E-G Media

E-G Media: Exciting News!

2012-10-15T08:11:00.001-07:00

http://www.youtube.com/watch?v=deOY4UuOvGE&feature=plcp

See the official press release on the BRWS Ltd here:
http://www.britishrailwaystories.com/2012/10/the-british-railway-stories-eg-media.html

Steam Locos In Profile - GWR 'Castles'

2012-07-24T15:49:00.001-07:00

First Midland, then Southern, now Western!

Click the following links to find out more about these engines:
Castles on Wiki
Castles in the Great Western Locomotive class Index
Castles in BR Days on Flickr
The 5029 'Nunney Castle' support group website
The 7029 'Clun Castle' Appeal

Tyseley Open Day 24/06/12 - A Photographic Report

2012-06-30T15:46:00.003-07:00

Yes it' a bit late, BUT...

The first of two open weekends in 2012 at Tyseley Locomotive Works in Birmingham was held over the 23rd-24th of June. This allowed the public to see Vintage Trains' fleet of operational mainline engines alongside several visiting machines; with behind the scenes views of their current restoration projects.

Three GWR 'Castles' were on site, but only one (No 5043 'Earl Of Mount Edgcumbe') was operational. She posed alongside resident Hall No 4965 'Rood Ashton Hall', LMS Jubilee No 5593 'Kolhapur' (static), Panniers No L94(7752) and 9600 and Peckett 0-4-0ST No1. LMS Pacifics No 6201 'Princess Elizabeth' and 46233 'Duchess Of Sutherland' (both engines boasting royal connections) made up the visiting attractions, along with SR King Arthur No 30777 'Sir Lamiel', which was static throughout the event.

Most of the activity was concentrated around the turntable, where the engines were stabled. But the highlight for many was the Express Cavalcade on each day; where the four biggest operational locomotives ran up and down the demonstration line in unison for photographers.

Remembering ‘Titfield’

2012-06-25T07:33:00.002-07:00

WARNING: This blog contains spoilers and personal opinions. Please be advised to see ‘The Titfield Thunderbolt’ before reading the following review. The film is Copyright of Ealing Studios and distributed by Optimum Releasing Ltd.

Imagine a five-year-old boy sitting on his father’s knee, both at peace in front of the television. The program they’re watching is showing a train racing a bus, a train fighting a steamroller, a train being filled with water from a river and a train running away down a road. Ironically, the boy could tell this was definitely not Thomas The Tank Engine & Friends.
Once upon a time, I was that five-year-old boy. And what my father had introduced me to was ‘The Titfield Thunderbolt’; one of Ealing Studio’s best remembered and most endearing films. And since the North Norfolk Railway chose to replicate the vibe of the film with a weekend of running original or similar machines, the time to review it couldn’t be more appropriate.

60 years after the film's release, the Titfield Thunderbolt rides again!

The railway serving the sleepy village of Titfield is facing closure by British Railways. This opens a big career opportunity for the local bus company, which the community has been fearful of. An impetuous move from the town squire and vicar decide to take control of the railway in a bid to conserve tranquility of the area. BR, having reservations of amateurs running their line, agree to give the villagers a chance to prove themselves. But, with the bus company playing dirty tricks to throw them off, running a railway proves to be more difficult than anticipated. And this is one bus company that will stop at nothing to get their way!

On first impressions, the basic plot seems to appeal to a particular market. And yet, when people mention Ealing Studios, this is one of the first films that spring to a critic’s mind. So what makes this film so memorable?

The opening shot of an Express crossing the viaduct at speed, while the little branch train meanders underneath at a gentle pace sets the scene immediately. The viewer’s attention is drawn to the contrast of a small backwater operation, which is emphasized further while the branch train is awaiting the arrival of one final passenger before continuing its journey; something you wouldn’t encounter on today’s Inter-City national network.

Filmed at Midford Viaduct on the Somerset & Dorset Railway,
GWR 14XX No 1401 emerges on the branch train.

Titfield station.

2012; Holt on the NNR masquerades as Titfield.
While sister engine No 1450 has become 1401 for the duration.

A Notice Of Closure is issued shortly before being introduced to our main villains, rival bus company Pearce & Crump (Ewan Roberts & Jack McGowran). Both dream of Titfield under their control, but must ensure the railways’ termination before gaining any.

The railway's death warrant.

A replica message in 2012.

Pearce & Crump's newly acquired Bedford bus, set to challenge the railway.

A similar bus stands at Sheringham in 2012.

However, the railway itself is a village institution, as it had been built before the coming of Greenwich Meantime. So passion for its existence is too strong for it to die. Upon hearing the news, the Reverand Weech (George Relph) has the brainwave of buying out the railway and running it using village manpower. His idea is backed by local millionaire Mr Valentine (Stanley Holloway), providing all trains come with a complimentary bar service. Initially faced with a challenge over the position of Driver by former railwayman Dan Taylor (Hugh Griffith), the two eventually come to an agreement.

Relph (right) spreads his idea to his peers.

Holloway is the man Relph has to influence.

"My dear sir..." (you'll have to see the film to finish the quote!)

However, British Railways are not enthused with allowing amateurs to run their property. P&C attempt to add fuel to the fire with a public demonstration followed by a race to a public enquiry in Mallingford. Luckily, this backfires when their bus nearly collides with oncoming traffic.

Road vs Rail in 1952

Road vs Rail 60 years later

Under the bridge, it's neck and neck.

1450 departs Holt with another run.

This highlights the ongoing debate of road safety over rail. Cars and buses may provide a more door-to-door service, but there are still more accidents on UK roads per year than on railways. However, Squire Chersterford (John Gregson) passionately reminds viewers how potentially dangerous the roads could be (worth a watch, this bit!). This, along with concerns over use of manpower, reduce the villagers Light Railway Order to a one-month probationary period; the idea being that once satisfied of amateurs running their railway, BR will pass ownership to them.

The infamous 'Thunderbolt' engine presides the debate.

Concern is expressed, but passion remains strong.

Gregson gives the performance of his life.

'One' chance granted.

Obviously, P&C overlook this with a villainous glare. Remember, these guys aren’t going to lose easily!

So, the first day of new management comes around. Anticipation is high for the railway to do well and all villagers are there to cheer the first departure on its way. The vibe is strong as Relph, Griffith & Gregson power their debut run across the tranquil countryside just like any ordinary day on the railway.

Holloway's bar onboard every train.

Inside the Wisbech & Upwell tramcar on the NNR in 2012

The first train under new management in 1952

The 08:47 departs Titfield in 2012.

But, there are a few points that come up during this journey.

When stopping for water, the story proves a point that shouldn’t be overlooked in society. Relph doesn’t approve when he catches Griffith poaching wild animals on the job. But upon scalding, Griffith threatens to walk out and jeopardize the whole operation. Without a fireman, the train wouldn’t run. The moral of the story is, as with every collaboration; if you depend on somebody, don’t piss them off!

Then there’s the legendary battle of Steamroller vs Locomotive (the former driven by an associate of P&C played by Sid James). A friend of mine reminded me recently that it’s scenes like this that defy this as ‘a train film’, rendering human characters as generally obsolete by comparison. As the two come together for the final onslaught, viewers of all ages are made to curl up their toes in excitement.

Steam vs Steam in battle.

Eventful run over, the train reaches Mallingford.

1401 at Sheringham in 2012; this station had also been renamed.

This is followed by sabotage of the railway’s water supply, forcing the whole trainload to abandon ship and grab as many bucket loads as possible from the adjacent river; with buckets, pots, pans and a baby bath courtesy of the nearby farm (none of which are returned).

Who is behind the fishnet water tank?

All hands on deck as 1401 is caught short.

The baby didn't even get his bath back.

Although entertaining, this also highlights just how much effort has to go into keeping a steam engine running. Without any moisture in the boiler, the consequences can be very fatal.

When news of Titfield’s success begins to spread, even P&C are prepared to get a piece of the action by offering a merger. But given their previous attempts to destroy the whole operation, they’re sent away with their tails between their legs. So with hours to go before the inspection, P&C threaten to end the fight once and for all (I shan’t spoil this bit for you!), resulting in the villager’s seeking alternative rolling stock. One group seek out the historic ‘Thunderbolt’ locomotive (playing by 1838 L&M ‘Lion’) from the Mallingford Town Hall, while Holloway and Griffith end up pinching one from the local depot while under the influence.

One engine available for loan.

Another engine, available for joyriding.

This whole scene leads to P&C literally running into the law later on, forcing them to be taken into custody via the Inspectors train; a nice nod to how rail travel can be a useful backup when all else fails.

The Inspector is greeted in the morning, not expecting the antiquated entourage standing at the platform. What he doesn’t realize is that the train (which now has Griffith’s house in the lineup!) has been connected to the engine via a piece of rope; forcing Murphy’s Law to strike again when he orders an emergency stop!

However, with the miraculous help of the defeated steamroller’s steering chain and a large crowd of extras, ‘Thunderbolt’ has been re-attached and sent on her way again.

The rising sun breaks over 'Thunderbolt' on the big day.

One wonders what the modern reaction to this moment would be.

'Thunderbolt' sets off on the big test run.

Sadly, all seems to be lost at this point. Timekeeping is an essential part of the test, and all those delays and mishaps have left ‘Thunderbolt’ drastically behind schedule. So, as Relph and his engine head for Mallingford, all the locals and villagers cheer the train on for what could be the final curtain.

'Thunderbolt' lives up to her name as she's given everything for
the last time.

Coming round the bend into Mallingford.

However, when all hope appears to be lost, the Inspector only complains about the near breaking of the 25mph speed limit; thus passing them.

The film itself is beautifully shot, with ideal weather enhanced by Ealing’s first attempts at Technicolour. Even close ups of engines at work attract viewers to the universal appeal of a steam train in the country.

Locations included Richmond Park (London), Woodstock (Oxfordshire), Bristol Temple Meads station and, most famously, the disused branch line between Limply Stoke & Camerton in Somerset; with the village of Monkton Coombe masquerading as Titfield. Each one of these portrays a journey through a very peaceful and charming post-war England, now lost forever. Perhaps it’s that air of nostalgia that symbolizes the appeal of this film.

However, in terms of comedy value, there are few moments when viewers can be heard laughing out loud. Those who know their railways will understand more of the jokes, but compared to ‘Oh! Mr Porter’ (1937) this railway film offers more titters and smiles than hard belters.

Director Charles Crichton was responsible for Ealing’s previous release ‘The Lavender Hill Mob’, which gained the 1951 Academy Award for Best Writing, Story & Screenplay; winning other awards besides. So upon release, with such a hard act to follow, it’s understandable if ‘Titfield’ wasn’t received as well as anticipated. It could be compared to Toy Story 3 being followed up by Cars 2; Pixar set the benchmark so high that any follow up would inevitably fail to top it. However, like ‘The Shawshank Redemption’ (1994), this film seemed to gain a new lease of life later on.

In 1952, the only railway to run under volunteer ownership was the narrow gauge Talyllyn Railway in North Wales (which inspired Ealing to produce this film). It would be eight years before Standard Gauge preservation would kick off in the form of the Middleton & Bluebell Railways, which opened the floodgates for volunteer organizations to begin saving railways and rolling stock all over the country; if not, the world. And ever since, ‘Titfield’ has found its target audience as the ‘must-see’ film for all railway preservationists.

As a comedy, this film is likely to be overshadowed by other Ealing films of the period such as ‘Kind Hearts & Coronets’ (1949) and ‘The Ladykillers’ (1955). But as a period piece with a message of character building determination, it boasts universal appeal and inimitable charm. Yes, it heavily features trains, but there’s more to this film than the sight of an iron horse pushing a steamroller to one side. Like ‘The General’ (1926), ‘The African Queen’ (1951) and ‘The Dambusters’ (1955), the story hinges on an underdog body that takes on the impossible, fights the greatest of obstacles and achieves their goal by the skin of their teeth. The clichéd chorus of cheers and whistles in the closing scene echo the great achievement that our characters have accomplished, enough to reduce viewers to tears; something which any form of remake would never achieve!

WARNING: This scene can reduce viewers to tears.
Investment in tissues is advised.

In conclusion, ‘Titfield’ may not look universally appealing upon first impression. However, once engaged in the story, even the casual viewer can absorb its charm. Perhaps it was too far ahead of its time, but if you’re interested solely in trains, or if you’re a film enthusiast who can appreciate cinema classics of all genres and calibers, this film is certain to prove an invaluable watch; the phrase ‘whatever doesn’t kill you makes you stronger’ proves the moral of the story.

Relph smiles at his faithful machine; achieving the impossible,
like all great preservationists do.

Such was the inspiration of this film, I paid homage to this and other classic films in my own University short 'Lineside'.

RAILFEST: Photo Report

2012-06-12T14:48:00.001-07:00

RAILFEST 2012: Photographic Report

Just when it looked like 2012 couldn't have enough happening in the UK, the biggest gathering of railway rolling stock since 2004 took place at the National Railway Museum between June 2nd-10th.

It would seem inappropriate to list all exhibits at this event, as they were not all documented by me. Instead, feel free to enjoy those who were, on the 8th-9th of June.

Ffestiniog Rly 0-4-0STT 'Palmerston'

Furness Rly No 20

Southern Rly 'V' class 4-4-0 No 925 'Cheltenham'

LMS 5XP No 45596 'Bahamas'

A second view of 'Bahamas'

GNR N2 0-6-2T No 1744 sits in front of 'Bahamas'

Historic GWR 4-4-0 No 3717 'City Of Truro' giving demonstration runs

Peckett 0-4-0ST 'Teddy', making one of the most surprising noises of the event

LMS Pacific No 6201 'Princess Elizabeth', days after her participation
in the HRM The Queen's Diamond Jubilee celebrations

Truro and Palmerston have a race

Old vs Older: LT liveried Pannier No L94 alongside
historic electric loco 'Sarah Siddons'

LNER A4 No 60007 'Sir Nigel Gresley'

On the Gauge 1 circuit, a BR Std 5MT awaits work

Long exposure test 1

Long exposure test 2
...on a Class 66

...need I identify this one?

Lovely Lizzie overlooks the yard

Long exposure fail on 'City Of Truro'

Long exposure triumph on 'Agenoria'

Bullied Pacific No 34051 'Winston Churchill' sits on the turntable in The Great Hall

Unfortunately, the weather did everything it could to spoil things

'Flying Scotsman' still a distance from completion

'Mallard' gets a shower or two

'Tornado' sits next to Sir Nigel

The Bluebell Railway's contribution, Terrier No 55 'Stepney'

'Hawk' from the Kirklees Light Railway

'Synolda' from the Ravenglass museum

From the cab of 'Hawk'

The driver lets her rip!
...not APART, of course

The progression of Eastern Region motive power

LMS Coronation Pacific No 6229 'Duchess of Hamilton'

From the Keighley & Worth Valley Railway, LNWR Webb 'Coal Tank' No 58926

At the end of the 9th, GWR Castle No 5043 'Earl Of Mount Edgecumbe' departs York with a railtour for Tyesley

Sittingbourne & Kemsley - BACK IN TOWN!

2012-05-28T09:20:00.001-07:00

Towards the end of 2008, the Sittingbourne & Kemsley Light Railway in North Kent was facing a future of uncertainty.
With the adjacent paper mills closing down, the 1.75 mile stretch of the former Bowaters Papermill network was facing eviction from landlords who wanted to re-develop the site into housing estates. And so, as the last trains ran that December, it seemed that the railway's fate was sealed.

'Triumph' arrives at Sittingbourne Viaduct, during the potential farewell gala weekend in September '08

'Melior' approaches Kemsley Down

The pair double-head on the last train of the day

...title says it all

Happily though, in early 2009, a reprieve was granted to allow the railway to remain in-situ. Unfortunately, this didn't allow trains to run the full length of the line; limiting services between Kemsley Down (inaccessible to the public) and Milton Regis halt.

So, negotiations continued further. And, after much struggle and hard work, the railway looked set to re-open in full over the Easter weekend of 2012.
Sadly, this was thwarted the previous day; with asbestos discovered in the vicinity of the railway. So, after this final setback, passenger trains ran the full length of the line on May 27th 2012; after an absence of more than three years.

It's times like these that I feel we should be thankful for what we've got. It's easy to overlook or dismiss even the biggest of efforts. Indeed, when I showed a friend around the railway in 2008, the first impressions weren't particularly positive due to the Industrial look that the preservation society had replicated. However, as shown by the 'Titfield Thunderbolt' (1952), locals don't like to let their institutions die. And, to show sufficient appreciation to a piece of Kentish history that was nearly lost in the 21st Century, I implore you to pay a visit to the Sittingbourne & Kemsley Light Railway when you can.
The views might not be spectacular, nor the prospect of Industrial surroundings. But given that such a small organisation faced closure directly in the face and came out on-top, nothing it more worthy of commending.

Steam Locos In Profile: LB&SCR Terriers

2012-03-31T16:36:00.000-07:00

Three months after the Black 5s, now for something completely different!

Click the following links to find out more about these engines:

Terriers on Wiki

Terriers on The Southern Email Group

Terriers on Flickr

The Terrier Trust: Owners of Nos 32670 & 32678

Bluebell Railway Locomotives: No 55 'Stepney'

Severn Valley Railway Spring Gala: A Photographic Report

2012-03-28T16:44:00.000-07:00

Report Number Two from March 23rd-25th 2012!

While the Mid Hants Railway was having a change of tactics and the West Somerset Railway went without a specific theme, the Severn Valley Railway hosted a plethora of LNER machines amongst the home fleet. While there was some late running and a few changes to loco allocations (who could blame the SVR? This can be expected on such busy weekends!), the weather couldn't have been finer; with sunshine and clear skies on all three days.

Jeremy Hosking's A4 no 4464 'Bittern' appeared in her original identity after 11 months as 4492 'Dominion Of New Zealand'; albeit, retaining her Garter Blue livery with valances. Sole surviving N2 0-6-2T No 1744 and J72 0-6-0T No 69023 'Joem' were also hired in from the Great Central and North Yorkshire Moors Railways, respectively.
These LNER locomotives were joined by LMS Jinty 0-6-0T No 47406 (another GCR contribution) and a second SVR Gala appearance from Caledonian 'Jumbo' No 828, which had stayed over the winter for bottom-end work.

Caledonian 812 class 0-6-0 No 828 (Strathspey Railway)

LNER A4 No 4464 'Bittern' (Jeremy Hosking)

LNER J72 No 69023 'Joem' (NYMR)

LNER N2 No 1744 (GCR)

LMS Jinty No 47406 (GCR)

The home fleet supplemented the visitors to undertake the intensive service. Including GWR Manor No 7812 'Erlestoke Manor', GWR Prairies No 5164 & 4566, LMS Stanier Mogul No 42968 and Ivatt 'Flying Pig' Mogul No 43106 (the latter wasn't run on the Sunday). GWR 28xx No 2857 was predicted to run in place of the Stanier Mogul on certain days, but could be seem in light steam on the Saturday.

GWR Manor 4-6-0 No 7812 'Erlestoke Manor'

GWR Large Prairie No 5164

GWR Small Prairie No 4566

LMS Ivatt Mogul No 43106

LMS Stanier Mogul No 42968

GWR 28xx No 2857 (light steam)

The workshops at Bridgenorth were also open to the public, giving an insight into current progress on Bullied Pacific No 34027 'Taw Valley', unique 0-4-4T 'Dunrobin' and the 'Catch Me Who Can' replica.

Mid Hants Railway Spring Gala: A Photographic Report

2012-03-27T16:40:00.000-07:00

First of two photographic reports over the same weekend!

In a change of approach, the Mid Hants Railway's Spring Gala weekend over March 23rd-25th, only featured one visiting locomotive; in the form of LSWR Drummond M7 0-4-4T No 53 from the Swanage Railway.
Normally, tank engines wouldn't be seen working beyond the Alresford-Ropley section, due to suitability and fuel capacity. However, with a three coach load combined with watering at Ropley and Alton, No 53 appeared to perform admirably.

The home fleet, featuring SR 'U'-Boat No 31806, Bullied 'WC' No 34007 'Wadebridge', LMS 5MT No 45379, BR Std 9F No 92212 and SR 'LN' 4-6-0 No 850 'Lord Nelson', helped to maintain a frequent service over the three day event.

A few shots from Friday 23rd:

North Norfolk Spring Steam Gala 100312: A Photographic Report

2012-03-12T13:08:00.002-07:00

The weekend of March 9th-11th saw the North Norfolk Railway hosting their Spring Steam Gala event.

As per the norm, an intensive timetable was in operation with Goods trains running in succession with passenger workings, along with the employment of six locomotives.

Visiting engines were the East Lancs Railway's Black 5 No 45337 and Tyseley's GWR Hall No 4936 'Kinlet Hall', which complimented GWR 56XX 0-6-2T No 5619 and David Shepheard's BR 9F No 92203 'Black Prince'; both on extended loan to the railway. These ran alongside resident LNER J15 No 7564, which had been specially re-painted and prepared for the weekend.

But the star of the show was sole surviving LNER B12 No 8572, resplendent in LNER Apple Green. Recently out-shopped after overhaul, the 1928 built machine provided photo opportunities galore with the NNR's matching Quad-Art set.

Reviewing La’al Ratty

2012-01-12T13:49:00.000-08:00

Since embarking on reviewing the experience that steam railways have to offer, I have tried to write with the average day visitor in perspective. However, as an enthusiast with experience of working on heritage lines, this hasn’t always been easy.

However, the following review should help to even the balance, since it was built (or RE-built) with Mr & Mrs Tourist in mind.

The Ravenglass & Eskdale Railway

One of the UK’s premiere miniature heritage lines runs on the formation of the old 3’ gauge mineral line from the national network at Ravenglass, through seven miles of mountainous surroundings, to Dalegarth near the village of Boot.

Operating in 15” gauge form since 1915, the railway has always thrived on the tourist market; especially since it is situated a stones throw away from the Lake District.

So, size apart, how does this railway stand out from others?

...back to reality!

Directions:

Approaching Ravenglass from the Whitehaven direction involves a long, often dangerous drive along the A595. Signposts for the railway start from 2 ¼ miles away and will get you to the station satisfactorily. Parking is plentiful, but there is a fixed charge of £3 for the day.

Rail access is more direct, with the Network Rail station being adjacent to that of the R&ER. The northbound platform is connected via a wheelchair friendly overbridge, but this entails long-way round approach through the station car par, instead of direct from the platform (logically, due to lack of space on the platform).

Ticket Prices:

An Adult Return to Dalegarth will set you back £12.60, which works out at nearly 90p per mile for a 14 mile round trip. Children (aged 5-15) will get in for £6.30, under 5s get FREE travel and a Family ticket (two adults and two children) is listed at £33.50. These will allow you unlimited travel, but there is also a charge for dogs (£1.50) and pushbikes (£3.50); the latter requires pre-booking.

However, on this occasion, my ticket came complimented with a voucher for Ullswater Steam Cruises; offering a discount of 50%, which is valid for 12 months from the day of purchase.

First Impressions:

Once in the station area, one gets a sense of originality in overall appearance. Given that the railway has always been a private affair, there is an opportunity for the railway to make up its own style and feel, rather than replicate a period feel of a Big Four station. This combined with the open spaces make a welcome change to what is usually seen at other railways.

First impression; looking ahead at the station layout

What provides interest is the provision of a turntable at the near end of the station. This is one of two in use at each end of the line, to eliminate the need for engines to run in reverse; which provides visitors the interesting chance to see engines being turned on a regular basis.

The station buildings show a few signs of wear and weathering, but the overall appearance is kept well enough. The horticulture is an easy way to make visitors feel welcome, and the standards here are kept to the highest.

The trainset standing at the platform looked equally interesting. 1974-built 2-6-2 ‘Northern Rock’ was immaculately turned out and the coaches, whilst naturally cramped on the inside, offer visitors the chance to ride either in enclosed compartments or open-topped carriages. Of course, this being the United Kingdom, the compartments may become the preferred option once the weather turns British; especially with padded seats in some of the compartments.

'Northern Rock' awaits departure

Along The Line:

This being a tourist railway, the scenery is the biggest selling point. And once beyond the views of Sellafield Power Station, it becomes easy to see why. With unspoiled views as far as the eye can see, the railway is certainly fortunate to be situated where it is.

There are three intermediate stations along the line, supplemented by halts at Miteside, Fisherground and Beckfoot. The station architecture is somewhat minimalist at most of these, with only small shelters provided on the platforms at Irton Road and Eskdale Green (the three halts are merely platforms). So, if you’re planning to go hiking in suspicious weather, appropriate clothing may be the only thing to keep you dry.

Passing Muncaster at full tilt

...need I say where this is?

The shelter at Irton Road

On this occasion, the railway was operating its Pink timetable service, with nine departures from each of the line, operated by three trains. Passing places at Miteside, Irton Road and Fisherground offer visitors the chance to witness passing trains. On this occasion, the locomotives complimenting ‘Northern Rock’ were Heywood 0-8-2 ‘River Irt’ and diesel ‘Douglas Ferreria’; both of which looked equally clean.

The terminus at Dalegarth is deceptive, in that it looks bigger than it really is. The building, opened in 2007, is made up of two floors to separate the café/shop area from the education/meeting suite downstairs (from the outside, you’ll be mistaken for thinking that it only has one floor). Cleanliness and presentation are both high here, but there seemed to be a lack of disabled access to the lower floor from inside the building.

Photo opportunities are plentiful here as the engine is turned and run round its train. Furthermore, part of the trackbed forms the first part of a walkway towards Boot; giving walkers something to do in-between trains.

'Douglas Ferreria' at Dalegarth

'River Irt' runs round her train

Food & Catering:

There are cafes at both ends of the line, with a reasonable selection of lite-bites, hot and cold drinks and meals on offer (the range seems a little wider at the Ravenglass end), with little to compare the two.

Putting the Fellbites Café at Dalegarth to the test proved that the waiting time for a Cumberland Sausage & Chips was just 5 minutes; costing £7.25. The quality seemed fair but the quantity might not fill everybody, so the value for money could be considered questionable.

Shop:

With the railway being situated in a tourist area, the gift shops at both ends of the line consist largely of merchandise related to mountains, walks and lakes. Less than 20% of items on offer seem to be related to railways, and most of those that are (including a series of Graham Whistler Production DVDs at £20 each) are themed around the railway itself. This however is NOT something to be snubbed, as the railway wasn’t built with the enthusiast in mind. So perhaps, for once, Mr & Mrs Tourist might find something right up their street.

There was an interesting surprise at the Ravenglass end, though. Alongside the Postman Pat merchandise (the R&ER has revamped its Thomas days to PP events in recent years), there was still a substantial quantity of TTTE merchandise on sale.

Museum:

Located at the far end of the car park at Ravenglass, this small affair showcases a selection of maps, models, signposts and railwayana related to the Ratty, past and present. There were no animate exhibits for visitors to have a go with, but with ‘Free’ entry, one had no complaints.

The highlight of the museum was historic Bassett Lowke 4-4-2 ‘Synolda’. Situated near the museum exit, this locomotive has a reputation for putting in appearances at special events. But, due to the cramped surroundings of this engine, photo opportunities are limited.

Annoyingly, this is the best shot I could get of 'Synolda'

CONCLUSION:

All in all, this railway offers an interesting and enjoyable day out. Although the railway depends on the surrounding area to attract most of its customers, history suggests that a bigger operation won’t sell as many tickets. The attraction must therefore, be in the 15” trains that scuttle along the valley into the mountains. Some may find the food a little pricey or the gifts somewhat generic, but these do little to detract from the overall experience.

For the enthusiast, the obvious theme of miniature railways may put some people off. But if you resist hesitation and pay a visit, you may come away feeling quite surprised.

'Northern Rock' ready for her return trip

In short, this is one railway that should interest everybody; from the casual visitor who may refer to it as a toy, to those with a serious railway interest. Either way, it's worth a visit.

Steam Locos In Profile: LMS Black 5s

2012-01-05T16:27:00.000-08:00

It's finally happened. After years of planning and filming, the first episode in this series is finally up for viewing.

Click the following links find out even more about these engines:

Black 5s Wiki - http://en.wikipedia.org/wiki/LMS_Stanier_Black_Five
Black 5s on Facebook - https://www.facebook.com/pages/LMS-Stanier-Class-5-Black-5s/154509344640731?sk=wall
Black 5s on Flickr - http://www.flickr.com/photos/taffytank/sets/72157622685450759/
Black 5s on Railway Herald - http://www.railwayherald.co.uk/imaging.centre/classbyclass/steam/gallery.php?type=158

IT'S COMING!!!!

2011-12-19T10:30:00.000-08:00

Yes, it's getting ever nearer!

The third and final trailer for the Steam Locos In Profile series is now available for viewing.

The first review, focusing on the LMS Black 5s, shall be released early in January; following videos will, depending on interest, be then released on a quarterly basis for the short term future.

Enjoy!

Save the Fairbourne Railway!

2011-10-28T15:12:00.000-07:00

It's been running along the coast of Cardigan Bay for over a century. With many changes in ownership and track gauge over the years, the Fairbourne Steam Railway has survived against several odds to become part of the landscape in the Mawddach estuary; overlooking the historic Barmouth railway bridge.

But now, the railway's future is uncertain.

Earlier this year, the railway suffered the unfortunate passing of their main benefactor, leaving demand for an alternative way of covering annual losses. Failure to do so may result in further job losses and cutbacks; worse still, if the railway faces closure, the local economy is likely to suffer too.

Therefore, to cover these and secure a long-term future, the Fairbourne Railway Preservation Society have set up an emergency crisis fund. Details of which can be found here:

http://www.fairbournerailway.com/crisis-fund.htm

To aid the survival of this railway, please contribute what you can, when you can. And with your help, a little piece of miniature railway history will live on.

Thankyou!

With special thanks to Ryan Hagan for providing the photographs

Steam Locos In Profile: 1st Trailer!

2011-10-24T15:34:00.000-07:00

It's happening! after nearly two years of planning and dreaming, I'm getting somewhere with an experimental prospect

Ladies & Gentlemen, the first trailer for a series of locomotive reviews; hopefully kicking off in the New Year

http://www.youtube.com/watch?v=eYWVee8j-nY

E-G Media Goes Visual!

2011-10-23T11:12:00.000-07:00

I may have spoken to some of you in the past about the prospect of E-G Media expanding beyond just a blog.

Now, finally, it has!
An opportunity to upgrade a disused YouTube account came through to me a few days ago. And with several of my previous films not yet on public display, I found this impossible to refuse. Admittedly, some of these are not that good. But, some of them show the various stages in the development of my style. As well as little moments of railway preservation history captured for future generations.

Furthermore, there are other video projects in the pipeline, including a series of documentary reviews about various steam locomotive classes.
All I will say is watch this space...

http://www.youtube.com/user/ChristheXelent

Great Central 'Steam Railway' Gala 08/10/11: A Photographic Report

2011-10-13T07:38:00.000-07:00

Two Gala reports in a row, as we now look at another annual event in the Midlands.

The Great Central Railway's 'Steam Railway' gala weekend took place between Thursday 6th and Sunday 9th of October; an intensive four day Somerset & Dorset themed spectacle.

As usual, an intensive timetabled service ran along the eight mile length; most of which was concentrated on the double-track northern section. With demonstration goods and TPO exchanges complimenting the passenger runs, the Saturday also saw the induction of the newly completed turntable at Quorn & Woodhouse (although, with apparent teething troubles, only one engine was successfully turned).

Visiting S&DJR 7F No 88 from the West Somerset Railway was joined by Mid Hants based WC No 34007 'Wadebridge' and the NRM's King Arthur No 30777 'Sir Lamiel'. They worked turn and turn about with resident 04 2-8-0 No 63601, LMS Jinty No 47406, GWR Hall No 4953 'Pitchford Hall', LMS 8F No 8624 and Std 2MT No 78019.

Of course, this being a gala weekend, there was some minor late running and most trains were full. And the typically British weather didn't help matters much. But, it seemed fair to say that the only major setback (during the SATURDAY, atleast) was the mix up regarding shunting maneuvers towards the end of the day.

Here are a few of the snaps I took during my visit.

Setting up the TPO

Don't blink, you'll miss it!

...I thought I told you...!

SVR Autumn Gala Photographic Report

2011-10-11T14:31:00.000-07:00

Yes, it's nearly three weeks late.
Yes, it's been the same amount of time since a previous post.
Yes, it's been even longer since a contribution from ME!

...but, it's still worthy of mention.

The Severn Valley Railway's annual Autumn Gala took place over the last weekend in September (Friday 23rd-Sunday 25th). As per the norm, there was an intensive timetable, several visiting engines, demonstration goods trains and all night running for those who wanted cheap accommodation.

The opportunity to see newly restored 'King' No 6023 'King Edward II' was missed, due to speculative reasons. The added bonus of No 5029 'Nunney Castle' was also missed due to unknown circumstances. However, substitutes were provided in the form of No 6024 'King Edward I' and the West Somerset Railway's Large Prairie No 4160 (although, the latter didn't seem to please many of the visitors). They joined New Build A1 No 60163 'Tornado' and, the star of the show, Caledonian 0-6-0 No 828; making her first visit away from the Strathspey Railway in preservation (apparently, against word that she would travel away from home!)

Of course, the resident fleet bolstered the guests. The gala welcomed back GWR 28XX No 2857 after a 16 year absence and would prove to be the final gala appearance of Ivatt 2MT No 46443, which failed in the following weeks due to issues with the superheater header.
As well as this, GWR Manor No 7812 'Erlestoke Manor', GWR 45XX No 4566, LMS Ivatt 2-6-0 No 43106, LMS Stanier 2-6-0 No 42968 and visiting 9F 2-10-0 No 92212 made up sufficient motive power. Naturally, there was some late running, locomotive changes and every train was packed; particularly those hauled by Big T. But it was still a notable weekend.

Here are some of the snaps I caught over the 24th-25th.

Expect another Gala Photographic Report to come along soon!

Mull Rail: A Tribute

2011-09-23T00:29:00.000-07:00

Whilst touring Scotland a few months ago, I thought it would be a nice idea to pay a flying visit to the Isle Of Mull, off the coast of Oban. Mainly because it would be the first and last chance for me to visit Mull Rail; the 10.25" gauge miniature railway linking Craignure ferry terminal with Torosay Castle.

Sadly, I missed my boat crossing (no thanks to a long line of caravans!), and the following service would have got me there after the final train of the day. Which, given that the railway is due to relocate in the near future, disappointed me.

Happily though, a friend of mine from Glasgow was fortunate enough to dodge enough traffic for a trip to the island in August. In a guest blog, here's what HE had to say about it.

The Last Month Of Mull

By Ryan Hagan

Mull of Kintyre has two claims to fame in popular culture. In 1966, Paul McCartney bought High Park Farm, and used the island as a means of getting away from reality. The quiet and peaceful surroundings went on to provide him with a major hit single for his band, Wings, becoming the 1977 Christmas No.1 in the UK selling over 2 million copies. The ‘colourful’ sights of Tobermory provided the basis for the BBC’s preschool hit, Balamory, which was filmed on the Island between 2002 and 2005.

But it was neither of these things that drew me to visit Mull in August of 2011. There was another attraction I was keen to visit, and this would be the last chance I would get to see it in its home of 27 years. I had visited the Island previously in January of 2007 with my friend, Kyle, who had initially wanted to visit Iona, but with thick snow putting time against us that day, we settled for Mull instead. I never quite realised until then how close the Isle of Mull Railway was to the Ferry Terminal at Craignure. Naturally, the railway was closed until the season recommenced in the spring, but it didn’t stop either of us going over for a curious look – Kyle, in the hopes of getting a better view of the castle, and myself in the hopes of seeing more of the railway!

For years, I had always intended to make a small trip back, but it was never a major priority. You take it for granted that these places will always be there. Otherwise, the key aim of ‘preservation’ is lost completely; to preserve the past for future generations to enjoy. But to be completely realistic here though, Mull Rail was never a ‘preserved’ line to begin with.

The Isle of Mull Railway was opened in 1984 after nine years of hard graft, building over an unused drive, to attract tourists to Torosay Castle, which had opened to the public in 1975. Given the distance between the Ferry Terminal at Craignure and Torosay Castle itself, there was a major quandry as to how to get tourists to the Castle. The most viable means was to build a narrow gauge railway, which would act as a means of delivering tourists to the site, as well as acting as an attraction in its own right. Thus, the Isle of Mull Railway was born.

However, the sale of Torosay Castle has now thwarted the railway’s chance of a future on the Island. The railway ‘closed’ in December of 2010, but trains have kept going throughout 2011, with the last service being run on September 1st. But whilst this would have spelt the end of the line for a number of groups – Mull Rail became awash with offers to relocate. The Falkirk Wheel and Loch Lomond were among two of the locations courting the idea of bringing the railway to attract further tourist opportunities.

Loch Lomond is thought to have won the day, with plans to relocate there seen as the most complimentary – the area is a tourist mecca, within easy travelling distance of Glasgow city centre and many other places in Scotland. It has been proposed by advocates of the plan to lay the line on the trackbed of the former North Clyde Line between the former Balloch Central and Balloch Pier stations, which closed in 1986. With paddle steamer, Maid of the Loch due to return to service in 2013, and the Loch Lomond Shores shopping complex situated in the same area, it makes very good business sense, with opportunities for knock-on trade very wide-ranging.

The trip to Mull was to take up the entirety of my day. I left my home in Glasgow at 9.45am, aiming to catch the earliest ferry I could get over to Mull. However, I severely underestimated the journey time it would take, and found myself arriving at the Oban Ferry Terminal at 12.45pm. Unfortunately, I had missed the crossing I wanted by 45 minutes. However, I would have time for a ride on the train if I caught the 3.15pm departure from Craignure.

Most of the time, you see the world at its best when the sun is shining down. But even on this grey, overcast day, you weren’t disappointed by what you saw from the top deck of the ferry. The journey from Oban across to Mull takes in some breathtaking scenery along the way – from distant mountains, lonely lighthouses and small islands dotted throughout the water. Despite being such a short distance, it’s well worth the trip, no matter how long you intend your trip to the Island to be.

The ferry ran slightly late, so it left me with just ten minutes to rush across to the station at Craignure from the Ferry Terminal. The little engine, Victoria, (based on the Baldwin designs for the Puffing Billy Railway in Australia, and named after the state it runs in) was standing at the platform ready to depart with her final run of the day when I finally reached the station. To the railway’s credit, she was immaculately turned out, and enough to brighten up even the dreariest of days.

The train that afternoon was well attended. Naturally, the main passenger variant appeared to be tourists visiting the island and looking for something to do on a wet afternoon. Majority of them probably didn’t know that the railway would be gone within the next year. Craignure Station had a number of tell-tale signs. The platform’s shelter had its paint flaking off, weeds were growing up the side of the buildings, and even the station building was looking a little tired.

As the train set into motion and got underway, passengers could see the Ferry began making its way back over to Oban from the carriage windows as they looked seaward. Perhaps it was merely coincidence, maybe it’s deliberate on the part of Mull Rail’s timetabling, or it could have simply been my imagination, but it almost seemed like Victoria was racing the ferry.

The train weaved its way along the coastline for a short way, before the scenery changed dramatically as we entered the woods leading to Torosay Castle. Beside the line was awash with greenery – with ferns, wild flowers and moss growing on fallen trees and branches, as well a wealth of leafy trees. But that wasn’t entirely what caught my eye... dotted around by the side of the line, a number of small signposts protruded, each with their own interesting landmark names – Bob’s Big Ditch, The Angus Cutting, Bob’s Wallows, Murdo’s Ditch, Oliver’s Rock, Nightshade Straight, Wakeful’s Leap and Skeleton Gulch. There are reasons and interesting stories behind how and why these earned their names – and you can find out about them by visiting here.

On the approach to Torosay Station, we passed the railway’s workshops and sheds, where the one of railway’s Diesels, Frances, stood outside on standby in case Victoria failed. When the engine finally reached her destination, she was turned on the turntable and taken to the sheds so that she could be tended to before heading back to Craignure. Meanwhile, the other passengers made their way up to Torosay Castle to take time away from the railway.

Personally, I felt like staying on the platform and soaking up the atmosphere. For me, there was no attraction in visiting the Castle. Most likely if and when I choose to make a return to Mull, it’ll still be there. Mull Rail had a more limited lifespan. So I wandered up and down the platform taking photographs of everything I could.

I did not agree with the words and actions of the Torosay Castle’s owners. Their blasé attitude toward their decision to terminate the railway’s lease on their property left a particularly bad taste in my mouth. In a Scottish newspaper, owner Chris James stated that “I let them play trains for 30 years free of charge...” – But there’s no mention of the business that the railway brought to his doorstep. No gratitude for providing tourists with a means of stepping off the Ferry at Craignure, taking in a beautiful journey with a view of the sea, and through the forest.

There’s a charm about a steam train – and a little railway like Mull Railway has a unique little story all of their own to tell as well. Future visitors to Torosay Castle will most likely have to visit by the local bus service, and that’s only if they want to pass up the attractions elsewhere on the island in larger areas such as Tobermory. One very much doubts that many visitors will wish to take the long walk up the ‘drive’ to the castle. Mr James is very much entitled to his view, but I think he will soon realise what value there was in allowing grown men to ‘play trains’ for 30 years. There’s something far more enchanting about nature’s beauty when combined with man’s engineering.

The crew of the train didn’t seem to mind right enough. They were optimistic about the move to Loch Lomond. The Driver of the train even joked that they had a large box marked ‘HORNBY’ ready to pack everything up on the 1^st of September once the last train had run. The little engines of Mull still had a future ahead of them.

On the way back, as the train emerged from the woods, the ferry loomed in the horizon, crossing the sea back toward Mull, ready to take travellers back to Oban again. Victoria brought us safely back into Craignure again, and I proceeded to make my way back to the Ferry, but not before purchasing a copy of the Railway’s book to read on the way home. I left the Island feeling somewhat misty-eyed. This was an opportunity that I and many other enthusiasts will never have again, and I’m glad I visited Mull Rail before it closed for good.

I have a feeling that in the long run, the Isle of Mull will miss the little railway too. Craignure especially. Charity shops, cafes and a Spar are going to miss the passing trade of people visiting the railway for a trip on the ‘wee train’ once the trackbed reverts to the purpose of being a long abandoned ‘drive’ for Torosay Castle. Whilst it may not have been the reason a lot of people visit the village, for nigh on thirty years, it’s been a good reason to stay a while longer. It’s places like these that will feel the knock-on effects the most once the HORNBY box is packed up and ready for the big move to Loch Lomond.

In years to come, I’ll happily return to the island and relive my first and last journey on Mull Rail – taking in the views by foot. However, I seriously doubt any stroll that I or anyone else takes along the route in future will be as well attended as the Mull Rail train service I boarded that day. The scenery along the way alone will do little to entice visitors.

How much of the time that the ‘drive’ spent as a railway will be preserved is anyone’s guess. I’m doubtful that much will change – Bob’s Big Ditch, Oliver’s Rock, Skeleton Gulch and Wakeful’s Leap will all remain, albeit in spirit, and the ferns, flowers and trees will certainly continue to grow and multiply. But will there be half as much life along that ‘drive’ without the sound of a train passing through it? At best the trackbed will be preserved as a footpath, and at worst, nature will simply reclaim what man achieved for thirty years.

But the Mull Railway will undoubtedly reap the benefits of their eviction in the long-term. They will see more visitors when based in a major tourist area in a far more accessible location, and provide an invaluable service to visitors who wish to visit other attractions in the area. On top of this, through being on the mainland, will have easier access to materials and goods, which would have been costly to transport to their previous Island base.

They leave Mull under unfortunate and unsympathetic circumstances, but move on to a far happier ending with continued prosperity and a guaranteed future ahead. Clearly, there are people out there who see the true value of volunteer-run railways and the knock-on effects they have for local businesses and enterprise. In time, I wager that the local authorities based on Mull will appreciate the contribution that the ‘wee train’ brought to Craignure and the Island itself.

All images copyright of Ryan Hagan.

Happier days in 2008, as a casual visitor overlooks the operation of this toy railway...

Bodmin & Wendford review

2011-09-19T13:47:00.000-07:00

Back to reviews. And back to the South West for our next item.

The Bodmin & Wendford Railway

England’s furthest South-West standard gauge heritage railway runs on part of the old Bodmin & Wadebridge Railway network, dating back to the 1830s. Established as a volunteer operation in 1986, their Silver Jubilee year has taken them from offering open days with industrial tank engines, to hosting some notable gala weekends; offering enthusiasts with a great blend of Great Western/London & South Western flavoured motive power.

But does that flavor turn sour when there’s less to see and do?

…all together now!

Directions:

From the Liskeard approach on the main A38, there are signposts from four miles away. However, once across the A30, there appeared to be few directions until I was RIGHT outside Bodmin General station itself. Even doubling-back on that route twice in the same day didn’t reveal anything new to me. That aside, parking was free but could be limited even on normal working days.

Parking is more capacious at FGW’s Bodmin Parkway. But, at 70 spaces, even this is limited. And, this being the national network, there’s a Pay & Display pricetag to go with it!

Rail access is made easy with a direct connection being made at Bodmin Parkway. With frequent connections operated by First Great Western and Virgin trains, those coming from further a field can do so just as easily by public transport as by car.

Ticket Prices:

An Adult Rover, entitled a ‘Freedom of the Line’ ticket, is listed at £11.40. Senior Citizen’s can obtain the same ticket for £1 less, Children (aged 3-16) can gain this for £5 and Under 3’s are entitled to FREE entry.

The price per mile however, whilst not the highest yet seen, does seem a little steep at roughly 88p per mile for a 13 mile round trip.

First Impressions:

Upon entry via the stone-built station building, one is introduced to a smartly dressed BR Western Region styled terminus. While it may not give you the impression of ‘stepping into the past’ that other railways might, the architecture and cleanliness is maintained to a very high and authentic standard. Whilst not enviable, it’s admirable.

On this occasion, the trainset consisted of GWR 64XX Pannier No 6435 and three Blood & Custard Mk1s. Even in poor lighting, the engine looked clean enough. And, although the external appearance of the coaches seemed a little shabby by comparison, nothing looked out of place.

Looking around the station itself, I found that workshop access could be obtained via the car park. Enabling visitors with a look at work in progress, as well as close photo opportunities with rolling stock left outside; including the ex Port Of Par 0-4-0ST ‘Judy’.

Shed access on the other hand, wasn’t possible. As such, I wasn’t able to get a good close up of the ex-LSWR locomotives that the railway has hosted over the years. A glance at the National Railway Museum’s T9 No 30120 was limited to just the front end.

Disappointing as it seems, this is one of the better vantage points of the shed.

What’s more, coaching stock on the railway seems to be mostly Mk1s. As stated in the Mid Hants review, the average visitor may grow tired of them after a while compared to more historic stock. But again, there are more important issues to running a railway.

Along The Line:

This railway is unique in the British Isles in that, it offers two round journeys in one. On a map, Bodmin General sits in the apex of a Y-shaped formation; between Bodmin Parkway and Boscarne Junction. This means the engine has to run around its train at every station; with the short platform at Bodmin General including a brief shunting maneuver for the whole train.

If anything, this is a rare experience. But, the casual visitors may have to remind themselves of what’s going on.

On this occasion, the railway was operating its Red timetable, with five departures from Bodmin General. However, at a first glance, this timetable may seem confusing to some. I had to glance at it on several occasions to discover that the listing of one terminus directly after another doesn’t imply that each departure denotes a round trip. In short, an open mind is suggested.

The railway itself runs through picturesque woodland for much of its formation. Which, combined with continuous gradients and tight curves, calls for skillful locomotive handling; especially on hot summer days.

The on-train voiceover would sometimes provide useful information for passengers wishing to dismount along the way. However, it was mostly used by the buffet attendant to show off his sense of humour… that didn’t go down too well with most of the passengers!

On the Bodmin Parkway section, the intermediate Coldslugget Halt provides tourists with the opportunity of getting out for the 1.5 mile walk to the nearby Cardinham Woods, complete with its own nature trails. However, passengers should note that, due to the gradient, northbound services DON’T stop here.

Bodmin Parkway has been in situ since 1887. Although little more than a bay platform with a run around loop, those requiring shelter can take refuge in the main station building next to the car park.

On weekdays, mainline services seemed to connect sufficiently with B&WR trains. I recall on two arrivals that FGW services would leave a 40 second gap for passengers to change trains.

The other end of the line at Boscarne Junction provides a connection with the Camel Trail; the cycle path built on the formation of the trackbed to Wadebridge and Padstow. Although the shelter provides the only sight of a non-GWR themed building, it’s not the biggest in the world. Furthermore, it’s only opened once the first arrival reaches the station; meaning that, on some occasions, cyclists arriving from the west may have to wait until midday to be covered from the elements.

Food & Catering:

The usual on train buffet facilities are in place, with the usual array of hot/cold drinks, snacks and alcohol provided; the prices for which seemed adequate.

But those in need of a hot meal would be most inclined to head for the Restaurant room at Bodmin General. Although clean, this is a rather small affair serving mainly breakfast related food between 10:00-14:00. A Cheese & Ham Panini, a muffin and a bottle of juice provided a filling meal for £5.40, but those expecting more variety may prefer to find somewhere else in town. Indeed, for a waiting time of 5-10 minutes, I’ve been offered more appetizing food at other places.

Shops:

The usual selection of books and DVDs are evident. Naturally, the GWR/West Country theme is continued in the choice of literature, while the DVDs provide a more limited choice. Various B&R, Marsden Rail and TVP programs are listed at £19.95 each, while ‘The Titfield Thunderbolt’ is priced at £9.99.

Most brands of models are represented, with roughly 7% off the RRP of various Hornby Railroad products. Bachmann’s BR Std 3MT was also priced with a discount, at over 10% less. But the overall range did seem somewhat limited.

CONCLUSION:

This is one of those railways that seem to stand out more on gala days, when there’s more than one locomotive in operation. Mr & Mrs Tourist may see it as a pleasant way to spend a few hours, but even they might find the value for money to be a bit much. And as such, might choose to tie it in with other activities.

However, this railway has come a long way in the last 25 years. Although many elements may seem primitive by comparison to other heritage railways of similar age, it retains a strong historical sense of authenticity. Gone are the early days of preservation with industrial tank engines complimented with the occasional hired guest. In their place, strong mixes of motive power that recreates the 1950s West Country image.

All in all, it’s an effort that seems to cater more for the enthusiast. But given how far it’s progressed, a flying visit wouldn’t go amiss.

Farewell To Std 5: 10/09/11 on the MHR, a photo report

2011-09-11T17:13:00.000-07:00

I hadn't intended on blogging gala days alongside reviews and opinions. But, in a bid to try out new things, I thought this might be worth a shot.

Over the weekend of 10th-11th of September, the Mid Hants Railway held an official farewell weekend to resident BR Std 5MT No 73096; which is due for a much deserved overhaul very shortly. For economical and practical reasons, many railways may not go to such lengths whenever one of their engines bows out of traffic. However, a friend of mine from the MHR informed me of the extent that Ropley's fitters would often go to for the sake of this engine; even re-boring one of the cylinders towards the end of the boiler ticket!

Having lived through a cylinder explosion, it's only fair to say that 73096 deserves a break from traffic. But for now, here's a few photo's I took during my visit on the 10th of the star, U-class no 31806 and WC Pacific No 34007 'Wadebridge'.

Something Completely Different: Something for you to support!

2011-09-05T13:49:00.000-07:00

DISCLAIMER:
This plea is not related to trains/railways in anyway. But, as a filmmaker (of sorts), I would be grateful if you didn't overlook this post.

http://www.indiegogo.com/oisin-in-Tir-na-nOg-3rd-year-film-epic

A good friend of mine and her colleagues are appealing for funds for their 3rd Year Graduate Film project; shooting of which looks due to start in a matter of weeks. But money is still disappointingly low.
I implore you, if you can contribute, then please do. And please spread the word as much as possible. The more that's brought in, the better the outcome could be. Even a few £s can make a difference to re-tell a classic Irish tale!

Thank you.

UPDATE: Peak Rail Review

2011-08-30T16:34:00.000-07:00

Yes, it’s 11 days late. But writing this review has shown me three things:

1) Writing one review per week seemed a workload more than I was capable of handling.
2) If something is being done for pleasure, rushing it will only spoil it.
3) Writing and Holiday Arrangements don’t mix!

In short, I shall be cutting back on the number of reviews I undertake to one a fortnight for the time being. However, I aim to cover more than just heritage railways themselves in the near future. So all I can keep saying is watch this space.

In the meantime, however…

Peak Rail

This section of the former Midland Railway link from Derby to Manchester has been operated in its current form since 1991; following the demise of the short lived Buxton Railway Centre. It offers visitors a short ride through part of the Peak District, with the setting being its strongest selling point; supposedly with the tourist in mind, more than the enthusiast.

But what can one expect to see when they make their visit?

…three, two, one!

Directions:

On July 2^nd 2011, Peak Rail established a joint terminus with the Network Rail terminus; moving down the line from their old Riverside station. This allows access via rail to be as easy as ABC, with visitors only required to change platforms upon arrival from the South.

I didn’t get a chance to test signposting this time around, but parking at Matlock is sufficient, even if it’s a Pay & Display affair. There’s a much bigger car park available at Rowsley South, which is free. So visitors are not stuck for choice.

Ticket Prices:

An Adult ticket will set you back £7.50, which works out at roughly 83p per mile for a round trip of approximately 9 miles (exact length appears not to be published as of yet). Children can get in for a variety of prices depending on age; Under 2’s get in free, 3-5 will be charged £2 and 6-15 face a £4 fee. Seniors are charged £6 and a Family (listed as two adults and up to three children) face an overall fee of just £23. Despite the overall length of the line, these don’t seem to be staggering amounts of money for such a run; which proves that it’s the experience that counts.

First Impressions:

Upon entry to the station at Matlock, one may be surprised to find that both sides of the station are well kept; not just the newly re-opened PR platform. All the station buildings have been restored to their historic Midland Railway appearance, which smartens up East Midlands services a great deal. The only warning is that, as of 2011, there seemed to be a lack of separate ticket office facilities for Peak Rail.

Still, it’s early days for this.

Arrival of the train however, brought about some form of detergent for the enthusiast. This was a top and tailed service of six BR coaches sandwiched between Austerity 0-6-0ST No 68013 and a Class 31 diesel in Regional Railways colours. Cleanliness was commendable but even the casual visitor may not show much interest in this particular arrangement.

0-6-0ST No 68013, the cleanest item in the formation.

...a stark contrast to this neglected Class 31!

Along The Line:

Contrary to popular belief, the railway itself actually runs on the outside of the boundaries of the Peak District National Park. So whatever views there are to be had are not as scenic as one might expect; the Matlock-Darley Dale section being obscured largely by trees, before opening up towards the Rowsley end of the route.
That said, what could be seen was far from an eyesore!

On this occasion, the railway was operating its Green timetable, with five return workings. This seems sufficient for a railway of this size, but the line speed didn’t seem very high. This is probably a means of trying to maintain a more leisurely time to complete the relatively short journey.

The halfway point at Darley Dale shows a collection of station buildings which could benefit with some more TLC; particularly the signalbox. That said, it was nice to see that some of the original Midland materials have been re-used to recreate the look of the station.

Darley Dale signalbox, looking slightly forlorn.

The waiting room and toilet block, looking only slightly better.

On the other hand, the terminus at Rowsley South is VERY well kept. Although there’s little in the way of horticulture, the handful of station buildings (made up of disguised portacabins) looked very smart in authentic Midland liveries.

A single van overlooks the station car park.

Access to the yards is permitted via a foot crossing at the end of the platform. The restored turntable and recreation of the former 17D Motive Power Depot are notable achievements for such a small organization. However, the shed itself cannot be entered free of will and whatever sights there are to see are mainly for the diesel enthusiast; the only steam locomotives on sight being other Austerities.

The re-instated turntable, 60 feet in diameter.

Food & Catering:

The usual array of drinks and snacks are available from the on-train buffet, as well as alcoholic beverages.

But for me, the Rowsley South Refreshment Room provided a big surprise. This might not be very big inside, but the cleanliness of the floors, tables and cutlery were amongst the best kept I’ve witnessed. The food was also some of the best value I’ve ever come across on a heritage railway, with a Portion of Chips and a can of juice coming to just £2.20. Given that this came within 5 minutes of ordering, combined with the size of the portion and quality of the chips themselves, I would consider this a steal!

Aside from this, the traditional Derbyshire ‘Cobs’ also come recommended!

Shops:

The gift shop at Rowsley South provides the usual selection of books and DVDs. The choice appeared somewhat limited, with focus appearing more on the generic railway-related souvenirs. However there did appear to be availability of every single volume of the B&R range, at £20.45 each.

For the enthusiast though, the better of the two shops was at Matlock. Located in the main building on the NR platform, this stocked the largest selection of books I have come across at a heritage railway; with titles of all ages stretched across all railway topics. DVD choices were limited by comparison, and prices for the B&R collection matched those at Rowsley, but there were some bargains to be found. Including ‘Decades Of Steam’ for £7.16 per volume (the lowest I’ve seen for this series!) and TeleRail’s ‘Vanishing World Steam’ series for £12.99 a piece (the RRP being nearer £25 when new!).

The lack of 1^st Hand 00 Gauge models in each shop was disappointing, but understandable; as not every railway would find these to be a profitable investment. However, there was a smattering of 2^nd hand items on offer at the Matlock end.

Furthermore, for those with a keen interest in music, the Matlock shop appeared to stock vintage Vinyls and LPs for less than £5 each; an un-expected surprise for a budding musician like me!

CONCLUSION:

The current experience of Peak Rail is still one of a railway that has a way to go yet. The limited range of rolling stock might put off the enthusiast and the average tourist might not think much of the overall views. However, 1^st Rate gift shops and catering facilities, along with the recent breakthrough in connecting to the national network, are proof that this railway can go places.

There are plans afoot for Peak Rail to extend northwards into the Monsel Dale area of Bakewell over the next few years. But, this will only happen if people continue to visit and support the line. So if you haven’t been yet, it’s worth going to try and open up new opportunities for a railway that is a comparative junior in the Heritage Railway world.

In short, Peak Rail has done well so far. But the best seems yet to come!

Next stop Bakewell? Only with YOUR help!

Mid Hants Railway review

2011-08-15T13:17:00.000-07:00

My apologies for recent delays; due to other commitments, last weeks’ review overran longer than I would have liked. So, to make up for it, I shall try and deliver two for this week. The first of which is…

The Mid Hants Railway

Formerly part of the route constructed by the Alton, Alresford & Winchester Railway Company in 1865, this line runs for a 10-mile stretch through rural Hampshire. Being in Southern territory, the preservation society has aimed to re-create the feel of various periods in the company’s history; from the 1920s to BR days. And, from re-opening in 1977, has boasted some impressive gala weekends whilst building up healthy working agreements with many big names in preservation; including The A1 Steam Trust and millionaire Jeremy Hosking.

But galas aside, what does the railway itself have to offer? Is such a line worthy of a visit on a normal working day?

…it’s that time again!

Directions:

The Alton end of the line is easily accessible by rail; with visitors from London Waterloo facing a normal journey time of less than 75 minutes.

Driving to the railway is relatively straight forward, with signposting evident on the A31 outside Alton. This signposting however appeared to end once inside the town, the general idea being for visitors to follow signs for the adjacent mainline station. Once there, whilst parking is plentiful, there is a flat fee of up to £6 to be paid. Whilst parking at the Arlesford end of the route charges up to £1.80 for over 4 hours.

Ticket Prices:

The usual Adult Day Rover will set you back £14, with Children (ages 2-16) going for half of that and a Family ticket (specified as two adults and two children) listed at £35. There is no Senior ticket available, but children under 2 are allowed in for free.

The price per mile for an Adult works out at 70p per mile for a 20 mile round trip. So, no complaints could be said about value for money.

First Impressions:

The MHR’s platform is approached from the car park via a superbly renovated enclosed footbridge. Upon entering the station, one may feel somewhat confused by the lack of a separate ticket office; tickets available for purchase from the station shop. But don’t let this put you off, as the overall look and feel of the station infrastructure and horticulture is very strong. Each of the buildings are resplendently kept and, even though this station was restored to 1960s BR condition, there were no notable signs of wear and tear. Instead, hanging flowerpots and the proud sign overlooking the station were a welcoming sight.

The view of the station building at Alton from the car park.
For an NR station, this is superbly authentic!

On the MHR platform, looking towards London.

The view towards Arlesford.

A few flowers always aid to please the eye.

The railway’s website lists a roster to inform visitors about which locomotives are due to run on which operating days; enabling planning of your visit to be made easier. This however, like all rosters, is subject to last-minute change, which no railway can be held responsible for.

In this instance however, the change in question led to a pleasant surprise. I was enthralled to witness the arrival of historic Maunsell 4-6-0 No 850 ‘Lord Nelson’, immaculately turned out along with four equally clean ex-BR coaches.

'Lord Nelson' ready for a run up the line.

All in all, visitor attractiveness really makes one feel as though they are stepping into the past.

Along The Line:

Once clear of the Alton suburbs, the countryside really opens up. The Hampshire fields stretch as far as the eye can see. However, don’t be fooled by the curvature of the land. All those fields may look flat to the casual eye, but the railway itself boasts dueling gradients in either direction; the climb nicknamed by railwaymen of old as ‘The Alps’, which endures hard work for the locomotive and its crew.

The standard of presentation at each of the stations along the line seems even higher and more authentic than Alton; the MHR aiming to re-create Post-War Southern, BR Southern Region and Pre-War Southern representations at Medstead & Four Marks, Ropley and Arlesford, respectively. Again, one feels as though they are stepping further into the past the further they travel.

Medstead & Four Marks signalbox.

Ropley signlabox.

Don't see many of THESE about, do you?

The on-train voice over was a nice addition, but a little hard to understand. Not because of regional accents, but technical hitches which I have personally experienced on previous visits!

On this occasion, the railway was operating its Blue timetable service, with two steam-hauled trainsets offering six runs in each direction. The second of these was passed at Ropley behind Maunsell ‘U’ class 2-6-0 No 31806, which looked equally as clean as ‘Lord Nelson’.

The only real complaint that one could have about the rolling stock is the lack of ‘vintage’ carriages on the line. The MHR has run for several years mainly with former BR stock and, while they do the job, such coaches may get a little boring for the casual visitor after a while. However, even if it’s nice to see more historic coaches in service, operation of the railway must come first.

'U' class N0 31806 waiting for 'Nellie' to pass.

The green elephant coasts into Ropley.

The engine sheds and workshops are located at Ropley. And, although not always open to the public, access to the yards was available on this occasion. This is excellent for close-up examination of work in progress and various locomotives standing by for attention and duty; allowing photo opportunities a-plenty. But, beware of where you put your feet and on NO account are you to ignore any warning signs and barriers!

In the yard at Ropley.

Former LSWR Urie S15 No 506 undergoing overhaul.

The workshop doors kept open for the public to see what's going on.

The MHR's own licensed Thomas The Tank Engine, which is often hired out to other railways for their Days Out With Thomas events.

LMS Black 5 No 45379 on standby.

There is also a short miniature railway beyond the picnic area above Platform 1. This is reported to be open every operational weekend and looks like a welcome way to help kill time between trains; especially for children.

The end of the line at Alresford features the old Lyme Regis station building; again standards of appearance were commendable and disabled access did seem evident. However, the narrow platform ends could limit space for wheelchair-bound passengers.

Overlooking the station area at Alresford.

...well where else do you think it's going to be?

The old cattle dock, restored to its former glory.

While on such a subject, footbridges are in use at all stations, but at Alton especially, additional facilities for changing platforms could raise concerns for disabled visitors. The brochure also denotes that disabled access is limited at Medstead & Four Marks, with no disabled toilets on site.

Are there enough of other means of crossing the tracks on this line?

Food & Catering:

Light snacks are available from the station shop at Alton, and the usual on-board catering facilities come in the form of a buffet car on both trains, serving the usual snacks and drinks. Alcoholic beverages are available, but those who crave for local ale may be disappointed to hear that they’re not always on offer. In this instance, I had to make do with a can of John Smiths at £2.50.

But those with a hot meal in mind would be more interested in the West Country Buffet at Alresford. The interior continues that distinctive Southern Railway atmosphere, with nameplates and signs accompanying the magnificent portraits of various Bullied Pacifics on the walls. The Homemade Steak & Ale Pie with chips, salad and a can of juice was of commendable quality and delivered in an equally commendable 5 minutes. However, the portion of the pie itself seemed somewhat underwhelming for an overall price of £8.85.

Shops:

Alton and Ropley stations both have gift shops that offer the usual array of books, DVDs and railway-related souvenirs. However, the offering at Arlesford overshadows both these. This offers a varied selections of books which covers many preserved railways, as well as a strong representation from Middleton Press. DVD stocks however consist mainly or archive programs such as the B&R Collection (£19.95 each), Railway Roundabout (£12.99 each) and various offerings from Kingfisher (mostly £14.95 each). A big surprise came in the form of boxsets of the vintage BBC sitcom ‘Allo Allo’; which were priced at £14.99 each.

Model stocks were also represented by brands including Hornby, Bachmann & Graham Farish. Most items I looked at were listed at prices up to 10% below their RRPs, including the following:

-Hornby Bullied WCs: around £119 (RRPs around £124.69, roughly 5% off)

-Bachmann 04 2-8-0: £128.75 (RRP £142.90, roughly 10% off)

-Bachmann Mk1 Coaches: £23.45 (RRP £25.95, roughly 10% off)

There is no set discount, however. As various Hornby coaches were also listed at £29.75 each; nearly 19% off their RRPs!

Although I’ve often overlooked the railway themed souvenirs in the past, I felt that the MHR’s own themed beer mug was worthy of mention. At £3.99, this seemed a worthy bargain for what is just a pint glass with some painting on it; certainly cheaper than most supermarkets seem to sell them for!

CONCLUSION:

All in all, this line has done wonders in nearly 35 years of operation. Disabled access might benefit with some improvements, vintage rolling stock may be lacking and the price of food might seem a little much for some, but the appearance of the railway’s stock and infrastructure adds immensely to the overall experience. Enthusiasts would be attracted to the locomotive fleet, even on normal days, and the casual visitor would find the views very pleasing to the eye. What’s more, access to the locomotive yard is bound to appeal to many who would care for a look behind the scenes!

Niggles aside, there seems to be little for Mr & Mrs Tourist to moan about. And while the die-hard enthusiast may yearn to travel in a coach that isn’t a Mk1, there’s far more important things to worry about.

There’s no getting around it. The Mid Hants Railway has proved itself to be one of the highest regarded heritage lines in Southern England.

The image says it all. The Southern Railway at its finest!

'Lord Nelson' runs round her train for another run over The Alps.

Hopefully, the next review will be out by Friday. Stay tuned!

North Yorkshire Moors Railway review

2011-08-06T12:01:00.000-07:00

As much as one tries to write consumer advice for tourists, it has been proven by some that the enthusiast within me often overrules the need to focus on what matters most to the casual visitor; choosing instead, to look at some of the rivet-counting aspects of each railway.

While I do not write these reviews with the enthusiast as the primary customer, please bear in mind that many believe that part of preservation is to recreate the feel of a place. Otherwise, fewer and fewer preservationists would try to put in so many man-hours and so much money into restoring historic sites and stock to their authentic representation. In short, I am merely trying (with lots to learn, admittedly!) to provide the best for both worlds. No offences are intended, and if negatives are said, they are merely there to give visitors an idea of what to expect; absolutely NO negatives are drawn from personal opinions.

All in all, it’s an intention to serve whilst fun to achieve!

With that in mind, time for this weeks review.

The North Yorkshire Moors Railway

Formerly part of the LNER route from Whitby to Malton, this railway is one of the UK’s leading Heritage lines. Running under volunteer management since the late 1960s, it has been made famous in recent years through appearances in ITV’s ‘Heartbeat’ and the Harry Potter films. Plus on gala weekends, this line often boasts some impressive locomotive lineups.

But does the ‘normal day’ experience do this line the same degree of justice? Is one of the UK’s premiere Heritage Railways still worth visiting when there are fewer headlines?

…here we go again!

Directions:

From the Pickering end of the line, signposts can be found from the A64 between York and Scarborough. But coming in from the west on the A170, I couldn’t find any signs until I was in the town itself. That said, they were sufficient in the confines of the town and I had no problem reaching my destination.

Parking on busy days can be limited; an overflow car park being available further up the Under Cliffe road. However, there is a £5 Pay & Display arrangement for use of the main car park.
There is however, a park & Ride scheme in use on the A169 during summer months. Given the limits of parking at the station, this is preferable for use on busy days.

Ticket Prices:

An Adult Day Rover between Pickering & Grosmont will set you back £16, which works out at roughly 44p per mile for a 36 mile round trip; the lowest we’ve seen so far. Children (qualified as ‘Under 16’) will receive the same ticket for £8, Concessions for £14 and the Family ticket, listed as two adults and up to four children, will be set back £33 in total. What’s more, prices for the same ticket between Pickering & Whitby are only a few pounds more per person (forgivingly inconsistent, given the demand). So, it seems that value for money appears highly favorable on paper.

First Impressions:

Pickering station has recently gained the long-awaited installation of an overall roof; which has added to the, already strong, 1930s LNER atmosphere immensely. Opening up numerous photo opportunities for engines entering and running round, the roof has transformed the appearance of the station to that of a much higher status. The rest of the buildings are also kept in a very smart order, with the addition of a small visitor center on Platform 2 informing visitors about the NYMR’s history.

Upon entry from the car park, this is the first look one gets with the new roof tucked behind the footbridge.

Beneath the roof, the station appears transformed.

One has to admire the little touches which add to the feel of the station. An old W.H.SMITH kiosk is always interesting to look at.

Against a stone wall, this sign looks incredibly smart!

Arrival of the train put those photo opportunities to good use, with plenty of atmospheric steam clinging to the roof. LMS Black 5 No 44767 ‘George Stephenson’ coupled with a set of seven Blood & Custard Mk1s looked the part and one had no complaints about the standard of cleanliness.

No 44767 'George Stephenson' beneath the roof

Plenty of atmospheric steam can be captured beneath the roof on a cold day.

One may prefer to see LNER locos and stock in this neck of the woods, but this railway provides that too; and frankly, there are more important issues to worry about than having things look right!

Along The Line:

This is one of those railways that’s extremely fortunate to be in such a picturesque location. The North York Moors National Park offers endless sights of un-spoilt hillside for much of the formation. Even on a poor day, the range of colours is very eye pleasing for Mr & Mrs Tourist.

But that lies beyond the railway’s confines. What about the line itself?

On this occasion, the railway was operating its ‘Grey Timetable’ service; with two trainsets running six departures from each end of the line. Passing the second one at Levisham, consisting of another seven coach rake of Mk1s and 9F No 92214 showed me that, on public trains atleast, the standard of cleanliness was generally kept presentable. This timetable however, is the only service that doesn’t run trains through to Whitby. So for those who wish to go beyond Grosmont will need to change for Network Rail services.

Station cleanliness along the line is generally well kept. Levisham, Goathland and Grosmont stations have been restored to represent different periods in history; from the turn of the century, through the distinctly North Eastern appearance of the celebrity location of ITVs ‘Heartbeat’, to 1950s BR Eastern Region, respectively.

The former two are however, quaint by comparison to both ends of the line; their platforms only being big enough for roughly three coaches. So visitors are advised to listen out for seating instructions along the train, should they choose to disembark along the way. What’s more, a stop off at the isolated Newtondale Halt, is only available on request by alerting the guard.

The approach to Grosmont, having coasted down the fearsome 1-in-49 section from Goathland, is alerted by the sight of the engine sheds on the southbound side (East). Various historic diesels could be seen on this day, along with other NYMR resident steam engines; the sight of newly restored J72 No 69023 ‘Joem’ was a beautiful Apple Green gem in a yard full of BR Black and Green machines.

'Joem' standing out from the crowd.

At the north end of the tunnel beyond the shed, one can get a glimpse of the superb horticultural display welcoming visitors to Grosmont; a final slice of Eden before reaching the end of the line.

Grosmont station itself, is probably the most forlorn in appearance. While far from atrocious, the external wear and tear seems stark contrast compared to the opposite end of the line. But then, this end is restored to 1950s BR Eastern Region appearance; so a little wear adds authenticity.

The signalbox with the stairway painted in the striking shade of blue.

Standing tall over the start of the run, the signal gantry dominates this view.

'George Stephenson' awaits departure.

Access to National Network services to Whitby and Battersby, is a simple stroll across the platform. One thing that has been brought to my attention since my visit is that, although I was able to reach Whitby with my NYMR ticket on a Northern Rail service (with approval by the ticket inspector), the railway has changed policies. The 2011 brochure states that NYMR tickets are no longer valid on Northern Rail services.

Access to the engine shed is via a tunnel parallel to that of the railway, which lies on part of the former Stephenson built horse-drawn waggonway. Sections of the yard are open to the public, making it possible for visitors to see locomotives in storage or being prepared. However, some of those in storage were looking quite worse for wear, particularly WD 2-10-0 No 3672 ‘Dame Vera Lynn’, which looks as though it has been left in the open for several years.

Inside the main shed, visitors can view locos from a raised platform next to the Shed Shop entrance. It is also possible to have a glimpse of what’s going on in the works from the shop itself. However, this public area is not wheelchair accessible.

Inside the works, from the window of the Shed Shop.

All in all, the ride itself is one of the most scenic in England and little complaints can be said about general appearance. But storage of stock raises some questions.

Food & Catering:

There are buffet cars on most services serving the usual array of hot/cold drinks and snacks. However on this occasion, my train came equipped with a refreshment trolley instead. So it seems that the railway try to provide refreshment facilities even when there’s no buffet car.

There are café facilities at Grosmont that serve lite bites and snacks at fair prices, but those who are looking for a full meal and a complimentary pint might be more content with ‘The Station Tavern’ situated just next to the signalbox; which also doubles as a Bed & Breakfast.

Tearoom facilities are situated at Goathland and Levisham, but the refreshment room at Pickering, which serves hot meals, overshadows both these. The menu on this occasion included a Homemade Beef Burger with chips & salad for £5.95, Homemade quiche (choice of cheese with either ham or tomato and peppers) for £5.80 and the traditional Roast Beef with homemade Yorkshire puddings and vegetables for £5.95. Unfortunately, due to time, I was only able to sample the Bacon & Sausage roll (which comes recommended at £2.90).

However, although I couldn’t see any notice of the opening times, this facility appeared to shut up shop by 3:45pm on this occasion. So those who are looking for a late lunch, be careful; you may end up looking elsewhere!

Shops:

An in-house gift shop facility is located at each end of the line. Both of these sell the usual array of books, DVDs and, in the case of Pickering, the overpriced 00 gauge Dapol wagons painted in local paint schemes. The range of books feature a predictable majority in favor of LNER and NYMR material. And, this being ‘Heartbeat’ country, there is literature related to this and general country life in stock.

DVD stocks at Pickering were limited to just one shelf, with usual yardsticks such as the Marsden Rail collection (£19.95 each) ‘Decades of Steam’ and ‘Railway Roundabout’ (both £15 each) being the norm.

However, although a second hand affair, the Shed Shop at Grosmont may attract the greatest interest (for the enthusiast, atleast). One can obtain various VHS’s for £2.50 each, Hornby & Bachmann models with recorded discounts of atleast 14% off their RRPs and a vast selection of second hand books. What’s more, one could save on brand new DVDs by purchase here rather than in the main gift shops; with ‘Railway Roundabout’ volumes going at £12 a piece.

CONCLUSION:

Love it or hate it, this is one of those railways that remain successful due to its location, authenticity and marketing. There may be operational difficulties concerning platform lengths and the storage of locos and stock appears to require further priority in future, but with authentically kept stations and infrastructure, the railway itself runs an attractive operation. What’s more, the sight and sound of locomotives working at their hardest over the steep gradients are likely to turn several heads.

In terms of value for money, there’s no getting around how fortunate Mr & Mrs Tourist is to experience such a run at such a price. And on that basis, this line deserves its status as one of the premiere heritage lines in the UK.

'Heartbeat' may not be everybody's cup of tea, but this railway is still worthy of a visit!