2017 Archive

At our November meeting Richard Hood outlined the range of experiments developed to increase the efficiency of steam engines by the use of steam turbines.

It had long been known that conventional steam engines where not very energy efficient, but they were relatively cheap and easy to operate and maintain. However because of their reciprocating motion they produced a hammer blow effect on the rail track which could cause it damage. The steam turbine was invented in 1884 and was soon used to generate electricity. It was noted that the steam turbine was significantly more efficient than conventional steam engines and it would also not produce a hammer blow effect as its action was rotary. Thus was born the idea for using a steam turbine to drive a steam engine.  Richard then outlined the first experiments in the early years of the 20th century, initially in Italy. 

One problem soon identified is that a steam turbine could not be run in reverse, so a second turbine, usually smaller, was needed to operate in reverse. Most of the experiments were one-offs and records and photos of many of them are rare. However Richard was able to show some of the bizarre looking locomotives that were produced.

The most successful in Britain was the express turbine locomotive built by the LMS in the 1930s that ran regularly from Euston to the North. However that too was a one-off so needed specialist skills for its maintenance and no more were built.

It was in America that the most development of the concept took place. It was soon realised that it would be more successful if the steam turbine drove a generator, as in a power station, and the loco was driven by electric motors. Richard showed the range of turbo powered locos developed by a number of American railroads. They were mainly for freight haulage, but the Chesapeake and Ohio developed an attractive turbo loco for its express trains. However turbines are best run at constant speeds and with the advent of efficient diesel engines and electrification the concept died. 

September 2017

The Somerset and Dorset railway is beloved by rail enthusiasts for its interesting rolling stock and many odd quirks. Originally running from Poole to Highbridge and Burnham on Sea, a ferry service to South Wales was set up but proved unviable. Adding the branch to Bath left the company short of funds and it was offered for sale to the Great Western. When they declined, the Southern and Midland took it on and operated the line jointly. The Midland supplied the rolling stock and the Southern provided support for the permanent way and civil structures. It was notable for many reasons, including the notorious Devonshire and Combe Down tunnels near Bath that were such a tight fit that crews were at risk of asphyxiation when streaming through. In 1929 a freight train crew were overcome and the train ran away and crashed at Bath Junction killing the driver and two railway staff.

Gerry Nichols gave a lavishly illustrated talk on the line and its history. There were many pictures of 19th century operations, with many of the first locomotives in service. The company clearly thought there was little need for any protection from the elements for the crews, with no roof on some of the early locos. The line served a number of coal mines and quarries in the Mendips and handled heavy excursion traffic to Bournemouth in summer months. Gradients were severe and pilot and banking engines were frequently used. At Templecombe trains had to run up a steep incline to the station alongside the Salisbury to Exeter Southern line, requiring a station engine to attach to the rear of the train for both North and South bound services. The line ran through beautiful scenery for most of its length and was much loved. Economies, modernisation and competition from road transport eventually caused its closure in 1966. Two of the majestic 2-8-0 heavy freight engines have been preserved and still run on the West Somerset and other heritage railways.

July 2017

The Settle and Carlisle railway line is probably England’s most scenic and iconic route. Colin Brading provided a fascinating illustrated insight into both its history and the amazing engineering feats that abound over its 72 mile route.

It was explained that the Midland Railway built the route in the 1870s but would have preferred not to tackle the enormous engineering problems in crossing the mountains between Settle and Carlisle, but was eventually forced to do so by Parliament. We followed the route that was eventually built with its 19 original stations and numerous dramatic viaducts, including the iconic Ribblehead Viaduct. Colin showed how the Midland Railway used standard designs for its stations, but employed local materials so that the stone buildings reflect the different geology along the route. The enormous practical difficulties in building the route and the hardships of the workers were also explained.

The line became the Midland Railway’s key route to Scotland competing with the East and West Coast lines, although slower but more comfortable to travel with much superior carriages. Over the years the use slowly declined until in the 1980s British Rail proposed its closure. This prompted a massive campaign of opposition, such that in 1989 the Government decided to retain it and proposed expansion of its use. An active band of volunteers helped promote and encourage use and improve stations. As a result traffic increased so much that in recent years there has been massive investment in improving the track and structures.

We finished with a range of photos of the trains that have used it in recent years including steam specials for which it is a popular and attractive route.

June 2017

Entertaining us with his historic slides Alan Reeve took us through the final years of steam on Britain’s railways.  Alan had taken his first colour slides in the 1950s, but on realising that steam was now doomed in 1960 he set about systematically recording the operation of steam in its closing years. 

The views covered various locations in Wales and showed some nostalgic shots of busy railway locations, such as Oswestry, that no longer receive any regular services. We were also reminded, by some beautiful slides, of the only narrow gauge line operated by British Rail in the scenic Vale of Rheidol in central Wales.

Most nostalgic for the steam enthusiast were some very atmospheric shots of busy steam depots, with all the dust and grime associated with them. Not an ideal working environment for 1960s youth!

Moving to the south of England we visited the Isle of Wight with its wonderfully archaic Edwardian engines and carriages. Alan’s earliest slides were taken in 1954 with others in the 1960s when the island still had a large railway network.

Finally we came closer to home with shots on the iconic Somerset and Dorset line, concluding with views around the long closed busy Yeovil Town station and engine shed. 

May 2017

Ian Bennett entertained us with a series of visits to some of the many small railways that existed in England and Wales in the early years of the twentieth century.

Using a series of fascinating historic photos we saw the locomotives, many rather strange and the wide variety of ancient rolling stock which was all the small railways could afford, together with scenes along the line and some of the stations. Very few ever made a profit and it was a surprise that some lasted into British Rail days.

In the West Country we visited the Bideford, Westward Ho! and Appledore railway, which used to run from the centre of Bideford, but with no connection to the main line, before moving to the long lamented Lynton & Barnstaple line. This was an efficiently run line, although it could not compete with roads during the winters and succumbed in the 1930s. A much less efficient operation was our next port of call with a visit to the Weston, Clevedon and Portishead Railway. This was one of the many small ramshackle lines run by Colonel Stephens.

Another of the Colonel’s lines took us to the Kent & East Sussex Railway. Amazingly this survived into BR days and is now, along the route south from Tenterden, a very successful preserved railway. We then visited the quaint roadside Wantage Tramway, which was operated by steam, with one of its engines surviving into the 1950s at a South Wales steelworks. Various other similar small railways were also briefly visited before we left England.

Next we visited Wales to see views of the Padarn Railway that took slates from the Dinorwic Slate Quarries to the main North Wales coast line. Wales also boasted the oldest public railway, the Swansea & Mumbles, which started the world’s first fare paying public railway with horses in 1807, moved on to steam and ended up with Britain’s largest tramcars in the 20th century, finally succumbing to bus competition in 1960.

Our final visit was to the Isle of Man to see the range of steam and electric railways there. One steam line still operates between Douglas and Port Erin and the whole of the historic electric railway is still in operation with vintage cars.

April 2017

We welcomed Alan Wild to talk about the railways around Bournemouth. Alan grew up in Bournemouth and took an early interest in railways having a career with the Great Western at Swindon, but he always retained his interest in the railways in the Bournemouth area.

In a well illustrated talk Alan told us of the history of the railways in the area. The first lines did not approach Bournemouth as it was just open heath in the early 19th century and the connection from Southampton to Dorchester travelled via Ringwood, Wimborne and Wareham, with a branch to Hamworthy, which was the then station for Poole. As Bournemouth developed new lines approached it from east and west, but initially, as the town fathers did not want railways in their new town, there was no connection. It was only later that a connection was made to provide today's main line.

Using a wide range of mainly coloured photos of trains, we visited all the lines in the area and most of the stations. The Southern region used special head-codes to denote the route of the train and Alan’s encyclopaedic knowledge of which particular service we were seeing considerably increased the interest of the talk.

Alan showed a series of interesting shots of the complicated (by history) lines around the Broadstone area. What had been the main line to Dorchester gradually decayed into a single line little used, except on summer Saturdays.

The pictures of greatest historic interest were colour shots of trains in Bournemouth Central station taken, probably, in 1937 when colour film first became generally available in this country. Beautifully clean green Southern locos headed the trains waiting to depart to Waterloo in those far off times.

March 2017

At the March meeting we welcomed two speakers. The first was Nick Thompson from Southern Locomotives Ltd. who told us the history of the West Country Pacific “Sidmouth” from its construction in 1945 to the present restoration project. The SLL are in process of a long full restoration of this loco at their workshop in Swanage.