Thanks go to Mr I.Fyvie, Mr. S. Smalley, Mr. A. Wood (Watercress Line), and our sponsors, Mr C.G. Stirling and Mr. R. Black (Strathspey Rly), and Mr. B. Denton (North Norfolk Rly.) for inclusions to our articles. Hopefully, we'll be sending someone to see these companies for a full write-up in time.
As by now you'll have noticed, we have a completely new look to the Crypt. That's not the only change, though, and we're proud to add to our list of sponsoring companies those of The Srathspey Railway , and The North Norfolk Railway, both of which have kindly granted permission for access and use of their Web-sites. We hope that others will join their example, and help make your magazine totally unique. In the meanwhile, I'll attempt to bring the railways to your computer through a few 'hands on' experiences of a volunteer or two !
In our last Steam Corner, I mentioned taking a look at rolling stock, which I intend on doing now. In their earliest form, passenger coaches differed little from a goods wagon, with the exception of rough wooden seating. As time progressed, carriages developed a roof, as the gentry of the time expressed dissatisfaction with travelling in the open.
This, naturally, gave rise to the need of lighting, which in turn provided it's own problems - oil lamps produced an odour which clung to clothing and unpleasant gases, both of which required removal. The answer to this came in the form of the clerestory roof, where the centre section was raised to faciliate ventilation and the lamps themselves. This format of coachwork rapidly replaced the "stagecoach" as railway travel became more popular, and was extended in length to faciliate further passengers providing the basis for the modern day coaches familiar to all.
Gas lamps were later introduced for a better illumination, followed by a real luxury - steam heating, and upholstered seats ! Until then, one had to dress warmly for any distant travel.
Due to the high risk of fire, however, lighting was eventually provided by batteries suspended below the carriages which were charged by dynamos driven by a belt from a bogie axle. It was about this time that the first corridor coaches were designed and built, which set a new standard for construction although the normal coach had separate compartments which were used primarily for suburban services. These allowed people to move from carriage to carriage, and eventually gave rise to a new service - on train catering, all of which are now considered commonplace. Toilets were placed at either end of the carriage, which bore a side corridor giving access to the seating compartments via a sliding door; all panelling being Mahogany veneered.
These vehicles measured 47' approx. in length.
O.V.Bulleid, when all said and done, was extremely radical in his designs. Though they may not have been the most aesthetic, he managed to address some quite daunting problems. A classic example of this is his "double - decker" rolling stock, designed to cope with commuter over - crowding without having to run additional services, by means of twin level compartments. Unfortunately, these proved to be less than popular with the commuters, due in part to the cramped conditions.
Sir Nigel Gresley, however, produced beautiful coaches in teak, with an intention towards quality. As luck has it, there are still a few remaining examples to be found. The interior of some examples would have done many a drawing room proud. The design of these wasn't far dissimilar to the present day, though chairs were the order of the day, compared to the fixed seating of today.
The absolute last word in luxury was, of course, the Pullman range. To travel in one was opulence in the extreme. Regretfully, no photos are available.
Though the basic designs of coaching were borne of the regional Chief Mechanical Engineers, eventually coach design was standardised, leading to the growth of specialist companies for the construction of a new steel bodied variant, which are a familiar sight today.
The American buck-eye coupling has replaced the chain derived screw-link for the modern rolling stock as a far more durable format, and brakes / suspension have also improved, braking being supplied by disc brakes.
Goods Wagons have also undergone dramatic alterations, having started life as 12 foot un-braked vehicles with wooden superstructure. Though adequate in early days, the necessity for braking became quite apparent, leading to a crude manual device of levers being devised. This still left the problem of braking the train, which was answered in the form of a "brake van". These were heavier (16 tons), and were fitted with a screw-operated brake which the guard would operate as required to alleviate coupling snatch. A set of hand signals would be exchanged between footplate men and guard according to the gradients prevailing, and how the brake should be set.
On initial movement of the train, the slack in the couplings had to be taken up first, otherwise the unfortunate guard would find himself and the brake van accelerating rapidly from a standing start, amongst a stream of highly colourful language !
This method of retarding train progress wasn't perfect, and as goods trains got heavier, a need for an alternative became apparent. This came in the form of vacuum braking, which was applied by the footplate men. These wagons gave rise to a new terminology - fitted freight, and wagons without vacuum brakes had to be fitted with a through pipe to allow the brakes to work throughout the train.
Eventually, even goods trains became modulated with the arrival of containers and modern handling facilities for large volume work. This was the end of an era which is by most standards now forgotten, where wagons more often than not were laden / unloaded by hand.
These were the heady days of the railways - of fiddle yards, cattle docks, extensive branch lines, locomotives that stirred and stimulated the imagination of all shapes and sizes. Indeed, of small boys in large groups, looking like starlings, sat neatly along a wall with pencils, jotters, sandwiches and the odd camera observing the bustle of the railway before them. The sight and sound of locos straining with a heavy load, of shunting wagons full of goods to their respective trains, and the rush and excitement of a passing express heralded by a shrill whistle.
And what of those men who ran the railways? They who would cheerfully wave from a footplate at those small boys, despite their labours. Those who assisted passengers with heavy luggage, or toiled with permanent way. The unseen masses keeping the equipment in working order, and countless others besides?
The small boys became all manner of things, but just how many longed to be, at one time, part of the picture of railway enterprise? Isn't it strange that normal working men should have such a profound influence on the casual observer, even more so now that steam locos find their way rarely onto Railtrack metals, only to cause absentees from work, and traffic chaos on their routes?
Or perhaps it isn't.
The times change, and along with them, all else changes. The freight train of today is a modulated unit with full disc braking, and no guard required, capable of carrying 1500 tons of goods. No more the sounds of fervent shunting, just the mass transport of items to points of distribution. The Beeching axe, when it fell, cut more than just the unprofitable lines from the railway infrastructure - it caused a cancer which had been growing with the road transport industry, the result being a disjointed rail network which now struggles to warrant it's existence. The effect of this was catastrophic for the railwaymen and their families; enforced redundancies hit every section of railman, and in certain instances created isolated residential areas with little or no employment available, which had been born with the railway in mind. A complete main line disappeared with it, namely the Great Central Railway which various groups have shown interest in.
The preservation societies, though manned mainly by volunteers, serve to remind us of those bygone days, and regardless of abilities will welcome anyone with a little spare time on their hands, and wishing to volunteer.
Even if you don't wish to volunteer, still pay them a visit - the hard work involved in running the railway is always worth it, if it's appreciated, and all income is put to good use. There are still projects for restoration which require financing, despite the voluntary efforts of the societies, and the railways are an important part of Britain's industrial heritage. The difference here is that this museum is a fully operative one, with a lot more to offer the public - an alternative means of transport, in which many people can play a part - even if just selling tickets.
Though not the same loco, these show firstly what a preserved loco would have looked like awaiting cutting up, and the latter in operational form again.
"The Boys" - An illustration of camaraderie within the motive power depot, which is still prevalent within preservation groups.
That's it for this time around. I hope you all enjoy these offerings !
Baz.
