go!

News from RavenglassTrevor Stockton

It looks at long last like some light at the end of our metaphorical railway tunnel. The start of the 2015 daily service saw three R&ER steam locomotives available [at the beginning of a season] for the first time since 2012. The new workshop now nears completion. With machinery inside and Perkins standing on the centre road, it looks like we are starting to mean business. We are much more capable of dealing with breakdowns and repairs than we have been for the last two seasons. All credit to Steve, Graeme, Geoff, Nigel, David and John (apologies if I have missed anyone) for all of the additional work that has gone into the internal preparation and external paint work – and all at the same time as keeping the railway running.

The daily service started quietly but built to Easter, which was encouraging, despite the weather being rather indifferent over the Bank Holiday weekend itself. Additional trains were run for much of the period, taking the opportunity to give a little more in the way of steam-hauled journeys, a welcome change from the recent past where diesels have prevailed to keep the advertised service going.

Continuing the theme, from the last Magazine, of the situation with the old museum: it has now been stripped out, revealing the shell of the old British Railways waiting room, graffiti and all! Once the building has received some much needed restoration it will be completely altered internally, with new, modern displays and interpretation. It is hoped that this will

Lady Wakefield tows River Irt back to the engine shed over the new crossover, 12th April 2015. Photo: Sam Dixon

bring to an end the first phase of the museum redevelopment and that the second phase will take place, hopefully this next winter, with the all-important train shed. This will give a home to Synolda, Katie, Quarryman and assorted rolling stock, as the story is told of the operational development of the railway. If you are reading this and you wish to be involved in the restoration of these, and other items of stock, please do not hesitate to get in touch with the railway.

All this building work has played havoc with our car park surface at Ravenglass. Not only our works, but also those of Network Rail contractors, with the main line bridge renewal, have contributed to the additional wear and tear, so we are hoping to carry out a resurfacing programme in three stages – two this late spring and the last one next year when the museum is finished.

Work has now started on the new guards’ room, situated across from the old one in the area to the back of the joiner’s shop. Many moons ago this area was the Chief Engineer’s office, when the building was the engineering workshop. Once this has been finished we will eventually reclaim the old [current] guards’ room for either an archive office or another bedroom for the bungalow. It is worth noting for historians that this room used to be the General Manager’s office until 1980. We are very good at recycling!

On the marketing front, group bookings continue to grow and the hiring of the Eskdale Belle for “significant anniversaries” is very popular. By far the most popular of all is the ‘buy a gift’ cream tea – we sold in excess of 450 of these last season. To further enhance the experience we are now looking at bespoke pottery!

Welcome to Will Sands, who is joining the operational team, and welcome back to Peter Mills, now fully recovered from a wintertime arm injury.

The railway still needs lots of volunteer help on a daily basis; please contact Martin Cookman, Peter Mills or me at the railway if you are interested.

Permanent Way NotesDavid Moseley

It is probably no exaggeration to say this winter has seen the track gang complete some of the most complex and varied track alterations and renewals the railway has ever seen.

Fresh from completing the renewal and realigning of Fisherground in November, work on the track recommenced in early January with the replacement of the crossover and points outside Ravenglass signal box, along with associated ‘plain’ track renewal into platforms 1, 2 and 3. The board foot crossing outside the signal box and on the road bridge had to be lifted, with some timbers kept for reuse.

6

The old crossover was dismantled into its component parts with the various different sections being scattered to either end of the station. All the points removed have been, or will be, reused in the t i m e - h o n o u r e d R a v e n g l a s s tradition of replacing and upgrading other areas of trackwork. The old diamond from the centre of the crossover is

awaiting a new home – if anyone is interested please contact the railway.

Once again we called on the services of Stan and John Wilson to help us with the lifting of complete points, and various other heavy bits, followed by digging out and removal of the old spoil from the track bed. They also dug out in front of the signal box for the casting of a concrete pad and replacement of the point crank bases.

The new sections of the crossover required the use of a Lawson’s crane – our grateful thanks to them for their help at short notice. The three sections of the new crossover were craned into almost their final positions and slid on greased timbers to their final resting places.

After bolting up and aligning of the crossover, attention turned to replacing number 5 points (controlling entry to platforms 2 and 3). These points were previously at Fisherground [west] and have been cropped slightly (and turned round) to fit in their new location. Two lengths into each of the three platforms were relaid on Pandrol-plated plastic sleepers using some new rails and other cropped rails.

Once all the track was relaid and ballasted, packing took place over several days – the crossover itself took what seemed an eternity with subtle adjustments needed as we went, to keep it level in two dimensions. Finish ballasting had to wait for completion of the point rodding, but everything was fit to run trains by the end of the third week of January.

River Mite tests the new crossover before the season gets underway. Photo: Christopher Glover

7

The removal, refurbishment and eventual reconnection of the operating linkage to the points and signals has been a mammoth task in itself. Done mostly by Phil Brown and Neil Dickinson, all the rodding has been refurbished from the signal box levers including new crank bases on the concreted base at the front of the box. A lot of time has been spent on freeing off adjusters along with drilling rails. The engineers have been called in on several occasions to make up new parts, such as tiebars. Thanks also to Dickie Rothery who has reinstated the foot crossings and made a new cover for the cranks outside the signal box, along with several concreting jobs which required his guidance and expertise.

The second of this winter’s Track Weeks took place from 24th January through to 1st February in a mixture of weather – mostly dry with some beautiful clear days but with some very wet, cold and windy days to remind us we were working in winter on one of the more exposed sections of line.

Over the week some 112 man (person?) days were put in, to complete the relaying of some twenty-five lengths of track on Pandrol-plated plastic sleepers from Black Bridge to milepost 1.

Lifting of the track was started on the Saturday from the Black Bridge end and was completed at the end closest to the Muncaster Mill bridge by Sunday afternoon. Stan and his digger came in on the Monday and installed a new cross-track drain at the Muncaster Mill end of the section, followed by levelling of the track bed towards Ravenglass.

As soon as the bed was levelled the track started to go back in from the Mill end with the cropping of the 2007 relay to get the joints parallel. Two new rails were inserted and then the old rails were shuffled to suit.

By the end of Tuesday the rails were reconnected with the cropping of the last two pairs to keep the joints parallel on the slight curve back towards Ravenglass. The whole length was aligned, but keeping the straight true is not as easy as you might think, and there was quite a bit of to-ing and fro-ing before we were satisfied.

Ballasting and packing started on the Wednesday just as the weather threw what used to be known as winter at us. Thursday was the worst of the whole week for weather - quite an incentive to keep warm by shovelling and packing!

Packing took four days in all followed by yet more ballasting to keep everything in place. While the track work was progressing some fencing work was taking place at the Muncaster Mill end.

Once again thanks are due to everyone who came down and helped – this is only the second year we have had a specific Track Week in January and we have been pleased and immensely grateful to the large numbers of people who have come down and supported the railway while there have been no trains running. We were lucky to have the company of a group of National Trust staff for one

8

day, and we hope to see more of them on specific projects in the future.

The lovely ladies Kath, Helen and Janet in the cafes at Dalegarth and Ravenglass kept us fed admirably through the week and as always their lunchtime sustenance kept us going. Thank you.

A doff of the cap to the three excellent and varied speakers

(Peter Mills, Nigel Day and the great Peter van Zeller) who kept us entertained on several evenings through the week. Thanks also to the Society for supporting the track gang by financing the Saturday evening meal and thanks again to Janet for feeding the hungry hordes.

Whilst we were busy maintaining the fifteen-inch railway, our neighbours on the big railway had been preparing a replacement bridge over the access road into Ravenglass village. This in itself was an impressive operation but the actual removal of the old bridge and the sliding into place of the new one was a fascinating experience for those of us who had not witnessed such scenes before. The renewal took place over the last weekend of our Track Week and was completed by the start of standard gauge services on the Monday morning.

Along with work on the museum and our workshop, as well as various bits of track work, Ravenglass station car park was a hive of industry during January and February. The bridge works were completed and the car park cleared by the start of our services by mid-February.

Prior to our trains starting however we replaced two points in the engine shed yard with the ex-crossover left-handed points. We had done some preparatory work here when Stan and his digger were on site, but some digging out by hand was still necessary, reminding us in the process what wonderful inventions JCBs and skilled operators are!

As we were connecting the 35lb rail (which is our ‘normal’ rail section) to some fairly vintage and lighter section rail in the engine shed yard, we dragged the engineers, blinking in the daylight, out of their nice warm workshop and into

Northern Rock crosses the latest relay, approaching Black Bridge on Barrow Marsh, 1st April 2015. Photo: Christopher Glover

9

the cold of the track gang’s world, and talked them into welding junction rails together. This is only a temporary measure until we relay the remainder of the yard in the next few years with heavier rail cascaded from our main line.

Once the necessary business of half-term trains was over we moved up to milepost 3¾ and relevelled and packed from there to Tom’s crossing (towards Irton Road). This section, although only relatively recent in terms of relaying, had settled and the ride was getting quite poor. A lot of additional fixings were added to keep rails secure on the sleepers.

Over the course of four days we repacked the length and topped up the ballast, and even had some time to tackle tree clearance, and to burn some of the brash with the very welcome help of the Ratty burning gang. There is plenty more brash to burn however so any offers would be gratefully received.

Several other repacking jobs were completed including the top of Beckfoot Bank, at milepost 6; quite a long length at the top of Hollin How; several culverts on the Marsh; a short (by our standards) length at the bottom of Horsefalls; and Murthwaite curve. All of these locations needed the ballast topping up.

The final week before daily trains saw the points on the main line being serviced, and the opportunity was taken to replace some of the timbers under the points.

Now trains are running most of the track gang has forsaken us to keep the service going, but when labour has been available we have been laying track for the workshop. The track from the gate at the edge of the station has been lifted and, with the aid of the contractors’ digger, the yard has been relevelled. New track is starting to go down and two points have been re-timbered ready for relaying. As we also have a seven-mile railway to inspect and maintain, progress has been slow but, at the time of writing, we can see the workshop doors from where we have laid track.

I make no apology for reminding people that we are grateful for any help we can get on the track – although we have achieved a huge amount this winter there are always going to be items that need attention. Whoever called the track ‘permanent way’ obviously never ran trains over it! Contractors preparing the concrete pad outside the

new workshop in April. Photo: Christopher Glover

10

The winter period started with most diesel operations on permanent way trains handled by Lady Wakefield with occasional support from Cyril, while Douglas Ferreira was awaiting fitting of a new cab control switch, thus missed its usual well-loaded Fish and Chip Special on 13th February. All three big steam locos had been steamed earlier for successful boiler tests, but River Irt was still due to have its rubber suspension blocks replaced when River Mite went on a test run, before timetabled services restarted on 14th February with Northern Rock and Lady Wakefield. The latter however did not manage to complete half the first day’s running before failing with lack of enough power to get its seven-coach train over Walk Mill Summit, and requiring a push from Douglas.

Unusually the next two days saw all passenger trains being worked by steam with Rock and Mite until the blocked air filter was replaced on Lady Wakefield which then had a trial run on 16th February. Lady Wakefield then ran the remaining half-term trains with Rock, while Douglas had a successful test run to Murthwaite on 19th February to allow the other big diesel to be used the next day in monitoring the Northern Grid replacement of electricity power line poles near the lineside around Irton Road. Sadly Douglas was failed with a sticking throttle two days later. However it worked the permanent way train on 27th February while Lady Wakefield lost the rain flap on its exhaust pipe, which had been diagnosed as potentially causing the air filter blockage.

River Irt worked a test train to Miteside on 3rd March and handled the following weekend services while Rock had some paintwork attention. Douglas had further throttle problems when daily services started on 14th March, working with Rock and Mite out of the three available steam locos, but that didn’t last long. On 19th March Douglas had a test run to Miteside; the next day Rock substituted for Irt, then on 22nd March Irt was withdrawn after one run and subsequently had new piston rings fitted.

On 27th March Bassett-Lowke Class 30 Count Louis arrived to be part of the 1915 centenary celebrations, was unloaded at Irton Road, steamed and returned to Ravenglass at the end of services. It was steamed again on 5th April to make a special after-hours round trip for its owner.

On 28th March River Mite withdrew after one run and Rock was again the only steam loco working.

However a threshold was crossed literally and figuratively when on 30th March the machine tools were craned into the restored engineers’ workshop along with the chassis of Perkins to christen its new tracks, even if they were still isolated from the rest of the line. Mite did a service run that day and on 31st March double headed with Lady Wakefield on the normal 3.50 diesel service to test its regulator in extreme conditions.

Traffic NewsPeter van Zeller

11

Irt had another test run with a second set of rubber blocks on 2nd April, and took over that day’s last rostered steam turn, after which the Easter period ran relatively smoothly. The holiday Saturday weather brought out the crowds and ten-coach trains to carry them, which justified the efforts last winter to extend the passing loop at Fisherground as previously this would have required such trains to stop very precisely to clear each other. Although the weather deteriorated to a persistent chilly seafret, extra trains were run to avoid overcrowding with teddy bears and free children. After all the earlier gremlins, running with three steam locos and either one of the diesels then settled down, but not for the entire two-week period of increased services. Mite did one run on 10th April until its steam air brake compressor gave problems, a single run the next day, but returned to service allowing Irt respite to have a persistent disturbance of smokebox ash from a leaking steam pipe fixed on 12th April. There were then three steam locos in service again, even joined in the shed yard by Synolda in steam for the first time in two years on 15th April.

However the return to the low level ‘green’ timetable saw interesting moments on 18th April. Mite had regulator problems requiring a tow home by Douglas from the first run. Irt took a well-loaded nine plus the Maxi-length Eskdale Belle to cross them at Fisherground, a manoeuvre that would have been at the capacity limits of the loop before its extension last winter. Meanwhile Northern Rock and well dressed train crew were awaiting their timely return before departure

River Mite on test, piloting Lady Wakefield on a late afternoon train. Photo: Christopher Glover

12 13

with a wedding special. All went well for an on time arrival at the reception in the Eskdale Room at Dalegarth Station, and the merry party finally returned to Ravenglass in a glorious sunlit mid-evening behind Douglas.

Across the fence, the main line saw one of the greatest changes in 140 years, with the complete renewal of the overbridge across the main and only road into the village, around the weekend of 31st January-1st February. On the Friday afternoon before, one of the last movements over the old bridge was Direct Rail Services 68003 Astute on the first trip of this brand new type round the Cumbria Coast, running light engine for crew training.

The project cut off the village for two days but ran like the proverbial clockwork. As the Saturday sun set, the incredible forty-eight-wheeled transporter manoeuvred the complete new bridge into position after its hour-long journey from the station car park and drew a well earned round of applause from the watching crowd for the Story Rail engineers. The only sad loss is the decision to shorten the ‘up’ line platform of Norman Nicholson’s poem Ravenglass Railway Station and the later removal of the historic – and newly repainted – cast iron supporting columns on 10th April.

After the line reopened there were two more runs for Astute, anticlockwise round Cumbria as clearances between Bransty and Parton for northbound trains are tighter. Even these brand new locos from Spain cannot comply with the latest European emissions standards, so the use of fifty-year old diesels is set to continue on local nuclear trains. The regular workings by DRS now more frequently use the Class 57s and 37s rather than the sixty-year-old Class 20s,

Synolda steams again outside Ravenglass shed. Photo: Nigel Day

although the lifting of the temporary speed restriction means an English Electric engine accelerating away from 5mph will no longer echo across the village.

On 9th April 57305 Northern Princess in its distinctive Northern Belle livery passed with a trial of the soon-to-be-introduced loco-hauled passenger trains. From 18th May, these will now operate six days a week throughout the duration of the current Northern Rail franchise, after which the tender requirements for the next operator include operating new rolling stock to replace the Class 142 Pacers, and providing evening trains and a Sunday passenger service by December 2017! The latest figures already show some 34,260 passengers used Ravenglass for Eskdale in 2013/14, a remarkable 15% increase year on year from 12,756 in 2002/3. The offer for passengers on this part of the Cumbrian coastal railway has never been better and could then perhaps only be improved with some regular steam working as happened in 1978-85.

The only main line steam working of this period was on 14th March when 46115 Scots Guardsman worked the Cumbrian Coast Express southbound, non-stop through Ravenglass. Other proposed excursions have been affected by the subsequent restrictions on West Coast Railways’ operations, with the projected return run of Castle class 5043 Earl of Mount Edgcumbe being postponed until 19th September. One of those shortlisted for the new local franchise, the Abellio group of the current Northern partnership, has projected expansion of steam operations in its new Scot Rail operations. Whatever the immediate problems, the same benefits should accrue from running scheduled steam trains and developing tourism on equally scenic railways in northern England.

46115 Scots Guardsman receives the customary ‘whistle and wave’ from River Irt. Photo: Nigel Day

14

Engineering ReportStephen Farish

The last few months has been a very busy period with the commissioning of the rebuilt workshop. The replacement machine tools have been installed and are undergoing snagging at present. I also have great pleasure in informing you all

that Perkins was the first engine to make it into the workshop via a large lorry and Hiab. The rebuild of Perkins has moved up a gear and is now coming on leaps and bounds. The p e r m a n e n t way team is

working hard along with Crowe Plant Hire to connect the works with the rest of the line; the new concrete wash-down pad has been cast with a new waste water interceptor. The workshop’s green credentials are much improved with the investment of a new Bio-mass heating system which is also in the process of being installed and commissioned by local company Bardon Energy. During the winter months Graeme, Nigel, Geoff and I have been working hard on the steam and diesel fleet sorting out all the general maintenance and running issues as well as doing the winter servicing of the carriage fleet. This is now done between all engineering staff rather than one carriage and wagon engineer, after the sad loss of Martin Willey.

New machinery is delivered to the new workshop, March 2015. Photo: Stephen Farish

Perkins is moved from the station to the workshop. Photo: Stephen Farish

15

Grandfather first travelled on the RHDR (or Romney, Hythe and Dymchurch Railway) before most of our readers were born, indeed when he was only five. He still remembers the joy of the little trains, even if he couldn’t understand then (or now!) why it wasn’t the RDHR, since Dymchurch is between (New) Romney and Hythe. (It was another thirteen years before he first travelled into the Lakeland hills). But grandson, already seven years old, had never seen Romney engines on their home patch. So it was down to the Kent coast once school summer term was over.

Most readers may know that the two lines share the fifteen-inch gauge; but not a lot else is common to them. The RHDR was conceived as a main line in miniature, “The World’s Smallest Public Railway” as it claimed to be. It relieved the then-new Southern Railway of the pressure from the local community of Romney Marsh to extend their New Romney branch to Hythe and beyond. This eight-mile, almost level section opened in 1927 as a double-track main line just inland from the English Channel. A projected extension with 1-in-50 gradients up to the Southern’s Dover main line at Sandling Junction was never built; instead, over the next two years a five-and-a-half-mile extension, flat as a pancake, was laid on shingle southwards to Dungeness lighthouse. Today this is single track with a balloon loop at the end to avoid reversal, while Hythe at the other end has a fine covered terminus and a turntable: fourteen route miles in all, more than double the distance from Ravenglass to Dalegarth.

The RHDR’s first five engines were modelled on Gresley’s A1 Pacifics (4-6-2s) of the LNER, with an authorised maximum speed of 35mph – some going on such narrow tracks, but its promoters liked motor racing too! Two larger engines followed, 4-8-2s with smaller wheels, allegedly for the Sandling extension. These seven came from Davey, Paxmans at Colchester, who built our own River Esk

A Visit to New RomneyDavid Dixon

Fleet No.1 Green Goddess. Photo: David Dixon

16

a little earlier. So popular was the line in summer that two more Pacifics were ordered in 1931, this time from the Yorkshire Engine Co. of Sheffield, their appearance based on Canadian prototypes. Nine fine engines: supplemented more recently by a German Pacific and a pair of diesels, all remain in service to this day. (There’s also a little shunter which from the leaflet appears to pull Santa’s sleigh in December). Each loco has a different livery, as do ours at Ravenglass; my favourite is Hurricane, immaculate in garter blue as was applied to the LNER’s A4 Mallard and the other ‘Streaks’.

In July our first ride was behind dark green-liveried Northern Chief, remembered by grandson as having started a fellside fire [allegedly! – Ed.] on its last visit to Ratty. Like almost all the trains on this high summer timetable it had twelve coaches behind it, but none (unlike at Ratty) roofless. (Other differences: tickets are checked at the stations, no guards travelling on the trains; and they use vacuum, not air, brakes). Despite the lack of gradients, accelerating such a load to line speed (no more than 25mph these days!) demands hard work and plenty of sharp exhausts echoed across the Marsh (much of the land it runs over was reclaimed from the sea). And two Pacific-hauled twelve-coach trains passing at express speed on the double-track section is a wonder to behold! Like the engines, the four trainsets are painted in different colours.

Trains stop three times, including at Romney Sands passing loop on the single-track section, and sometimes also at St. Mary’s Bay - on the fourteen miles between termini; contrast the six intermediate stations or halts on Ratty’s seven miles. There were once several more halts, but an excellent bus service along the parallel main road, nearer to most of the houses and running through to the local metropolis of Folkestone, has left them no longer needed, save for one served by school trains during term time. There are many road and footpath crossings, the former mostly with flashing lights and half-barriers these days after two fatal encounters

between cars and trains some years ago; audible warnings are provided by the locos’ chime whistles.

Trains ran every forty-five minutes (no odd intervals like we have in the Ratty t i m e t a b l e . . . ) using five locos, four steam and No.8 Hurricane at Dungeness. Photo: David Dixon

17

one diesel while we were there. Four trainsets suffice: locos usually step back at New Romney by one train on the northbound run towards Hythe.

On our last day Green Goddess, the line’s No.1 and painted in LNER apple green, came out to play (she first ran at Ravenglass in 1925 before the line she was built for was ready!). No sign of the 4-8-2s with their strength-indicating names - Hercules was helping us out in Cumbria, while Samson, due for overhaul last year, was tucked away; nor of Southern Maid, Typhoon or (German) Black Prince. But the two Canadians, Winston Churchill and Doctor Syn, were busy earning their living. What a fine variety of names (all have numbers too)!

The locos work hard: daily steam rosters are between fifty-five and seventy-two miles, against our twenty-eight for two round trips, or forty-two for three trips in high season; put another way, up to five-and-a-quarter hours pulling a train against our maximum of four hours. However, there are plenty of them to share the work – ten steam (plus the two diesels) – so if a couple are under overhaul (and one hired out to Ratty!) they still have more engines to spare than we do, even when we aren’t suffering the consequences of a workshop fire.

There is a good museum at New Romney, lots of fine models and a complicated model railway with several trains whizzing around at one time; you can even send a railcar up a rack line yourself. And in the yard, a toy train for grandson to play on. A decent cafe and shop too, for those for whom trains are not enough. And, just as on Ratty, lots of friendly staff, speaking Estuary English rather than the Cumbrian dialect familiar to the ear in Ravenglass.

The area is full of history, Hythe and New Romney being two of the original Cinque Ports; ancient churches and tales of smuggling, will-o’-the-wisps and threatened invasions by the French abound on the Marsh. But one thing we have, and they don’t, is wonderful mountain scenery, which lifts the spirits as you ride up to Dalegarth in fine weather or foul. For this reason if for no other, I’m not about to change my allegiance. But if you’re ever in the south-east corner of England, do pay a visit: like our line, and in very different ways, it is a delight. No.9 Winston Churchill on the turntable at Hythe.

Photo: David Dixon

18 19

Along with my fifteen-inch interests, I have had a close interest in steam trams for the past fifty years or so; indeed I claim the dubious honour of being the last person to drive a steam tram (John Bull from the National Tramway Museum) on a British road – in Blackpool in 1985!

There are relatively few working steam tram engines left in the world but, last summer, I decided to try for a now-or-never visit to experience the three of these which survive in preserved action in Australasia.

Thanks to e-mails, and the willing co-operation of enthusiasts in the three museums concerned, I managed to ride and drive three different steam trams on three different islands in two different countries in eight days!

The first was Sydney Baldwin 103A, based at Valley Heights some forty miles west of Sydney; I have experienced this engine before (in 2008); curiously, having been operated in service on the New South Wales Government lines, it is interesting that it runs today, preserved, still on NSW trackage. So, I was welcomed again there on Sunday 27th July, by folk who have become old friends over the past quarter-century.

Monday saw me flying to Auckland on the North Island of New Zealand. Here, at the Museum of Transport & Technology (MOTAT) in Auckland, the local enthusiasts had kindly arranged for a special steaming of their ex-Sydney Baldwin 100 on Tuesday 29th July, which is in an earlier condition than 103A. Their line, the Western Springs Tramway, is alongside a public highway, and

Steam Tram ‘Hat-Trick’!Bob Tebb

Sydney Baldwin 103A. Photo: Bob Tebb

even crosses the road at a signalised crossing point; it was a true delight to drive a steam tram on public highway once again, after an interval of twenty-nine years!

Next, after a family visit to Hobbiton and their Green Dragon pub (amazing what one finds in NZ), we flew down to Christchurch in the South Island; we were astonished and saddened at the city’s still-monumental destruction from the 2010/11 earthquakes. On Sunday 3rd August, at the Ferrymead Heritage Park there, I was expected and welcomed to experience 1881-built Kitson steam tram No.7 Kitty, and spent a fabulous few hours riding and driving it, again including

across a public road (this one even with trolleybus wires!). Kitty is the most sensitive and delightful steam loco of any kind it has ever been my privilege to drive – and it even has ‘joystick’ control – push forward to accelerate, back to brake (mechanically!).

Former Sydney Baldwin 100 in Auckland. Photo: Bob Tebb

No.7 Kitty Photo: Bob Tebb

20 21

22

Centre Spread CommentaryKeith Herbert

At the outset of the La’al Ratty it was quarter-scale engines – first of all, Sans Pareil – handling passenger traffic to Muncaster Mill. In the top left photograph it is apparently being painted at Irton Road. In the top right photo, dated 1925, we see Sir Aubrey Brocklebank on shed. In the bottom right Sir Aubrey is paired with Colossus (the rearmost loco) on newly-laid track at Dalegarth. The Narrow Gauge Railways 4-4-2 Atlantic and the two 4-6-2 Pacifics were ultimately not quite man enough for the rigours of the Eskdale line, and were cannibalised to make the first, ill-fated River Mite. These three photographs were taken by the prolific Mary Fair. The centre-right photo comes from the collection of the late John Searle, former Editor of this Magazine, whose evening sun picture of Sans Pareil’s sisters Synolda and Count Louis, coming through Gilbert’s Cutting in recent years, is pure nostalgia – ‘playing trains’ as perhaps Bassett-Lowke himself wished to do nearly a century prior.

Silver Jubilee makes an unusual bedfellow for the other locomotives, but was first in the queue for the High Speed Train InterCity livery – even ahead of the real HSTs! Being of diminutive capability relative to some of the bigger engines, the railcar seems to fit alongside its quarter-scale predecessors. Nevertheless, it added novelty value in the modern day, as well as contributing some very useful work on fire and school trains. This photograph was found in the R&ER Archive, and shows the railcar set pacing up Horsefalls.

Top, and bottom left, more from Mary Fair. The bottom photo shows River Esk, in original condition, evidently set to tow a rake of Heywood coaches tender first away from Dalegarth. The top photo is of Captain Howey and Henry Greenly aboard Green Goddess at Irton Road. The loco, depicted on its 1925 visit, was here for trials ahead of the opening of the Romney, Hythe and Dymchurch

line. River Esk was very much the prelude to this and many other Romney locos, and superseded the pleasure beach standard engines on the R&ER that came before it. Doug Short photographed the loco in stunning surroundings at Dalegarth, almost ninety years after construction. Now almost four full years after this standard bearer last saw service, we await with anticipation its return to the front line.

A later photo of River Esk at Dalegarth. Photo: Mary Fair Collection

23

From the Secretary’s DeskMungo Stacy

Annual General Meeting

The Preservation Society’s Annual General Meeting will be held on Saturday 11th July 2015 at 7.30pm at Dalegarth. A notice and agenda are enclosed with this magazine. We would like to welcome as many members as possible to join us to ensure that your views continue to be represented. In particular, we expect to discuss the proposed new steam locomotive project and the support to the railway museum.

The AGM will be combined with a social event. A special train will depart Ravenglass at 6.15pm and hot food will be provided upon arrival at Dalegarth. The train will return after the meeting, arriving back into Ravenglass at approximately 10.30pm.

Railway Museum

Across the car park in Ravenglass, as the rebuilding of the workshop nears completion, works are underway to the adjacent railway museum.

The project has been split into two phases, to suit the availability of funding. The current works are Phase 1 and will refurbish the existing building. Around half of the Phase 1 total cost of £150k is a grant from the North and West Cumbria Fisheries Local Action Group, and this funding must be spent by August 2015. Other funding for Phase 1 is coming from Copeland Borough Council, the Railway Company and the Preservation Society Trust.

Phase 2 will create a larger covered area to store historic items of rolling stock under cover. The second phase is dependent on a land transfer from Network Rail, which is currently going through the lengthy process of notifying every train operating company which uses Ravenglass station. A submission for the majority of funding for Phase 2 is being prepared for the Heritage Lottery Fund and this needs to show community and volunteer involvement.

Museum-worthy ICL No.1 moving under its own power at Ravenglass, 3rd January 1999. Photo: Bob Tebb

24

Costs for the Phase 1 works have increased. It was found that there were greater quantities than expected of asbestos which needed to be removed safely. It was also discovered that the building was leaning towards the main line railway. Since the proposals will add weight to the structure due to a new porch and roof over the entrance ramp, it has proved necessary to install a supporting steel frame.

The Society Trust is currently discussing with the Eskdale (Cumbria) Trust about funding conditions to allow its total contribution to the museum project to be increased from the current £10,000 potentially up to £100,000.

‘Number 12’ steam locomotive

The volunteer design team took the opportunity of a pre-season staff meeting to discuss proposals for the proposed new steam locomotive with all the railway’s drivers and engineers. A one-hour slot was allocated – such was the interest that three hours later the General Manager had to call time! Following this meeting, it has been agreed to set up a regular quarterly design review meeting between the design team and representatives from the railway staff.

Consensus was reached quickly on some points, such as use of saturated rather than superheated steam for consistency with the other Ravenglass engines. Considerable discussion was held on the subject of wheel arrangement, in particular the merits of a 2-8-2 compared with a 2-6-2. The former was thought to have better potential for adhesion, although this advantage (of the order of 10-15% reduction in risk of slipping) is likely to be marginal copared with the change in grip caused by damp or dry rail (of the order of a factor of three change, ie 200% difference).

The design team is currently drawing up a 2-8-2 option to assess whether this configuration can be achieved within the constraints of the turntable length without compromising other features such as footwell space, tender capacity and the arrangements for axle-driven compressors.

Another potential option has re-emerged, a Krauss 4-6-2 locomotive undergoing overhaul in Barcelona, which may be for sale. The merits and viability of this option are also being investigated. The elegant Krauss locomotive now at Stuttgart

still has sister engines still in Spain. Photo: Tilo Hüneborg

25

Following appeals in recent magazines, new member Karl Bartlett has offered his services as fundraising coordinator. Karl has extensive experience of fundraising, most recently for mountain bike centres. He has been invited to draw up his thoughts for discussion at the next Council meeting in June.

Volunteers

As noted in the last Magazine, working volunteer cards have now been produced. These offer working volunteers potential benefits at other preserved railways. A trial is being made of the Heritage Railways Rostering system.

Volunteers will be needed throughout the season and additional volunteers will be needed for the fifteen-inch gauge centenary celebrations over the August Bank Holiday. Please contact the signal box with details of your availability.

River Mite has been invited to attend the Kirklees Light Railway gala event on 12th-13th September 2015.

The works at Heywood House have now been completed. These included remedial works to the exterior to address a couple of damp patches, and replacement carpets. Favourable comment has been received particularly about the carpets. Members are reminded to book accommodation with the warden using the contact details on page 2 of this magazine. Nightly rates have been held the same as last year and are as follows:

Projects

As noted in previous magazines, the Society and Society Trust have committed funds to a number of projects to improve the railway. In addition to the contributions to the railway museum and the development of a new steam locomotive, projects also include works at The Green, Dalegarth and Fisherground.

At The Green further work was carried out in March to complete the dry stone wall at the rear of the platform. The tarmac for the platform will now be done during next winter, after realignment of the platform edge to bring it closer to the carriages, similar to the platforms at Beckfoot and Muncaster Mill.

It is also intended to carry out works to delineate the platform area at Fisherground during next winter.

Membership

Membership is up 4% on this time last year. Online renewals via the Society website www.rerps.co.uk now account for 50% of renewals.

Members - volunteering £6.30 per night £3.60 per nightMembers - not volunteering £12.60 per night £7.20 per night

Waged Unwaged

26

In a previous issue of the Magazine, I highlighted the benefits of volunteers to our railway. I cannot emphasise enough the importance of the volunteer in the daily running of the railway. There are many and varied roles that volunteers undertake each day, including the safety critical role of the guard. All volunteers make a valuable contribution to making our railway one of the best attractions in this part of the world, generously giving their time to maintain our high standards.

Unfortunately, the number of working volunteers on the railway has seriously declined over the last couple of years [Actually the total number over this time period is variable and not in decline as such but, for example, the number of driving days has increased from 2013 to 2014 by more than one hundred, while the number of guarding days has decreased by a very similar amount; the latest figures should be available in our September issue – Eds.]. There are many reasons for this and please understand, this comment is not a criticism, just one of many facts that affects our modern life. People’s circumstances change and we must adapt to this situation and get better and more effective in recruiting new volunteers, for volunteers are the lifeblood of the railway!

As part of this process, in future issues, there will be a regular Volunteering Update highlighting different aspects and roles that volunteers carry out on the railway, and which you may wish to have a go at. More often than not it should be written by the member doing the job, so you’ll get their versions telling you about all the ins and outs of each role. First up is Gwyn Murfet, Stationmaster of Irton Road.

We welcome all ages and experience, and we can normally find something suitable for each volunteer. So if you have never volunteered before or not done it for a long time and fancy having a go, then please contact me using the details on page 2. And for members, like me, of a certain age, as Jim Rockford used to say: “leave your name and number and I’ll get back to you!”

Volunteering UpdatePeter Mills

How To Become a StationmasterGwyn Murfet

In the 1950s, along with many of my generation, I wanted to be an engine driver. Five years at Grammar School modified my ambition to that of stationmaster. Unfortunately by the time I left school in 1961, and started work on B.R. as a booking clerk, stationmasters were being phased out, becoming station managers, later area managers. Quiet, staffed, country stations became a thing of the past. To become Stationmaster of Irton Road has meant one wheel in my life has turned full circle! So how did this happen?

27

I joined the Preservation Society in September 2002 and trained as a guard. My first Magazine contained an appeal by Trevor Stockton for someone to take over responsibility for Irton Road. As a ‘new boy’ I did nothing, assuming there would be a rush from members to become stationmaster of the oldest station on the line. That December, whilst guarding for Trevor on Santa’s sleigh, I discovered no-one wanted the job and he was happy to “give me the position”, which I have been proud to hold ever since.

Currently, we desperately need a volunteer to be Stationmaster of The Green; so what does this entail?

At the start of the season, I spend a morning at Irton Road, checking ticket stocks, fares on the ticket rack, ensuring a supply of ‘waybills’, leaflets and particularly copies of the full intermediate timetables which are in great demand by holidaymakers in the valley. I clean the office (Irton Road booking office tends to become a permanent way hut in the winter!), and clean the toilet – making sure there are sufficient supplies of toilet rolls and paper towel. The platform is always in need of a good sweep after winter storms.

I try to be at the station at least on Bank Holiday Saturdays and Mondays: the job then becomes fourfold:-

i) Selling tickets, which saves guards much time at peak periods;

ii) Displaying a green or red flag to drivers – this also saves time, as passengers do have a habit of appearing out of the station shelter at the very last moment! A green flag tells the driver of one train if the guard of the other has no alighting passengers, and he can drive straight through;

iii) A great deal of Public Relations work – visitors on the road will see the station and drive in wanting information. A smart appearance is quickly noted by passengers and visitors alike, and gives a good impression of the railway;

iv) Generally keeping the station clean and tidy.

Could you be a volunteer stationmaster at The Green? Photo: Derek Walmsley

28

So what about selling tickets? Irton Road and The Green are now the only two stations selling the traditional Edmondson card tickets. Both stations have: adult and child full line returns; family tickets; adult and child returns and singles to Ravenglass and Dalegarth; dog tickets and Society tickets. The latter two are now small paper tickets on a roll. Cycles are not accepted at these two stations. There is also a guard’s paper ticket book for intermediate stations such as Muncaster Mill, The Green/Irton Road and Fisherground.

Each series of card tickets has its own ‘tube’ in the ticket rack, and is serially numbered. Tickets are drawn from the bottom of the tube, and not the top, as one clerk did the other year!

At the start of your shift, sign on at the signal box and collect your float and office key from Ravenglass Booking Office. At your station, check the opening numbers (ie the next ticket to be issued) of each series of tickets, which should have been recorded by the previous clerk on the ‘waybill’ – more accurately the ticket issue/balance sheet. At the end of the day, record the closing numbers (ie the next to be issued) on the waybill and calculate the number sold; multiply the fare by this number to give a debit which should equal the amount of cash, less float.

It isn’t rocket science, but you do need to be able to subtract, multiply and add up – there is no pressing of a button on a calculator [unless you bring one along – Ed.]! For example, if at the start of the day the opening number of adult Ravenglass returns was 127, and at the end of the day the closing number (ie the next to be issued) is 136, you have sold nine tickets. Multiply the fare £8.80 by nine, and hopefully you have £79.20 in cash! After balancing up, you return your float, takings, waybill and key to Ravenglass Booking Office, leaving Irton Road as you would wish to find it.

As I said earlier, we really do need a volunteer to be Stationmaster of The Green to look after it, keep it tidy and sell tickets at busy times; especially with its new picnic area, access to the toilet would be advantageous. Perhaps one of our senior guards looking for a more sedate life would consider it? In between times, both The Green and Irton Road need volunteers who will staff the station at busy periods. This really does help timekeeping and the all important PR.

The Green tends to have more originating passengers, but being on the single line, only has one train at a time, unlike Irton Road which can get quite hectic! I have typed and laminated a basic set of instructions for both stations and also a simple laminated fares calculator, based on single fares – just read off and double for returns.

So how do you become a stationmaster? Simple – just volunteer! Why not come along and give it a go? We would love to see you!

Gwyn is pictured, bottom right, in full regalia on the poster opposite.

29A new volunteering poster, courtesy of Peter Mills and produced by David Mart, to be displayed at stations around the railway line.

30

Correspondence

From Bob Brook, by e-mail:

As the photographer of the drone photo on page 5 in issue 215, I would like to comment on the two letters in 216 (see page 30 of that issue). The drone appeared from the rear carriage when we stopped at Miteside to await assistance, I did not hear it from the front but was attracted by the movement, so I thought a photo would be worthwhile, although I had to go some way back. The drone was well under control and not flying directly over the people or the train, although was a lot closer than the fifty metres which I now understand is the rule. I was much more concerned when the drone appeared again at Dalegarth during the loco turning. I assume that none of the other six staff and volunteers in the picture knew the rules any more than I did. I am sure we will all learn from this and will know in future, although it will be very hard to do anything about one flown from outside the railway boundary.

From David Gray, by e-mail:

I note in your last issue, views were invited regarding the proposal to project a new locomotive. My attention is drawn to an aspect of the CAD drawing shown, which concerned the driving wheels. Surely if the locomotive is to meet the stated criteria as given by the company in your magazine which is “…that a fifth steam locomotive (if any) is capable of handling train loadings at any time of the year as an equal member of the fleet” we should therefore look to the experience and results elsewhere for help with the design. Where better than that of the engineers in the heyday of steam traction on the railways. I now quote from The Engineer dated 6th October 1939 which described the virtues of the LNER P2 Mikado locomotives with their eight driving wheels: “The P2s were constructed for the Edinburgh and Aberdeen express services, which make heavy demands on locomotive power, the route being notable for steep, continually varying gradients, incessant curvature, and numerous speed restrictions. The trains are often heavy, and their timing is such that quick acceleration must be within the engines’ capabilities, coupled with an ability to maintain fairly high average speeds. The P2s meet these conditions well, and have done fine work between Edinburgh and Aberdeen solving traffic problems that had proved too much for the Pacific type engines used previously.”

From Mungo Stacy, by e-mail:

The Editorial of the last issue of the Magazine makes reference to the Society’s new steam locomotive proposal ‘advancing behind closed doors’. I sincerely hope that is not the case; it is certainly not the intention to be at all secretive or

31

guarded about what could be a major contribution to the future of the railway.

The efforts to date have been led by volunteers working in their own time remote from Ravenglass. So, I suspect the issues are that progress, while taking place, is happening slower than may be imagined; that it is difficult to engage regularly face to face with the staff at Ravenglass; and that for many facets of the design, with every opinion there is an equal and opposite opinion.

Immediately prior to the publication of the last Magazine, and as reported in the Secretary’s Desk article, a discussion was held with the railway staff about the steam locomotive proposals. This included consideration not just of the technicalities of piston dimensions and coefficient of friction, but also the practical considerations of driver foot-room and size of cupboard to be provided for bait box. Formal discussion will continue to occur through a regular series of design review meetings. The design team has also made extensive use of social media and similar forums to promote debate amongst the wider interest group.

With the updates to the Society website and in particular the log-in facility for members, the Society has in the last six months started making the minutes of Council meetings available to members. These are usually published within a week of the meeting. However, I have yet to receive my first query or comment on the content…

When four-coupled would do! The late Martin Willey, on Bonnie Dundee, starts away from The Green in August 1998. Photo: John Taylor

32

From Phil Brown, Dalegarth:

Whilst I believe a new-build steam locomotive could be a valuable asset to the RERPS, I do not feel it is the best way for the Society to support the Company in the immediate future.

There appears to be a critical shortage of passenger coaches when operating our top level of service in summer; with all available coaches pressed into service there are still trains departing Dalegarth in the early afternoon without seats for our fare-paying passengers. I think we can all agree that leaving potential income behind at [intermediate] stations can only be detrimental to the ultimate success of the Ratty.

This opportunity should be taken to construct prototype rolling stock for the future improvement of the railway. This would be a much more valuable way to assist the Company in doing what it does best – transporting people (and dogs!) into the hills and down to the coast.

The now-scrapped Maxi coaches are yet to be replaced on the Ratty. Photo: John Mitcheson

The valve gear has been designed and is ready for machining. New footplates have been made to suit the holes in the original frame angles. The handbrake assembly has commenced and the reverser trial-fitted (the steam brake gear is already finished). The boiler has been cleaned down and cladding sheets have been made. Boiler crinolines have been made and fitted. Stainless liners for inside the water tank have been started. The furnace bridge casting has been delivered. Motion bracket valve rod brasses and waterfeed elbows for the backhead have been cast. The smokebox door has been machined to fit. Fittings for steam and exhaust pipes in the smokebox have been made. The main steam pipe has been trial-assembled. The brass casting for the boiler fairing in front of the spectacle has been produced and the whistle is undergoing repair. Progress indeed!

An Update on KatieBob Tebb

33

Then & Now

A bright River Mite in the carriage sidings of 1971. Photo: Bob Tebb

A bright River Mite in 2015 - or a bright dome at least, borrowed for a couple of days on 19th March from the unserviceable River Esk. Photo: Jackie Pharaoh

34

Ratty RiddlesCompiled by Dave Simpson

The Eskdale Quarrymen. Image courtesy of The Lake Counties of 100 Years Ago

The Eskdale Quarrymen

In the front endpaper of The Lake Counties of 100 Years Ago by John Marsh and John Garbutt, there is a photo of the Eskdale Quarrymen, for which a date of the 1880s has been suggested. We have counted around fifty men and boys, including what may be the Old Ratty staff, front row, left.

Although many men were involved with the haematite mines, there are few references to serious quarrying until circa 1905-12, before Sir Aubrey Brocklebank helped to set up the granite quarry at Beckfoot in 1922.

There are many questions raised by this image, and we hope that someone out there might be able to help.

At the other end of the line, if the high-level siding over the standard gauge was never completed, was the entire mineral output loaded by hand?

35

Forty Years AgoJohn Taylor

Edited highlights of previous editions of the Society’s Newsletters/Magazines:

Issue No. 58: dated Summer 1975

The cover picture was The Re-engined Passenger Tractor

News from Ravenglass

It is a great pity that more people cannot take their holidays in the spring. Ravenglass has just had ten glorious weeks, and although the railway has done very well during this time, there have been comparatively few holidaymakers about. Spring Bank Holiday week was an extraordinary time being one of the busiest weeks the railway has ever known. The number of passenger journeys made rose from 16,672 last year to 23,778. Perhaps never before have we been so grateful to the volunteer guards who were here for the week. The total number of passenger journeys for the season to the end of June has risen by 15% on last year to a total of 91,496.

Disaster occurred at the beginning of June when the newly reconditioned Fordson engine on the Passenger Tractor lost its drain plug and all its oil. As the loco was needed as soon as possible and it was expected that the further reconditioning of the Fordson engine would take too long, it was decided to take the plunge and change the tractor to diesel power. In little more than a fortnight, the engineers did a magnificent job and the Passenger Tractor is once more in service. The Perkins P6 engine which was salvaged from a sunken boat in the estuary and overhauled has been fitted together with a Ford gearbox in addition to the Muir Hill one. The longer power unit has meant the extending of the bonnet over the new and larger radiator. The engine is very much more powerful, the extra weight up front makes the engine ride better and the unit is now much more smooth running.

A welcome number of helpers turned up for the Spring Bank Holiday and provided guards, carriage and engine cleaners, and car park attendants. In addition a strange group comprising a customs officer, a policeman, a diamond sorter and a musician dug a large hole in front of the camping coach and filled it in again. The original soakaway drain for the coach had become choked up and needed replacement.

Before and after the AGM [of the Society] the ash pile from the loco shed was moved down the headshunt beyond platform 3 to make a foundation for more track to be laid along the site of the Queen’s siding. This name records the overnight stops of the Royal Train on the BR goods loop.

36

Muncaster Mill is purchased

At an auction sale at the Pennington Arms on 30th May, the Railway Company acquired the property of Muncaster Mill and the field immediately behind it. The Mill is a delightful feature of the line. Plans for its future are still under consideration including the possibility of the water wheel once again turning.

The Railway’s Centenary

24th May 1975 was the centenary of the opening of the Railway to goods traffic and so to mark the occasion a special goods train was run. At the appointed hour, Lord Wakefield made a speech from the decorated steps of the signal box, before a large crowd and in front of dozens of cameras including the BBC and the Society’s film crew. Lord Wakefield outlined the chequered history of the railway to the present day, and acknowledged the wonderful support from the Preservation Society. He then blew a whistle and waved a green flag to send River Irt on its way with the ceremonial goods train. The train was composed of some thirteen wagons suitably dressed, mostly by our suppliers some of whom have been associated with the line for the full one hundred years. The train made just the one trip to Dalegarth and back and was then on display in the station. Next year we will mark the opening to passenger traffic in 1876.

Controlling the trains by radio?

Staff and ticket working came into force on 11th May, and is working well. This has made the operation of trains a good deal safer, but understandably the Railway

Inspectorate is not completely satisfied with our method of working relief trains. The crux of the matter is the way we have one train following another through a section, when the ideal is of course to have only one train in a section at a time.

To overcome this problem, it

The Passenger Tractor re-emerges in 1975. Photo: Doug Ferreira Collection

37

is intended to lay in new loops next winter at Fisherground and between Katie Caddy and Miteside. In future these will be essential if we wish to run a more frequent service.

With three loops in operation, our present methods of working would be almost impossible.

On the continent considerable use is being made of radio on railways and it was when Uwe-Jens Jansen told us that the Zillertalbahn is now radio-controlled that we began to be interested. The Railway Inspectorate has expressed interest in the idea, and Pye Electronics have recently carried out tests and have shown that practically all the line can be in radio contact with a transmitter at Irton road station.

We are still a long way from having permission to use radio, but it is possible that this system might be in use next season.

Engine nomenclature

In a letter to the Newsletter, Lord Wakefield replied to the objections to the name of Northern Rock (see Forty Years Ago in Magazines No.215 & 216).

“I am most grateful to all those people who have written such interesting letters with suggestions for names for future engines.

“When I wrote about our new steam engine I explained how concerned we were at the rising costs, and that our dream of a new steam engine had only been fulfilled because of the financial help given by the English Tourist Board.

“After we had decided to name the steam engine Northern Rock, I am delighted to be able to announce that s u b s t a n t i a l financial help is being given by the Northern Rock Building Society. This support is most welcome”.

Progress to date on Northern Rock, 1975. Photo: Doug Ferreira Collection

38

Who’s WhoDi Chase

Dickie Rothery was born and brought up in Ravenglass, and started on the Ratty in 1975, serving his apprenticeship under ‘Staff Roberts. During the past forty years, Dickie has been involved with many building works and joinery projects, including the museum in 1977, the extension to the Ratty Arms, the BR platform waiting room, the mess block, the toilet at The Green, the

turntable wall at Ravenglass, refurbishment of Dalegarth Cottages, the Ratty’s own platforms and office block. He is not a fan of the camping coaches and has been trying to persuade the Company to burn them down for forty years!

Born and brought up in Middlesbrough, Tom Whitbread read History at Oreil College, Oxford, graduating in 2011. After a brief foray into law, Tom joined the Railway Company in January 2012, initially providing cover on the permanent way staff. He has held a series of temporary posts here, including Fisherground Stationmaster (in summer when the campsite is busy), Dalegarth café assistant and office administrator (as maternity cover). Tom’s first visit to the line was aged seven on a family holiday. He is now relief driver and controller, and member of the track gang.

Will Sands was born in Preston, and was brought up in a mixture of Chorley, Leicestershire and Lincoln. He went to the University of the West of England in Bristol, where he studied microbiology, graduating in 2012. His first visit to the Ratty was aged just four months and, since 2008, has been a volunteer guard. He joined the staff in 2013 as seasonal booking office staff, joining

permanently in winter 2014/15 helping Peter van Zeller in the paint shop. He is undergoing training to be a relief driver and controller, and will be involved with general maintenance and painting in the winter.

Photos: Di Chase (top); Keith Herbert (others)

Dickie’s fine recent work on Hollin How Bridge The R&ER Magazine is published by the Ravenglass and Eskdale Railway Preservation Society Ltd. 2015.

Registered office: The Station, Ravenglass, Cumbria CA18 1SW. Incorporated in England. Registered No. 697768. Printed by Craven Design and Print, Shropshire. www.cravendesignandprint.co.uk

Ratty Diary 2015E&OE. Please check dates and details nearer the time before travelling.

DATE EVENT CONTACTJUNE

JULY

AUGUST

SEPTEMBER

Saturday 13th

Saturday 11th

Friday 28th -Monday 31st

Tuesday 1st

Saturday 12th

Saturday 12th -Sunday 13th

Saturday 26th -Sunday 27th

Thursday 16th

Council Meeting, Ravenglass

Society AGM, Dalegarth

La’al Ratty Centenary,Bank Holiday Weekend

† Trackside Photography Day

Council Meeting, Ravenglass

Kirkless Light Railway Gala,River Mite booked to attend

Bure Valley Railway Gala,Northern Rock booked to attend

Press deadline for September issue

Secretary

Secretary

Ravenglass

Ravenglass

Secretary

Ravenglass

Ravenglass

Editor

Full details of all Railway events can be seen on the website: http://ravenglass-railway.co.uk/events/

† Please book in advance

Back Cover: An April 2015 close-up of Douglas Ferreira at Dalegarth on the empty 18.40 service for the coast. Photo: Mungo Stacy

Synolda with driver Phil Brown, April 2015. Photo: Nigel Day