 |
Preservation Society - the early years from 1976 to 1984 |
|
|
Preservation Society - the early years from 1976 to 1984 |
The information contained on this page has been based on the booklets entitled �A Short History of the South Tynedale Railway Preservation Society� by Steven Dyke and Kathy Aveyard, with some amendments made to the text for publication on the Internet pages by Daniel McIntyre. This first edition was published in December 1984. Black and white photographs by Thomas M. Bell and David Allan, taken from the Journal of the Association of Railway Preservation Societies Ltd, No. 176 November/December 1983 issue, other colour photographs by Dave Hewitt.
Introduction On Saturday 1st May 1976, shortly after 9 o'clock on a very wet evening, the last British Rail train from Alston to Haltwhistle started its journey to the sound of the piper's lament - plus the expolosions of a row of detonators placed on the track.
Now over twenty five years later, the two foot narrow gauge track is not only laid alongside the platform at Alston station, but two and a quarter miles northwards to the present terminus station at Kirkhaugh. In the intervening period the Society members have carried out a great deal of work and without their vision, faith, patience and determination, the South Tynedale Railway could not have succeeded. This, therefore, is an attempt to outline some of the obstacles faced - and overcome - in order to achieve the objective of once again running passenger trains from Alston.
Chapter 1: Early Days At the time of closure of the line, during 1976, the Society's original proposals to purchase the line from British Rail were still being pursued, the negotiations with B.R. were being handled by the guarantee company which had been set up for that purpose. By September of that year, however, the track had already been lifted between Haltwhistle and Lambley and a similar fate was threatening the remainder. Forced to abandon more ambitious proposals, a final attempt was launched to preserve at least part of the line intact by promoting an appeal for �40,800 to buy the Alston to Gilderdale section. The initial response was encouraging, but there was still a considerable shortfall of funds by the final deadline of 30th April 1977. The Company's negotiations with B.R. were then formally terminated, although the Society indicated that it wished to investigate the possibility of acquiring part of the trackbed. All of the recorded contributors to the appeal were offered refunds, but many took the alternative option of allowing their cash to be retained for possible future use by the Society. No firm proposals were put forward at that time, but suggestions of re-laying part of the line or simply establishing a museum or steam centre were being examined.
The Annual General Meeting held in Haltwhistle on 2nd July 1977 may be regarded as a turning point, for after lengthy discussion on the future of the Society, the following resolution was passed: "that the Society adopts the proposal to lay a narrow gauge railway along the trackbed, given the opportunity to do so, subject to the acceptance by the Committee of a detailed feasibility study". At that time the Society had also learned that the local authorities would have the first option to acquire the trackbed from B.R. and tentative approaches were therefore made by the Society to both Cumbria and Northumberland County Councils. By what can now be viewed as a very happy coincidence, a meeting took place in Durham County Hall a few days later, on 11th July, at which new Government proposals to develop tourism in selected areas were announced. One of the three pilot areas which were designated was the North Pennines, from Teesdale to the South Tyne valley - and including Alston.
A meeting in Penrith during August gave the Society the opportunity to discuss its proposals with representatives of both Cumbria Tourist Board and the local Councils, and this meeting opened the way for all of the subsequent negotiations. Shortly afterwards, Cumbria County Council declared their interest in acquiring the whole of Alston station site, plus the section of the trackbed in Cumbria. For the station site, it was intended that it should be made available for industrial use, but with assistance from the Council for Small Businesses in Rural Areas, the idea of a development "package" including both light industrial and amenity use gradually evolved. Meanwhile, with a satisfactory feasibility report, the narrow gauge proposals were officially adopted as the Society's objective. Further meetings took place, both in Alston and Penrith, and by the Spring of 1978 the Society was advised that Cumbria County Council had formally agreed to negotiate the purchase of the railway land and buildings from B.R.
The 1978 Annual General Meeting of the Society took place in Alston, at the Town Hall, and further encouraging news was announced. The possibility of any large-scale industrial development occupying the whole of the station site had been discarded in favour of the light industry plus tourism "package"; the Society would be able to proceed with its plans and some form of leasing arrangement of the trackbed was likely. In view of this it was agreed at this meeting that the Society should seek membership of the Association of Railway Preservation Societies, now known as the Heritage Railway Association.
It had become desirable at this stage to set out the Society's proposals formally and in some detail. For this purpose a "letter of intent" was drawn up, consisting of a phased programme of development, together with background information and financial projections. The short term objective was to be the construction of a line as far as Gilderdale; the medium term objective to extend the line to Slaggyford; with the long term options for extension beyond Slaggyford if circumstances permitted. This document provided the basis for all subsequent negotiations and planning.
During the winter months of 1978/79, one of the rooms in the station buildings at Alston was renovated to form a Visitor Centre, housing a display of photographs and small exhibits of railway interest. The intention was to provide something for visitors to see while the construction of the line was undertaken. Cumbria County Council's purchase of the station site and trackbed was completed in February 1979 and the Society's plans were discussed at meetings in Carlisle and Hexham. A preliminary meeting was also held at this time with the Railway Inspectorate.
In June 1979, the Society was informed that Northumberland County Council had agreed in principle to the proposals to extend the line at least as far as Slaggyford, subject to a satisfactory outcome of their own negotiations with B.R. regarding the purchase of the trackbed. However, a more tangible sign of progress was achieved in August with the purchase of the Society's first locomotive, a Hibberd 4-wheel diesel. At practically the same time, contractors began work in the station yard in connection with the light industrial development, and a site meeting with the County Land Agent's representative took place concerning the Society's use of the trackbed. In late September, the Society made a further step forward by being accepted as an associate member of the Association of Railway Preservation Societies, which is now known as the Heritage Railway Association.
Renovation of the Hibberd locomotive took place during the winter months and a second locomotive, a Hudson Hunslet diesel obtained by the Durham Narrow Gauge Group (D.N.G.G.), arrived on site. Discussions were also taking place at this time regarding an application for the Society's project from the English Tourist Board, under the North Pennines Tourism Growth Point scheme, and the Society also received details of the suggested terms of our lease of the trackbed. During February 1980 the first quantity of track was delivered, but costruction work on a large scale had to wait agreement regarding the lease, planning permission and the possible Tourist Board grant.
Chapter 2: Construction Commences The first track laying - a length of about 36 feet for storage of locomotives - took place on 3rd May 1980. (See colour photograph showing the Orenstein & Koppel 0-6-0T steam locomotive Sao Domingos at Alston Station in January 1981, in company with two diesel locomotives and two buses in the car park opposite). Which was by coincidence exactly four years after the withdrawal date of the British Rail service (on and from 3rd May 1976). A week later, the Orenstein and Koppel steam locomotive "Sao Domingos", purchased by the D.N.G.G. with the aid of a loan from the Society, arrived at Alston. Although in need of considerable work to restore it to working order, it was significant in being the first steam locomotive acquired for use on the line and it attracted a good deal of interest from visitors.
In June 1980 the Society learned that Cumbria County Council had formally agreed in principle to lease the trackbed to the Society, subject to an agreement on terms. We had also submitted an application to Eden District Council in respect of planning permission for construction of the line. This was approved in mid-July and these developments opened the way for a formal application to be made for a Tourist Board grant. At Alston station, track was laid alongside the full length of the platform to allow testing of the diesel locomotives, and in mid-August the Hudson Hunslet became the first engine to run under its own power.
October 1980 was a time for celebration, when the English Tourist Board announced approval of a grant of �17,500 towards the capital costs of the first section of the line. This announcement enabled construction work to begion in earnest, as any work carried out earlier would have not been eligible for their grant. A convenient source of 50 lb per yard rail for use on the main running line had been found, supplies were delivered, track laying commenced and by August 1981 the first half-mile, to the Tyne Bridge, was laid.
In the early stages of this construction work it was considered advisable to arrange a site visit by the Railway Inspectorate. This took place in March 1981 and the resulting report provided invaluable guidance for subsequent work.
The summer of 1981 saw another significant development in that a Manpower Services Commission scheme, co-ordinated by Eden District Council, was established to undertake a programme of work in the Alston area. Included in this was a facelift for the station site to provide car and coach parking space and a picnic area, together with the reconstruction of the station buildings to form public toilets and a room for the railway staff. Also covered by the scheme was fencing in the station area, landscaping of the entire site and the formation of a riverside footpath with a footbridge for access to the caravan site on the opposite bank of the river.
Meanwhile, Society members were also kept busy with the track layout in the station area and on the day of the Annual General Meeting, the railway took delivery of a consignment of rolling stock comprising of four bogie wagons and three 4-wheelers. Two of the bogie wagons were earmarked for later conversion to passenger coaches, one of the 4-wheelers formed the basis of a fuel tank wagon, while the remainder were subsequently used to transport the tracklaying materials. For the benefit of those workers travelling some distance, a caravan on the Tyne Willows site was purchased to provide overnight accommodation.
During the autumn, the trackwork in the station area was completed, (see photograph of Alston Station complete with level crossing gates and signal cabin, taken in the early 1980s), together with a siding for access to the intended site of an engine shed - a short distance from the station and beyond the "Advance" factory which had built as part of the light industrial development. At the same time, the Hibberd locomotive was fully overhauled.
Turning attention to the bridges and culverts, professional advice was sought in the form of a survey of all of the structures between Alston and Slaggyford to determine the nature and extent of the remedial work required. At that stage the Society was able to finalise the terms of the lease of the Alston to Gilderdale section and a nominal rental of �10 per year was agreed in recognition of the Society's acceptance of the maintenance liability. A further important achievement was the granting of Charitable Status to the Society.By this time, the Society was looking ahead to the commencement of passenger services and needed to consider publicity for the railway in order to attract satisfactory levels of traffic. It therefore welcomed and supported the initiative of the Northumbria Tourist Board in establishing the North Pennines Tourism Group to promote tourism in the area.
The bad weather of December and January delayed progress and when work resumed a six-lever ground frame was installed to operate the points and signals at Alston station, further supplies of rail were purchased, three sidings installed on the engine shed site and, during the Summer months, tracklaying continued northwards from the Tyne Bridge. A gated level crossing to the car park was constructed by the Manpower Services Commission team and a small cabin was later provided to house the ground frame. By the Summer of 1982 the appearance of the station area had been transformed and the redevelopment was almost complete.
With an eye to the future, further meetings were held with Tynedale District Council and Northumberland County Council regarding the medium term objective of extending the line beyond the county boundary at Gilderdale for a further three miles to Slaggyford station.
During the Summer months work progressed with the fitting of air brakes to the Hibberd locomotive to allow its use on passenger trains and this involved widening the locomotive to carry the necessary equipment. Modifications were made to the two bogie chassis intended for passenger carriages and construction of the first carriage body commenced. (The photograph shows the Hibberd diesel locomotive with partially completed bogie chassis carriage at Alston). Two further additions to stock at this time were a Simplex diesel locomotive, for use on works trains, and a covered bogie van for use as a tool and stores vehicle.
A major project during the autumn and winter months was the undertaking of extensive repairs to the Tyne Bridge, in accordance with the survey report. This entailed considerable time and effort on the part of both Society volunteers and the M.S.C. team, together with expenditure of a not insubstantial sum of money. The track formation was first removed to expose the tops of the three arches, new tie-bars and concrete strengthening were installed and the blocked drains cleared before replacing the trackbed with new ballast. No further progress could be made with tracklaying until this work was completed.
A land reclamation grant was obtained from the Department of the Environment during February 1983 and this allowed the Society not only to make repairs to the lineside fencing but also to plant a number of trees around Alston station site. The M.S.C. team had by now also finished the final stages of the restoration of Alston station. The re-setting of the stoned-flagged platform surface, the removal of concrete rendering from the walls of the station house and the installation of signals and the re-appearance of the original station nameboard at the end of the platform completed the scene.
The tenth anniversary of the formation of the Society occurred on 3rd April. As this was during the long Easter weekend and the rebuilding of the Tyne Bridge was far enough advanced to pass Works trains, the opportunity was taken to hold a "members weekend" and to continue the tracklaying that had been held up over the previous six months.
Closely following this, the Alston station car park and picnic area was officially opened by the Rt. Hon. William Whitelaw (later Lord Whitelaw), who was then the Home Secretary and M.P. for the constituency which included Alston. Representatives of the District and County Councils and the Manpower Services Commission were present, and the Society was represented by the Chairman and Secretary. Although the car park scheme had not directly involved the Society, it was complimentary to the Railway, being immediately adjacent to the Alston terminus, and it was able to benefit from the press and television coverage given to the event. Further publicity for the Society was also obtained about this time by joining the newly formed Alston Moor Tourist Association.
Tracklaying continued throughout the Spring months to the site of a run-round loop to be named Gilderdale Halt. This was sited some distance south of the Gilderdale Burn at a point where the gradient and formation were suitable. Meanwhile, work on the Hibberd diesel locomotive and two passenger coaches continued, training weekends for the railway operating staff were held and a detailed Rule Book was drawn up to cover the operation of the railway.
The run-round loop was completed with signalling and point rodding in mid June and by early July the fence separating the railway from the footpath had been completed by Cumbria County Council. On a more important note (from the volunteer�s point of view!), the mess room, built by the Manpower Services Commission team, was now in use and the all-important tea making equipment was installed.
The end of July saw confirmation of approval by Cumbria County Council, as the landowner, for the commencement of passenger trains and on 29th July the inspection of the line by Major King of the Department of Transport�s Railway Inspectorate took place. With the exception of a few minor points, the inspection was successful and the go-ahead was given to commence a passenger service. Later that day, the Chairman was seen with two celebratory glasses in his hands - but if anybody deserved them, he did.
Chapter 3: The first two years Following the successful inspection, no time was lost in opening the railway to fare paying passengers and at 10.15 the following morning, Saturday 30th July 1983, the first revenue earning train since 1976 pulled out of Alston station. The train, driven by the Chairman, Eddie Dyke and comprising the Hibberd diesel locomotive (resplendant in blue livery with yellow lining and complete with No. 1 plate), the two bogie carriages and the brake van, had a complement of 27 adults and 10 children on board. An hourly service was provided up to 6.15 that evening and a total of 180 people were carried - a respectable total considering the almost lack of publicity possible following the inspection less than 24 hours before. It must be said, though, that Radio Cumbria managed to announce the successful outcome of the inspection only minutes after Major King had given his verdict! (The photograph shows the first passenger train returning to Alston Station).
After the opening day, the service settled down to a regular daily pattern and by the first weekend in October, the end of the operating season, the number of tickets sold was just a few short of 5,000.
Away from the operating of the line other more formal matters progressed. The lease of the trackbed was completed and the official report of the Department of Transport was received, together with the confirmation of the Secretary of State�s approval for the use of the line to carry passengers. The final inspection of the line was also given by the English Tourist Board, thus paving the way for the final part of the grant application. Plans were also formulated for a second application for a Tourist Board grant to cover future developments covering a locomotive shed and the provision of steam traction. Progress was also made with the application of a Light Railway Order and regarding Limited Company status for the Society. This latter point was discussed in some depth at the tenth Annual General Meeting, held in October and the resolution was passed that �a Company limited by guarantee and with charitable status� would be formed as soon as possible in 1984.
Work continued throughout the winter months packing the track and replacing wooden sleepers, together with other points that had been raised by Major King at the inspection, while the original pointwork for the intended site of the locomotive shed was moved further north to where a larger area of land was available for construction. The recently acquired ex-National Coal Board, Hudswell-Clarke diesel locomotive was fitted with a cab and windows and the Hibberd diesel locomotive was taken out of service for repairs to the gearbox in readiness for the 1984 operating season. Preliminary work was also carried out on the construction of a third carriage and, at Alston Station, the Manpower Services Commission team undertook a complete renovation of the shop/booking office/tourist information centre, within the station building.
The climax to over six months of negotiations came in early April 1984 with the arrival of a further steam locomotive. The locomotive, an 0-4-0 German built, Henschel side and well tank, was built in 1918, it had been in service with a mining company in eastern Spain and, following a favourable preliminary inspection, it was hoped that it would be serviceable by the 1985 season. On the negative side, though, the application for a further grant from the English Tourist Board was turned down, as they required to see the results of a full years operation before giving any further assistance.
In years gone by, all new railways were opened with due pomp and ceremony and it was decided that the South Tynedale Railway would be no exception. Accordingly, Friday 25th May 1984, saw the official opening of the line by the Earl of Carlisle, whose family had been involved in early railway construction in the nearby Brampton area. The weather, although not sunny, was at least dry as the speeches were made and the Earl of Carlisle unveiled a commemorative stone plaque set in the stone Alston Station wall beneath the nameboard. Two special trains then carried the invited guests and Society members to Gilderdale and back, after which everybody retired to Alston Town Hall for a buffet reception. At an appropriate time during the proceedings, toasts were drunk, speeches made and everybody agreed that a �jolly good time was had by all�. The event, of course gave the railway a great deal of publicity, with features appearing on the local television stations and in all of the regional newspapers.
Festivities over, however, the day to day business of running the railway continued and the passenger service settled down into its daily pattern of hourly services. Once again, the Hibberd diesel locomotive No. 1, bore the brunt of the work, although, following the fitting of air braking equipment to the Hudson Hunslet diesel locomotive No. 2, it did manage a few days off. Work on the Henschel steam locomotive No. 6 progressed and a successful hydraulic test was carried out to 220 lbs psi. A start was also made with the laying of the concrete foundation of the new locomotive shed.
Contact was also kept with Northumberland County Council, regarding the future extension of line past Gilderdale and in September a further meeting was held with the Council�s Estate Department. The Society was also informed around that time, that the application by the British Railways Board to demolish the �listed� Burnstones viaduct had be rejected by Tynedale District Council. Over 80 objections made been made against the planning application, mainly from South Tynedale Railway members. Demolition of the viaduct would effectively halt progress northwards once the line reaches Slaggyford.
At the end of September, the Society received the Certificate of Incorporation, issued by the Companies Registration Office, for the Society in its new form as a Company limited by Guarantee, thus the Annual General Meeting, which was held in October, was the first for the Society in its new guise.
The year, 1984, was rounded off in a most successful manner with the running, on 9th December, of several �Santa Special� trains. These proved very popular with over 300 people being carried - which was the highest daily total since the opening of the line.
For more information about the South Tynedale Railway, please contact:-
SOUTH TYNEDALE RAILWAY PRESERVATION SOCIETY
The Railway Station, Alston, Cumbria, CA9 3JB.
Tel. 01434 381696.���Talking timetable tel. 01434 382828.
Registered Charity No.514939.E-mail enquiries - please click on links below:
South Tynedale Railway information - Send e-mail to South Tynedale Railway
STRPS membership information only - Send e-mail to Kathy Aveyard
Tynedalesman information only - Send e-mail to Tynedalesman compilersThis page was last updated on 3rd January 2006.
� South Tynedale Railway Preservation Society 2006.