You may remember that Tony Bartlett was the photographer who took the wonderful photos of Bargain Hunt when they were filming here at Hungerford Arcade.
I hope you all enjoy this wonderful article on Railways and follow the links for some amazing photographs.
Rita
Railways – History, Memorabilia and Nostalgia
Railway’s place in the development of transport
Railways have been part
of the transport scene in the UK for two centuries, and indeed their
origins go back much further than this – to early attempts to improve
the efficiency of mining operations with the use of wheeled wagons
running over specially prepared grooved plateways.
of the transport scene in the UK for two centuries, and indeed their
origins go back much further than this – to early attempts to improve
the efficiency of mining operations with the use of wheeled wagons
running over specially prepared grooved plateways.
It took two
developments to turn these early efforts into something more like the
railway system we recognise today:
developments to turn these early efforts into something more like the
railway system we recognise today:
-
the recognition of
the low rolling resistance of a metal-faced flanged wheel on a
raised continuous metal rail, and the ability to produce these iron
components economically in sufficient quantities to the required
strength and durability -
the development by
Richard Trevithick, an inventor from the Cornish mining tradition,
of a steam engine small and efficient enough to be mounted on to a
vehicle and used as a source of ‘locomotion’.
It has been
well-documented how the conditions for such progress to be achieved
existed uniquely in the UK during the period of the ‘industrial
revolution’ and it can be argued that the development of an
efficient and effective railway network turned this country into the
industrial powerhouse it became during the Victorian era.
well-documented how the conditions for such progress to be achieved
existed uniquely in the UK during the period of the ‘industrial
revolution’ and it can be argued that the development of an
efficient and effective railway network turned this country into the
industrial powerhouse it became during the Victorian era.
The pre-eminent
position of railways continued into the 20th century until
it was increasingly threatened by the greater flexibility of road
transport, both at the personal level and for business purposes.
However a ‘pendulum swing’ is taking us in the 21st
century to a view that railways represent a more sustainable solution
to many of the UK’s transport needs, and investment decisions are
correspondingly starting to reflect this view.
position of railways continued into the 20th century until
it was increasingly threatened by the greater flexibility of road
transport, both at the personal level and for business purposes.
However a ‘pendulum swing’ is taking us in the 21st
century to a view that railways represent a more sustainable solution
to many of the UK’s transport needs, and investment decisions are
correspondingly starting to reflect this view.
Overview historical development
The early driver for
railway development may well have been the need to transport raw
materials between mines and the industrial customers of their
products, but the use of boats around the coast and latterly on
canals had demonstrated the economy and flexibility to be gained from
‘shipping’ bulk quantities over greater distances than were
possible across country, by such roads as then existed. So it was not
long before the visionaries foresaw the possibility of a network of
railways linking the producers of raw materials with their customers
wherever they may be conveniently located, and ultimately with the
consumers of the processed goods.
railway development may well have been the need to transport raw
materials between mines and the industrial customers of their
products, but the use of boats around the coast and latterly on
canals had demonstrated the economy and flexibility to be gained from
‘shipping’ bulk quantities over greater distances than were
possible across country, by such roads as then existed. So it was not
long before the visionaries foresaw the possibility of a network of
railways linking the producers of raw materials with their customers
wherever they may be conveniently located, and ultimately with the
consumers of the processed goods.
A more dangerous, even
subversive, notion which some had was that under the right conditions
it would be possible to transport people on this network of rails! It
was one thing for railways to change the basis of our industrial
capability, but passenger transport was a step too far for
some, with the potential social consequences of the free movement of
people throughout the country. Such opinions informed some of the
early decisions on railway construction, but as the momentum and
appetite for new schemes built up all but the most determined
resistance was swept aside.
subversive, notion which some had was that under the right conditions
it would be possible to transport people on this network of rails! It
was one thing for railways to change the basis of our industrial
capability, but passenger transport was a step too far for
some, with the potential social consequences of the free movement of
people throughout the country. Such opinions informed some of the
early decisions on railway construction, but as the momentum and
appetite for new schemes built up all but the most determined
resistance was swept aside.
As soon as the railway
was released from the immediate confines of the mine, quarry or other
facility which it served, it became an entity in its own right with
the resulting birth of the railway company. Early examples were still
locally promoted and based – the Stockton & Darlington and the
Liverpool & Manchester (the first passenger carrying railway for
public use) being well-known cases. But it was clear that this
approach would not provide a truly national network. In the spirit of
the age, it was business leaders who banded together to promote
‘trunk’ schemes e.g. the London & Birmingham Railway, and the
Great Western Railway (GWR). Government involvement was limited to
oversight, by the need for an Act of Parliament to be passed before
any railway could be built.
was released from the immediate confines of the mine, quarry or other
facility which it served, it became an entity in its own right with
the resulting birth of the railway company. Early examples were still
locally promoted and based – the Stockton & Darlington and the
Liverpool & Manchester (the first passenger carrying railway for
public use) being well-known cases. But it was clear that this
approach would not provide a truly national network. In the spirit of
the age, it was business leaders who banded together to promote
‘trunk’ schemes e.g. the London & Birmingham Railway, and the
Great Western Railway (GWR). Government involvement was limited to
oversight, by the need for an Act of Parliament to be passed before
any railway could be built.
Throughout the
Victorian era the railway network grew incrementally as a combined
result of local, regional and national initiatives. New railway
companies were formed, with many willing investors hoping to find
rich dividends, all of this in the highly competitive environment of
private enterprise. The resulting railway network ‘grew like
Topsy’, reaching its largest route mileage in the early years of
the 20th century.
Victorian era the railway network grew incrementally as a combined
result of local, regional and national initiatives. New railway
companies were formed, with many willing investors hoping to find
rich dividends, all of this in the highly competitive environment of
private enterprise. The resulting railway network ‘grew like
Topsy’, reaching its largest route mileage in the early years of
the 20th century.
Small companies serving
local communities were generally not commercially viable and tended
to be swallowed up by the larger companies they connected with, which
themselves had an interest in the traffic and business derived from
these smaller concerns. Consolidation within the ranks of these
private companies was finally brought to an end by an Act of
Parliament of 1921 by which most of the remaining railway companies
were formed into four regional groups, which continued to operate as
four separate private companies, still able to compete with each
other due to overlaps in the by now sprawling railway network.
local communities were generally not commercially viable and tended
to be swallowed up by the larger companies they connected with, which
themselves had an interest in the traffic and business derived from
these smaller concerns. Consolidation within the ranks of these
private companies was finally brought to an end by an Act of
Parliament of 1921 by which most of the remaining railway companies
were formed into four regional groups, which continued to operate as
four separate private companies, still able to compete with each
other due to overlaps in the by now sprawling railway network.
The ‘big four’
system of railway companies continued to operate successfully for
over 20 years but was finally brought to an end after the railway
system itself had been worn out, over-used and under-invested of
necessity during the Second World war. Nationalisation by the Labour
government in 1948 heralded the retrenchment of British Railways (BR)
into a business which reflected the realities of a world which was
very different from the one in which the railway system was built up
and flourished.
system of railway companies continued to operate successfully for
over 20 years but was finally brought to an end after the railway
system itself had been worn out, over-used and under-invested of
necessity during the Second World war. Nationalisation by the Labour
government in 1948 heralded the retrenchment of British Railways (BR)
into a business which reflected the realities of a world which was
very different from the one in which the railway system was built up
and flourished.
In particular, two
aspects of the business were subject to close scrutiny and
rationalisation:
aspects of the business were subject to close scrutiny and
rationalisation:
-
the route network
itself which was evaluated by accounting methods to determine which
lines no longer were economically viable to operate. The Beeching
report consigned many routes and services to railway history,
resulting in many closures which in the light of later developments
have been much regretted, and in notable cases have been reversed,
either in the public interest or as a result of railway enthusiast
action. -
the decision to
look for alternative sources of motive power and to discontinue the
use of steam haulage. The railway industry itself had been very
active in considering ways to exploit technology as scientific
advances were made – the internal combustion engine was developed
to the level where it could power a railway locomotive early in the
20th century, and electric propulsion from an external
source had similarly been proved to be viable. Unfortunately our
pioneering spirit of the 19th century had been ceded to
the new industrial powers, and when BR did eventually resolve to
modernise its motive power, the process was rushed, wasteful, and
irrational. Nevertheless, the last steam-hauled train ran on British
Railways in August 1968 – signalling the start of a period of
dependence on diesel fuel while major electrification projects
sought to deliver the full potential of a modern rail system.
It should be noted that
during the period of railway success in the UK during the 19th
century, the Government took a ‘light touch’ to regulation,
trusting private enterprise to deliver the rail system which would
bring economic prosperity to the country. Through the 20th
century increasing Government involvement has coincided with the
decline of what was once a treasured national asset. So the upheaval
of nationalisation in 1948 was duly followed by privatisation in the
early 1990s – to a formula unique to this country.
during the period of railway success in the UK during the 19th
century, the Government took a ‘light touch’ to regulation,
trusting private enterprise to deliver the rail system which would
bring economic prosperity to the country. Through the 20th
century increasing Government involvement has coincided with the
decline of what was once a treasured national asset. So the upheaval
of nationalisation in 1948 was duly followed by privatisation in the
early 1990s – to a formula unique to this country.
Historically speaking
our railway companies have been ‘vertically-integrated’ i.e. they
own, operate and are responsible for all aspects of the railway lines
on which they offer a service. This responsibility covers all
infrastructure – land, track, earthworks, bridges, buildings,
track, signalling – rolling stock, maintenance, staff , schedules,
commercial matters, etc. It is a subject of debate as to whether the
current complex ‘horizontally-oriented’ model with separate
companies each with their own individual specialties e.g. passenger
franchises, freight operators, railway infrastructure, rolling stock,
maintenance, new construction, etc. is the optimum for the business
overall.
our railway companies have been ‘vertically-integrated’ i.e. they
own, operate and are responsible for all aspects of the railway lines
on which they offer a service. This responsibility covers all
infrastructure – land, track, earthworks, bridges, buildings,
track, signalling – rolling stock, maintenance, staff , schedules,
commercial matters, etc. It is a subject of debate as to whether the
current complex ‘horizontally-oriented’ model with separate
companies each with their own individual specialties e.g. passenger
franchises, freight operators, railway infrastructure, rolling stock,
maintenance, new construction, etc. is the optimum for the business
overall.
Ephemera and artefacts
It was clear to many
from the outset that railways were going to have a significant impact
on the life and times of the people living during the railway age. As
such the railway scene was regarded as an aspect of life which was
worth observing and recording, in whatever means were available at
the time. Much was written about the railways in official documents
and by authors of fiction, and railway scenes were captured by
artists, perhaps most famously by JMW Turner in his ‘Rain,
Steam, Speed’, showing a GWR broad-gauge express crossing the
Brunel bridge over the Thames at Maidenhead. When photography became
a practical prospect, railways were one of the first subjects to be
captured, and later on the Lumiere brothers’ first movie film was
of a train arriving at their local station on the Côte D’Azure.
from the outset that railways were going to have a significant impact
on the life and times of the people living during the railway age. As
such the railway scene was regarded as an aspect of life which was
worth observing and recording, in whatever means were available at
the time. Much was written about the railways in official documents
and by authors of fiction, and railway scenes were captured by
artists, perhaps most famously by JMW Turner in his ‘Rain,
Steam, Speed’, showing a GWR broad-gauge express crossing the
Brunel bridge over the Thames at Maidenhead. When photography became
a practical prospect, railways were one of the first subjects to be
captured, and later on the Lumiere brothers’ first movie film was
of a train arriving at their local station on the Côte D’Azure.
However the history of
our railways can equally be seen through the many artefacts which are
produced through the very existence and operation of the railway
companies themselves. These range from the smallest items of ephemera
like tickets, timetables, share certificates and other publications,
through day-to-day items like cutlery, crockery, badges, insignia –
to more substantial pieces of railway equipment like furniture, goods
items, signalling equipment, locomotives, carriages and wagons, – and
finally to fixed items of infrastructure – the civil engineers’
province of bridges, tunnels, track beds and alignments, station
buildings, goods sheds, etc.
our railways can equally be seen through the many artefacts which are
produced through the very existence and operation of the railway
companies themselves. These range from the smallest items of ephemera
like tickets, timetables, share certificates and other publications,
through day-to-day items like cutlery, crockery, badges, insignia –
to more substantial pieces of railway equipment like furniture, goods
items, signalling equipment, locomotives, carriages and wagons, – and
finally to fixed items of infrastructure – the civil engineers’
province of bridges, tunnels, track beds and alignments, station
buildings, goods sheds, etc.
With the passage of
time and the continual process of technological development, let
alone the constant ‘churn’ in the operation of the railway
business, a large proportion of these artefacts will have been lost
forever. Redundant infrastructure tends to leave evidence of its
history for many years after it goes out of use – e.g. a walk along
the towpath from Crofton to Wolfhall gives an introduction to the
competition between the GWR and the Midland&SW Junction Railway.
Otherwise, the activities of enthusiasts and collectors have managed
to save many examples of the less permanent artefacts for the benefit
of future generations.
time and the continual process of technological development, let
alone the constant ‘churn’ in the operation of the railway
business, a large proportion of these artefacts will have been lost
forever. Redundant infrastructure tends to leave evidence of its
history for many years after it goes out of use – e.g. a walk along
the towpath from Crofton to Wolfhall gives an introduction to the
competition between the GWR and the Midland&SW Junction Railway.
Otherwise, the activities of enthusiasts and collectors have managed
to save many examples of the less permanent artefacts for the benefit
of future generations.
Museum displays and trading
Publicly-owned
collections of railway artefacts can be viewed at many museums
throughout the country, notably at the National Railway Museum at
York and its various outstations. Here you can see many items brought
together to demonstrate the historical development of railways. For
many though it is not enough to be able to see and study these items
as displayed – their interest and enthusiasm spills over into the
collecting habit.
collections of railway artefacts can be viewed at many museums
throughout the country, notably at the National Railway Museum at
York and its various outstations. Here you can see many items brought
together to demonstrate the historical development of railways. For
many though it is not enough to be able to see and study these items
as displayed – their interest and enthusiasm spills over into the
collecting habit.
Many different types of
railway items have become popular as targets for private individuals
as they build up collections of memorabilia of railway subjects of
special interest to them. Such material, just like any other form of
antique, is traded by specialist dealers who are knowledgeable about
railway history and appreciate the rarity of and demand for
particular items.
railway items have become popular as targets for private individuals
as they build up collections of memorabilia of railway subjects of
special interest to them. Such material, just like any other form of
antique, is traded by specialist dealers who are knowledgeable about
railway history and appreciate the rarity of and demand for
particular items.
To take an example, one
of the most obvious items of interest in the railway scene is the
locomotive. Over the nearly 200 years of railways many types of
locomotive have come and gone as new designs incorporate
technological advances to improve efficiency and reduce operating
costs. Traditionally life-expired and redundant locomotives were
‘scrapped’ by specialist recyclers for the value of their mostly
metallic content, without thought for conservation e.g. there is no
extant example of an original GWR broad gauge locomotive. Even so it
was not unusual for small detachable items to be saved –
particularly the makers plate and the locomotive number plate(s).
Many of these have survived to be traded avidly and expensively by
modern enthusiasts, and you could expect to pay a 5-figure sum for an
original name plate of a popular class of locomotive.
of the most obvious items of interest in the railway scene is the
locomotive. Over the nearly 200 years of railways many types of
locomotive have come and gone as new designs incorporate
technological advances to improve efficiency and reduce operating
costs. Traditionally life-expired and redundant locomotives were
‘scrapped’ by specialist recyclers for the value of their mostly
metallic content, without thought for conservation e.g. there is no
extant example of an original GWR broad gauge locomotive. Even so it
was not unusual for small detachable items to be saved –
particularly the makers plate and the locomotive number plate(s).
Many of these have survived to be traded avidly and expensively by
modern enthusiasts, and you could expect to pay a 5-figure sum for an
original name plate of a popular class of locomotive.
Large scale exhibits and museum railways
The size and residual
value of the larger pieces of railway equipment makes them
impracticable for most private individuals to collect, but at various
times enthusiast groups have come together to preserve large scale
items like locomotives, carriages, signal boxes, etc. However railway
preservation really came more to the public attention when it became
feasible to preserve entire railway lines.
value of the larger pieces of railway equipment makes them
impracticable for most private individuals to collect, but at various
times enthusiast groups have come together to preserve large scale
items like locomotives, carriages, signal boxes, etc. However railway
preservation really came more to the public attention when it became
feasible to preserve entire railway lines.
The history of the
railway preservation movement arising from the wholesale line
closures in the 1950s and 1960s is a separate topic in its own right
– suffice it to say that there are now numerous railway lines
throughout the country which have been brought back into use in the
form that they were many years before they closed, with steam and
‘heritage’ diesel haulage, slam-door carriages of the steam era,
traditional station buildings, footbridges, signal boxes and
semaphore signalling, operated under special rules for preserved
railways by largely volunteer staff.
railway preservation movement arising from the wholesale line
closures in the 1950s and 1960s is a separate topic in its own right
– suffice it to say that there are now numerous railway lines
throughout the country which have been brought back into use in the
form that they were many years before they closed, with steam and
‘heritage’ diesel haulage, slam-door carriages of the steam era,
traditional station buildings, footbridges, signal boxes and
semaphore signalling, operated under special rules for preserved
railways by largely volunteer staff.
Such railways can be
viewed as working museums, providing a real-life environment for the
preservation of railway artefacts of all types and sizes, whilst at
the same time giving a realistic depiction of railway working in past
times – for the education of the young and as a nostalgic reminder
for the older generations.
viewed as working museums, providing a real-life environment for the
preservation of railway artefacts of all types and sizes, whilst at
the same time giving a realistic depiction of railway working in past
times – for the education of the young and as a nostalgic reminder
for the older generations.
Working steam on modern railways
When steam haulage was
finally abandoned in 1968, British Railways was very keen to prevent
any private individuals or organisations tarnishing their
‘modernised’ image by operating steam trains on their network.
This ban was opposed by many who saw steam haulage as an important
part of our railway heritage and others who identified commercial
opportunities for ongoing steam operation.
finally abandoned in 1968, British Railways was very keen to prevent
any private individuals or organisations tarnishing their
‘modernised’ image by operating steam trains on their network.
This ban was opposed by many who saw steam haulage as an important
part of our railway heritage and others who identified commercial
opportunities for ongoing steam operation.
This prohibition was
never likely to hold fast for very long given the pressure exerted
from many directions. In the early 1970s Bulmers, the cider makers,
were given permission to operate a steam-hauled exhibition train, and
this was followed by a number of ‘return to steam’ passenger
specials on branch lines away from the glare of publicity on the
mainline routes.
never likely to hold fast for very long given the pressure exerted
from many directions. In the early 1970s Bulmers, the cider makers,
were given permission to operate a steam-hauled exhibition train, and
this was followed by a number of ‘return to steam’ passenger
specials on branch lines away from the glare of publicity on the
mainline routes.
Eventually the right to
operate any train on the national network, subject to technical
approval and payment of track access charges, was built into the
privatisation of railways in the 1990s. The current situation is that
there are many steam-hauled excursion and tour trains operating on
the main lines of the national network. Locomotives used are mostly
the largest express engines, expensively maintained to the highest
standards for mainline running, and driven professionally by a new
generation of drivers trained in the skills required to operate these
idiosyncratic machines.
operate any train on the national network, subject to technical
approval and payment of track access charges, was built into the
privatisation of railways in the 1990s. The current situation is that
there are many steam-hauled excursion and tour trains operating on
the main lines of the national network. Locomotives used are mostly
the largest express engines, expensively maintained to the highest
standards for mainline running, and driven professionally by a new
generation of drivers trained in the skills required to operate these
idiosyncratic machines.
Hungerford context
The railway to
Hungerford was built in a number of stages, initially as a branch
line from Reading as part of a scheme for a Berks & Hants
Railway. The Hants part was never built but the line is still known
as the Berks& Hants route even though the closest it gets to
Hants is 2.4 km at Thatcham.
150 years ago last year, the line
was extended west to near Devizes, and at the end of the 19th century
it was incorporated into the new GWR direct line to the South West
via Taunton. Until then, true to its soubriquet the ‘Great Way
Round’, the route was via the GWR main line to Bristol.
Hungerford was built in a number of stages, initially as a branch
line from Reading as part of a scheme for a Berks & Hants
Railway. The Hants part was never built but the line is still known
as the Berks& Hants route even though the closest it gets to
Hants is 2.4 km at Thatcham.
150 years ago last year, the line
was extended west to near Devizes, and at the end of the 19th century
it was incorporated into the new GWR direct line to the South West
via Taunton. Until then, true to its soubriquet the ‘Great Way
Round’, the route was via the GWR main line to Bristol.
The B&H line
continues to be important in modern times, with HST expresses to
Devon and Cornwall, and heavy eastbound flows of aggregates from the
Mendip quarries in Somerset. The B&H was taken into the GWR early
in its life and remained GWR through to nationalisation – the GWR
itself surviving the 1923 grouping substantially unchanged. The
passenger service is currently provided by First Great Western (no
relation).
continues to be important in modern times, with HST expresses to
Devon and Cornwall, and heavy eastbound flows of aggregates from the
Mendip quarries in Somerset. The B&H was taken into the GWR early
in its life and remained GWR through to nationalisation – the GWR
itself surviving the 1923 grouping substantially unchanged. The
passenger service is currently provided by First Great Western (no
relation).
There are a number of
railways in the immediate vicinity which were closed after
nationalisation. The Lambourn Valley branch from Newbury is nearest
at hand – Newbury also had a north-south option with the Didcot,
Newbury and Southampton Railway. Marlborough had both a GWR branch
line from Savernake and was also on the parallel and competing
through route from Cheltenham to Andover but both of these have gone,
as has the original branch line to Devizes. In all these cases there
are still earthworks which act as a reminder of the railways, but
almost certainly there are no remaining artefacts which can be
salvaged legitimately for further use from the mostly private land
over which they now cross.
railways in the immediate vicinity which were closed after
nationalisation. The Lambourn Valley branch from Newbury is nearest
at hand – Newbury also had a north-south option with the Didcot,
Newbury and Southampton Railway. Marlborough had both a GWR branch
line from Savernake and was also on the parallel and competing
through route from Cheltenham to Andover but both of these have gone,
as has the original branch line to Devizes. In all these cases there
are still earthworks which act as a reminder of the railways, but
almost certainly there are no remaining artefacts which can be
salvaged legitimately for further use from the mostly private land
over which they now cross.
More tangible reminders
of steam days on these routes can be gained from the Didcot Railway
Centre, which also has a small operating line on ‘steaming days’,
and the Steam museum located in the old railway works at Swindon, at
one time the main factory for locomotive and rolling stock
construction for the GWR and one of the largest engineering works in
the world.
of steam days on these routes can be gained from the Didcot Railway
Centre, which also has a small operating line on ‘steaming days’,
and the Steam museum located in the old railway works at Swindon, at
one time the main factory for locomotive and rolling stock
construction for the GWR and one of the largest engineering works in
the world.
Further
reminders of steam days are afforded by a number of preserved
railways in the area, and on special days we are fortunate enough to
be able to view some of the steam trains still operating on the
national network. More information on these subjects, and picture
galleries of the trains involved, can be found in my articles for the
Hungerford Chain Mail – available on the Internet at
http://www.hungerford.uk.net/chain.php
from Issue 117 onwards.
reminders of steam days are afforded by a number of preserved
railways in the area, and on special days we are fortunate enough to
be able to view some of the steam trains still operating on the
national network. More information on these subjects, and picture
galleries of the trains involved, can be found in my articles for the
Hungerford Chain Mail – available on the Internet at
http://www.hungerford.uk.net/chain.php
from Issue 117 onwards.
