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How to submit an article
We prefer articles in electronic format (preferably Word) and high-resolution images to be emailed to the editors at: magazine@deanforestrailway.co.uk
Or by post to:
The Editors, DFR Magazine
Dean Forest Railway Society Norchard Forest Road, Lydney, GL15 4ET
This issue has been edited and produced by a team of volunteers and Trustees of the Society.
Laid out in Adobe InDesign & printed by Solopress.com.
Copy Deadline
Please send your reports, letters, comments, photographs and any other content for Issue 70 by, at the absolute latest: 31st January 2025
Front Cover: Peter Dovey caught Harry Issacs in the moment whilst taking water at Parkend whilst running the service on Wednesday 26th June.
Rear Cover: John Ennis captured a different view of 09106 pulling in to Parkend with the rake of tankers. A full write-up will be in the next issue!
All DFR Society post (donations, membership renewals and general correspondence) should be sent to: DFRS Honorary Secretary (Mrs. S. Williams) 109 Victoria Street Cinderford Gloucestershire GL14 2HU
From the Editors
Dear Society Members,
Before we start, we would like to take the opportunity to announce that we are on the lookout for willing volunteers for multiple roles within the Charity:
• Publicity Officer
• Social Media Lead
• Website Lead
These are roles that are currently filled on a part-time basis and we would be interested in hearing from anyone that would be willing to pick up the mantle, and perhaps even lead a team (or teams) on a more permanent basis.
Anyway, as always, it’s editor’s prerogative to complain about the lack of content at every available opportunity!
As with the last issue, an empty inbox was soon loaded.
It’s difficult to make a choice between what goes in and what gets held over to the next issue, but we do try to leave as little as possible on the cutting-room floor.
Irrespective of that, please make every effort to submit content – we cannot publish what we do not have!
We’ve chalked up the copy dates for the next year, the plan is that the magazine is published during the following month (please do allow for major events and holidays)!
All members with a valid email address on record will be sent an electronic copy, with hard copies being mailed during the week after (the exception being those that have opted to receive the electronic copies only).
The deadlines for 2025 are as follows:
• Issue 70, copy date: 31st January
• Issue 71, copy date: 2nd May
• Issue 72, copy date: 1st August
• Issue 73, copy date: 31st October
To maintain the standard that you have grown to know and love – we use the same fonts, sizes, and styles throughout:
Title: Clarendon Blk BT, size 36pt
Body: Gill Sans MT, size 11pt
For anyone writing content you can use those parameters, otherwise please use the regular font in your chosen software, set at size 11pt. Images need to be high quality. If you're unsure or any need advice, please do get in touch!
Letters to the Editors should be sent either by email to magazine@deanforestrailway.co.uk or by post to the DFRS Honorary Secretary – any received by the copy date will be included towards the rear of the issue. As always, we value your support, and we remain dedicated to keeping you informed and connected within railway family.
With best wishes
Adam W, Ian & Tim
Your editorial team
DEAN FOREST RAILWAY SOCIETY CIO TRUSTEE VACANCIES - Can YOU help?
The Dean Forest Railway Society is a registered charity, whose charitable aims are to preserve, develop and operate the Dean Forest Railway. We raise funds, recruit volunteers, promote the railway and also have an educational remit regarding both skills training and the history of the line.
The charity currently has 11 trustees, whilst the constitution allows for 12, so there is currently one vacancy for an elected trustee. We can also co-opt additional trustees with relevant skills and abilities.
In particular, we are looking for assistance with development of Grant Funding income, educational work, recruitment of members and volunteers. The role of is not onerous – the basic commitment is one meeting (held online) per month, plus whatever time you can spare for particular projects or tasks.
If you are interested in becoming a trustee, please make contact with Sue Williams the Honorary Secretary, in the first instance for informal discussions, via society@deanforestrailway.co.uk
Any applications received before midnight on Sunday 5th January will be included within the election and voting paperwork for next Annual General Meeting which is planned to be held in early 2025.
Ways to Support Us
The work of the Dean Forest Railway Society in supporting the preservation and development of the Dean Forest Railway does not happen without the generous support of our members. We have a wide range of ways to support the railway, and if every member gave perhaps the price of a pint of beer or a takeaway coffee each month, we could achieve so much more. Take a look at the options below, can you help?
• Gift Aid
The DFR Society is a registered Charitable Incorporated Organisation (CIO), allowing us to claim Gift Aid on donations and memberships where a signed declaration has been received from those of you who are UK taxpayers, increasing the value of those donations by a whopping 25%! If you’ve not completed your form yet, please do. Gift Aid forms are on the cover letter with this magazine, or can be completed through our website: dfrsociety.org.uk, or from the shop at Norchard on request.
• Regular Saver
Why not consider a regular monthly donation? We have already had a number of generous donors sign up, but every extra penny is greatly appreciated. As mentioned above, you can now boost your donation by 25% if you apply Gift Aid to your application! Even the smallest donation on a regular basis can add up to a generous amount at the end of the year. Find out more on our website page: www.dfrsociety.org.uk/regular-saver
• Forest Lottery
Alternatively, if you’d like the chance to win a prize in return for donating to the DFRS, you can now join the Forest Lottery. The top prize for this weekly lottery is £25,000, with much better odds of winning than the National Lottery...plus 50% of your ticket goes directly to the DFRS! You can sign up using this link below: www.forestlottery.co.uk/support/dean-forest-railway-society
• EasyFundraising
If you prefer, you can raise money when you buy almost anything on the Internet! Go to www.easyfundraising.org. uk and search ‘Dean Forest Railway’ – you can choose either the DFR Society or the Dean Forest Railway Carriage & Wagon Workshop Appeal as your preferred cause. More information is available on the website!
• Text to Donate
You can donate £10 by texting DFRS to 70191. For this service, donations are processed and administered by the National Funding Scheme, operating as DONATE, a charity registered in England and Wales (1149800) and Scotland (SC045106). In addition to any text donation, you will incur your standard network message charge (based on your service provider rates). For Terms & Conditions, see: www.easydonate.org
• Cash, cheques and bank transfers
Regardless of the new channels detailed above, we are always more than happy to receive donations directly. If you would like to send cash or cheques to us, please address them to:
Alternatively, if you would like to transfer funds to us directly via BACS, our details are as follows: Lloyds Bank, Sort Code: 30-91-87, Account number: 01931161
Finally, a sincere thanks on behalf of the Trustees for your generosity in supporting the railway! Here’s to 2025!
FOPS Update
Stuart Bearne reports on the activities of the Friends of Parkend Station group.
The Friends of Parkend Station (FOPS) continue their pleasurable work maintaining Parkend Station and attempting to make it a well presented northern terminus. Many hours have been spent on the footbridge both replacing steps and repainting the various panels. At the time of writing the FOPS are working on the accesses up the steps from the platforms that lead to the centre spans.
The Waiting Room shelter on Platform 1 has been prepared for a repaint and gloss has recently been applied. The lamp posts on Platform 2 have been prepared and a repaint in Midland colours was completed in October. The various benches and trolleys on both platforms continue to demand touching-up and this is an ongoing process with the “Strata” tin of paint frequently opened up!
In October, the inside walls of the Gents were rubbed down as necessary and a repaint undertaken
The trackwork has been sprayed to minimise the growth of grass and weeds and this work has been extended south of the platforms towards the signalling.Work has also been carried out on the Signalbox and crossing gates where some wood filler has been applied. As time and weather permit, a full repaint of the gates will be undertaken.
The sale of books from Parkend waiting room continues to bring in significant cash which allows for the purchase of maintenance items without having to raid central funds. The sales also funds the grass cutting of the site a couple of times per year which in turn allows FOPS volunteers to concentrate on other tasks. FOPS book sales are mainly Railway and Transport related which find plenty of interested passengers!
As always, additional books are always welcome. If you think you could help us physically or with books to sell, please get in touch via parkend@deanforestrailway.co.uk – we’d love to hear from you.
Parkend Monday Gang
George Smith reports on the ongoing activities of the Parkend Monday Gang.
• Core Activities
Since July we have focussed on clearing and tidying surplus materials within the yard beyond the public area. Apart from a day or two spent pulling nettles and brambles, we strimmed along the footpath fence, around the edges of the car park and then the long grass trackside of the gate by the signal post and ground signal.
Rosie Bradley has donated some tools which included a battery operated hedge trimmer. John Goldrick immediately put the battery on charge and was able to use it later to trim the vegetation along the retaining wall alongside the up started signal. He also raked up dead vegetation and made the area look much tidier.
A slab path has been laid alongside the Permanent Way hut and the adjacent bank graded.
Around 250 engineering bricks were moved from next to the Permanent Way hut to a spot behind the Cycle Centre’s shipping container. Then with Absolute Possession granted at short notice, surplus building stone was loaded on to the rail hand trolley. Ten trips over two weeks were made to an offloading point just south of the isolated stop block.
A neat stack has been made. A further trip took rubble and other rubbish to the concrete pad further down for onward transportation. After all the stone had been moved, the vacated area was weeded and raked flat. Concrete blocks, bricks and timber are still to be moved but the cleared area is ready for seeding next spring.
A small area behind the signalling location cabinets adjacent to the old ground frame has been cleared of brambles and vegetation. The top soil was removed and spread across a low area in front of the old Signalman’s hut. Once down to subsoil, a layer of rough stone was laid in.
This was covered with surplus ballast from the other side of the line, and in turn has been further surfaced with finer aggregate to form a storage area for surplus timber.
The fence here was in poor condition. Two planks were mounted horizontally on the fence posts to cover a large gap in the fence backing on to the adjacent bungalow. The top rail of the fence has been replaced using surplus from building the photographers’ enclosure. The wooden Ground Frame platform has been dismantled with the reusable timbers stored inside the redundant hut.
A start has been made to excavate a shallow trench for the home signal telephone and indicators cables. As this trench fills with water running out from under the bank, a land drain will be laid from the chamber into the trench.
The side of the adjacent inspection pit has been dug out for the pipe and the wall breached. The cables will be laid on top of the land drain pipe to minimise water ingress.
• Other Tasks
Drain rods have been used to clear a small silt obstruction in the main channel between the two tracks near the up starter signal and to check that a cross pipe was clear.
The roof of the Lamp Hut was wire brushed and then painted with red oxide. The weather conditions so far on a Monday have not been kind enough to allow us to apply the undercoat and top coat.
A waterproof adhesive has been applied to the roof edges of the Gents toilet in order to reduce the water seeping down the inside. However, this has not been successful, and a further coat will need to be applied in drier weather.
We have also added a new shelf in the Permanent Way hut.
• The Team
We have been joined by a new volunteer, Kevin Lea from Lydney. After a tour of the site and a briefing. Kevin has become an enthusiastic and energetic member of the group. Former active member Dave Cross, now 92, still visits for a chat and to catch up with events. Chris Bladon, John Goldrick and John Philips and I complete the team.
The gang which meets on most Mondays at 09:30 is always seeking new volunteers. If you'd like to get involved, please do get in touch via volunteering@deanforestrailway.co.uk – we’d love to hear from you.
Above: The now cleared area ready for seeding.
Below: The new timber store behind the Signalling cabinets.
Opposite page: The stone was moved one load at a time.
Below: The tidy stack of surplus stone.
DMU Group Update
Alan Pace gives an update on what was a successful operating season for the DMU Group, who are now embarking on the major overhaul of vehicle E50619, whilst continuing maintenance on the others.
The DMU group delivered a high quality service to the DFR in 2024, working all of the requested services with dependable, clean, and tidy vehicles. This is thanks to the continued efforts of our hard working volunteers.
The only notable failure during a running day was an electro pneumatic valve, this was replaced during a booked stop with no effect on DFR services. This is a good example of the benefits of having drivers that understand how the vehicles work and along with the skills to carry out some minor running repairs in that sort of situation.
M51914 and M51566 were deployed as a 2-car set for most of the peak summer DMU services, and for a fish and chip charter ran during September. The 2-car set was strengthened to 3 cars for the busy Parkend carnival day when a set comprising three power cars was turned out, the first time this had been done on the DFR.
Following the Parkend carnival day, E50619 was taken out of service to enable work on the rear end to commence. Work on the rear end of E50619 involves a great deal more than simply fitting a replacement sheet of metal. Many internal and external items were removed to get to the framework, the lower parts of which were found to be very corroded or had completely disappeared, these will need new sections welded in. The corridor connection was lifted off, thanks to help from Andy Channon, and this has been stripped down for refurbishment work.
Removing the corridor connection exposed the outrigger plate underneath. The plate, which is a large sheet of steel welded to the rear buffer beam which was found to be quite distorted and very heavily corroded.
Mounted on top of the outrigger plate was a large block of hardwood (probably teak) which had rotted in places but given that the vehicle is 66 years old it had done well! The outrigger plate will be replaced with new steel and the wooden block with iroko timber.
Richard Thomasson has been searching for Derby works drawings to help understand the details of the corroded parts, he has contacted the National Railway Museum and Serco to find out what is available. The DMU community have been helpful and provided some useful drawings and supporting information. At the time of writing drawings and templates had been made for the manufacture of new outrigger plate metalwork and the wooden block. Sections of the top hat type framework of various sizes will need to be made.
• Social Events
The social side of the group has continued to thrive with recent outings to:
• Bristol Harbour Railway
• Crewe Heritage Centre
• Welshpool and Llanfair Light Railway
• Gloucestershire Warwickshire Railway
Above: Andy Channon lifts off the corridor connection. (N. Benning)
Left: Richard Thomasson with the half timber block. (R. Arthur)
Below: With the timber removed, the corrosion is exposed. (R. Thomasson)
Opposite page: M51914 and M51566, sit at St. Mary's Halt on 10th September 2024, whilst on a Fish and Chip charter. (C. Walker)
Beneath Your Wheels
Alex Davies turns his back to regular maintenance works, whilst also planning the winter works.
Publishing deadlines being what they are, I am writing this article on the eve of the steam gala and the ‘short’ closed season. It’s the time of the year when the Permanent Way department, who may have appeared to be in hibernation all summer, spring back into life.
Whilst we have continued with all the routine maintenance throughout the summer it’s the winter when we really get stuck in, tackling the larger, more disruptive projects that can’t easily be done when services are running.
In the next few weeks Adam Williams will be leading a cross-discipline team (including Permanent Way), installing a new drainage system at Middle Forge. This will aim to address the problems of run off from the hill side that have been plaguing us there for many years.
At the same time, we will be removing the remains of the old trap point at the junction. Older hands will remember that there was a siding there which was removed some time ago, truncating it back to a trap point which, operationally, served little purpose. With condition of the track deteriorating due to drainage issues, the trap point was also taken out a couple of years ago.
However, the removal of the switches was only partially completed, with plain line being laid onto the existing point timbers and the stock rail of one switch blade being left in place. Our plan for the next few weeks is to remove the remains of the switch and extend the flat bottom rail approximately forty-eight feet closer to the foot crossing.
This work will pave the way for the replacement of the Middle Forge junction point which we hope to carry out next year, once the formation has dried out. The plans for this are still at the design stage but the intention is to replace the old, worn-out bullhead point with a shallower angled (and therefore a much longer) flat bottom point.
The ultimate goal in the long term is to extend the flat bottom rail by almost ¼ of a mile further south to connect with the other section north of Lydney Town.
Although the planned work to redevelop the area around the Geismar hut at Norchard has yet to start, our development elsewhere continues at a rapid pace. More training has taken place in two critical areas.
The volunteers who undertook 360 excavator training earlier in the year have now had a master-class in how to get the machines on and off the wagons that we use to transport them to work sites without using the level loading ramps – one of the hardest tasks to master. They have also learned how to use the 360s to lift and change sleepers, one of the most common tasks we use the 360s for in the Permanent Way department.
The team have now been trained to take T3 Absolute Possessions of the line. Whilst a largely administrative task, it protects those working on the line from trains.
A T3 possession refers to Rule Book module, but it blocks the line to unauthorised rail traffic. This also needs to be done any time work that affects the safety of the line is being carried out – such as removing rails. Having the whole team competent means that we are no longer dependent on certain individuals being available on working days.
The two new storage containers I mentioned last time have been delivered, one to Whitecroft and one to Lydney Junction, we have taken delivery of additional hand tampers.
Other tools, including a tool carrier for our impact wrenches which will reduce the strain on the operators and a stone blowing lance, are on order. Stone blowing is an important part of the ballast packing process. However, our track was originally laid on ash (furnace and colliery waste) rather than granite or limestone, thus the ballast is shallow over much of the line.
Below Left: Alex Rennie practicing off-loading the 360. (C. Kyte)
Below: Trevor Hodge practicing loading the 360. (A. Rennie)
Packing shallow ballast with tampers and tamping tools is difficult as the tools have a tendency to go through the ballast and stir up the ash bed underneath, ultimately weakening rather than strengthening the formation. Stone blowing is a more precise technique for filling small voids and is a modern-day enhancement on the old process of pouring cups or cans of small stone into the voids.
With stone blowing, small stone (usually 10mm granite chippings in our case) is blown into voids under the sleepers. We currently do this using a standard garden leaf blower with a specially adapted nozzle. While this works for small jobs it is quite awkward to use. The new lance we are getting uses compressed air and can deliver more stone more precisely than our existing tool. We now have enough equipment to allow us to store sets at Whitecroft and Lydney Junction.This removes the, often complex, task of arranging for a train to move a tool van to Lydney Junction every time we have work to do there.
Below: The work site for the 'short'
Above: The inside of just one of our new containers. (A. Davies)
Left: Stone Blowing 17B points at Lydney Junction. (C. Kyte)
closed season. (A. Davies)
I mentioned in my last article the planning that we were doing around replacing worn out point sleepers in the ‘critical path’ into Lydney Junction. This is the line that passes through the three points to the north of the Harbour Road level crossing into the most heavily used lines, these being Platform 2 and West Loop.
The more we looked into this the more complicated it became, with point motors and cabling to be taken into consideration as well as the rails and sleepers themselves. Realising that the job was one we wouldn’t want to revisit in a hurry we decided to ‘go large’ with the plan, increasing the scope of work and deferring it to the winter ‘long’ closed season to allow more time to be devoted to it. The original estimate of £9,000 to replace thirty-three timbers has become £40,000 to replace eighty-one timbers!
While this might sound a bit like HS2 style inflation there is sound thinking behind it. Many of the sleepers are original to the reopening of Lydney Junction and doing this work now avoid revisiting it for another 30 years or more.
At the north end of the line work has begun on moving rail into position at the Oakenhill Wood No.2 foot crossing. This is the start of our programme to replace the 85lb rail between Whitecroft and Parkend. In total the plan is to replace thirty-nine old 85lb rails with twenty-six longer 95lb rails, over approximately ¼ of a mile. For those not familiar with the railway terminology, rail is referred to by the weight in pounds per yard (lbs/yd)... even though new rail is now sold by the metre!
When the line was extended to back to Parkend in the late 1990s the railway used whatever equipment, techniques and materials that were available to hand at the time.
This led to a mixture of rails being used without much concern given to their life expectancy. As a more mature organisation today, we are focused on replacing the life expired with the more durable. Replacing the lighter weight 85lb rail, much of which had already had a long life in the collieries of south Wales before arriving at the DFR, with harder wearing, longer lasting 95lb rail has now become a priority as the ORR and other governing bodies look closer at the long-term plans of heritage railways.
Over the past few years, we have removed a considerable amount of 85lb rail from the main running line.There is now no 85lb rail south of Whitecroft and only three pockets further north. These are the platform at Whitecroft station itself, the area around Oakenhill Wood No.2 and a very short section just south of Parkend.
We are fortunate in having acquired considerable stocks of 95lb bullhead and 109lb flat bottom rail over the years. While our long-term goal is to replace as much as possible of our track with the harder wearing, low maintenance flat bottom rail, the conversion from 85lb to 95lb bullhead is the quick win. This is because this swap doesn’t require the sleepers to be changed, and our existing stocks of 95lb rail are enough to replace all of the 85lb left in our running lines, with the old 85lb rail able to be reused in sidings.
North of Parkend there is still a lot of work to be done before we can look at extending the line. By the time that we returned to Parkend in the late 1990s materials and funds were in short supply and the track north of the level crossing was cobbled together. It is only in recent years that funds have become available to allow us to carry out essential repairs ahead of the major redevelopment.
The sleepers at Lydney Junction were surveyed and numbered in two sequences, from 1 to 235 for points 16, 20A, 20B, 21A and 21B and from 1 to 64 for points 17A and 17B
(R. Alpin)
The first phase of redevelopment will actually involve removing track. I believe that I will be the first Permanent Way manager at the DFR who has actually presided over a reduction in the amount of running line, albeit it by a short distance, but that very much reflects the maturity of the railway and the changes in regulation governing us.
The up headshunt at Parkend has been out of use for several years and, in the grand scheme of things, needs to be removed. Assets, primarily rail, can be better used elsewhere and the long-term goal of realigning the track and bringing it up to passenger carrying standard can be more easily achieved with the head shunt and the associated switch removed. The new alignment would then take the ‘racing line’ through the reverse curves. With that in mind we are planning to remove the point and replace it with a check railed plain line that will be kinder to the wheels of our locomotives. Hopefully, we can fit this into our winter plans as well as the work at Lydney Junction but only time will tell whether or not the weather gods and volunteer attendance allow this.
Once the connection has been removed, we will work on recovering the mix of 95lb and 85lb rail from the disconnected head shunt. The 95lb rail will be redeployed in the running line, while the 85lb will be placed in storage.
The Permanent Way team meets regularly on Mondays and Thursdays throughout the year and on other days during the closed seasons. We normally start the day at Norchard around 9am before heading to whatever work site we have targeted for the day, and we usually finish our day between 3pm and 4pm. Why not join us and get a different perspective on the railway and its working?
We’re always on the lookout for new volunteers, and you don’t have to be out in all weathers or in the middle of the week to help! There are plenty of jobs that can be done at weekends and under cover in our dry containers.
We are looking for mechanically minded people to help our ‘back office’ team repairing and refurbishing tools and materials. We urgently need to refurbish a number of point hand lever mechanisms so that we can replace failing ones in the yard an Norchard and elsewhere. We also have a large number of petrol engine tools, ranging from simple generators and impact wrenches up to the Geismar motorized trolley, which would benefit from servicing by a capable small engine mechanic.
We are also looking for people to help sort and catalogue the Permanent Way ‘assets’ that the railway has. In the early days we (like most infant heritage railways) acquired anything we could from the various railways and engineering firms that were closing at the time. Most was 'stored' along the line in case they were ever needed.
Now, as a more mature railway, we have a much clearer idea of what we will and will not need going forward. The development team are progressively tidying up the railway (ultimately making it more attractive to our visitors) by recovering materials from various locations and moving them to Lydney Junction.The items are then inspected and either stored for re-use or disposed of responsibly. This is the sort of activity that could be done on sunny weekend days during the summer, between service trains.
If you think you could help us with any of these tasks, please do get in touch via volunteering@deanforestrailway.co.uk – we’d love to hear from you.
View from the Box
Adrian
Copley, DFR Operating Manager,
• Class 22 Diesel Society
takes his usual spot as the sun sets on the 2024 season.
Hello once again and welcome to my drivel spot! First of all, a bad news/good news situation. You may have seen on ‘Facebook’ a series of photographs of Parkend some featuring a Class 22 (or D63xx) diesel. Some years ago, a group of people met in a pub and thought that building a replica would be a good idea as they are ideal for branch lines such as the DFR...
I saw this on ‘Facebook’ and by chance I had ‘rescued’ some drawings from a skip while I was an apprentice for British Rail. One of these was the master drawing of a Class 22, showing drawing references for the working parts. So, the Class 22 new build group was formed, and the first stage was to raise money to get copies of the original manufacturer (North British Locomotive Company) drawings of which there are over two hundred in existence. These and some parts for the new build were purchased using sponsorship and donations and a stand that visited open days etc., (including at least two DFR galas).
After some considerable time as people’s lives changed, so did the group management until there was not a team available to go forward. Unfortunately, the group has now disbanded with all group items saved in case of any future interest. The outgoing Business Manager issued the following statement:
“After ten years Project 22 has drawn to a close. The group’s aspiration to build a Class 22 failed, due to not being able to attract a management committee to take the project forward. After many years of slow but steady technical design work and the collecting of components and assets, including a MAN engine carried in a Warship. These assets have been protected should anyone come up with a plan to continue? It was felt that accepting donations for a project that had almost come to a halt wasn’t practical, so all members where contacted and advised that the funds raised would be used to help other heritage railway projects in the form of donations to be split between the groups that had supported Project 22 in many ways over the years:
• Western Locomotive Association
• Diesel & Electric Preservation Group
• Bury Hydraulic Group
• Dean Forest Railway Society
Over 10 years we have raised funds through donation and sales We are very grateful to our members for many years of support and generosity, and we are thankful that we can pass this generosity on to help these groups.
Project 22.”
As you can see from this, the DFR Society has benefited from a sum of money which has been put towards the restoration of the Barclay locomotive. The funds being donated for a locomotive in the ownership of the charity.
• Succession
Congratulations goes to my son and his partner on the birth of their son in mid-October! This started me thinking off on a tangent… My maternal great grandfather was born in 1871 and worked his whole life until retirement as a servant of the Great Western Railway. I remember visiting him and he still wore his GWR waistcoat and trousers until his death in 1962 aged ninety-three.
He had a brother-in-law who was ten years older than him and was a Station Master for the Bristol and Exeter Railway at Durston in Somerset. My great granddad had a large family (as was the norm in Victorian times) and two of his sons (one of them being the eldest child was my Granddad) took up positions on the GWR.
We then skip a generation, and I started for British Rail upon leaving school in 1971 and of course my son has been a member of the DFR almost as long as myself and is a driver. So, I think it is safe to say that my grandson hasn’t got a chance – he will be on the railway somewhere or somehow and probably soon!
I now approach my 70th year on this planet and I am beginning to feel it! As you would have seen in the last edition, changes to structure etc. are being discussed (even no mention of daily operating management – I’m the invisible man) so expect an advertisement for an Operating Manager while I slip into occasional use as a Signalman or keyboard operator behind the scenes.
I have been Ops Manager for sixteen years and it happened by accident really as the person in harness at the time fell ill so I took it on, just as the government issued their Railways and Other Guided Systems (ROGS) white paper and the problems that it unleashed a few years later!
This person carried on after the illness as an important member of the Ops team and has just retired as he feels at 80-something he should! Many, many thanks to Derek Spinks and Pete Ball who have provided an excellent service as the leaders of the Thursday ‘Shunt Team’. Enjoy your retirement and please keep in touch.
If anyone else out there is competent in 08 driving and signalling and fancies a regular gig on a Thursday, (other days could be arranged) then you know who to call!
I would also like to thank Mike Cornick for his years of work and support with timetables etc. (even Ops Manager at one time), he also has stepped down (but has offered occasional use). All you youngsters need to ask questions and listen to us oldies before the knowledge disappears!
• Trains
Well, we made it, we got through August! The roster was full of vacant slots until the last minute phone round to fill them, but we did it without cancelling any running once again. It has become an annual challenge!
September also caused some late nights etc. as we tried to organise the Diesel Gala. One of our visitors caught fire before it left its home railway and couldn’t be replaced, so timetables had to be re-written. Then another visitor had problems after arrival, so the timetable changed again!
Many thanks to a few who burned the mid-night oil on that one. The Saturday had a bit of late running but otherwise all went well with many positive comments and photos on the interweb, and I heard a rumour that we broke even and even made a little profit, but only a rumour!
No sooner had the Diesel Gala finished, the attention turned to the Royal Forest of Steam Gala on the first weekend of November with one of the visitors arriving early in October and also a photo charter organised to make use this locomotive...
But guess what?
Below: 09106 passes Middle Forge with the tanker train.
Yes, it failed before leaving its home railway and no replacement could be found. Does that sound familiar?
October started with some filming at Norchard and then was full of the usual round of weekly works trains, shunting, special movements and returns also a very successful Murder Mystery evening. All of these events etc. are all manned by our volunteers – Thank you!
Once the steam gala is over, we jump straight into a three week break in passenger traffic and a chance to do some important trackside maintenance work.
This has to be planned and organised in such a way that we have maximum capacity to run works trains for as many departments as possible. Communication is key here!
After a gala there is always stock to move around and/or shunt, so this also has to be put into the mix. I will update you next time. When the 23rd of November arrives, it will be the first run of the Santa Specials finishing with the last ‘Mince Pie Special’ on December 31st, the end of the running year.
So, I shall take this opportunity to wish you all a very Merry Christmas and all the very best for 2025!
Electric Dreams
Adam Williams recalls some of the more obscure activities that the Operations Department team get involved with and stuck in to head first when not focussing on the day to day running of trains.
Back in 2022, Rail Operations Group (ROG) Class 37 901 visited for the diesel gala, an event shrouded by the nation mourning the death of Her Majesty Queen Elizabeth II. In pretty quick succession we assisted in moving and transporting a Class 315 Electric Multiple Unit (EMU).
On 23rd December 2022 sole surviving Class 315 856 was hauled to Lydney Junction from Ilford EMU Depot by Class 37 884. Upon arrival at Lydney Junction the set was split and the four vehicles transported by road to the Llanelli and Mynydd Mawr Railway at Cynheidre (approximately four miles north of Llanelli). The new owners of the unit being the Class 315 Preservation Society.
In the words of Rick Blaine (Humphrey Bogart) to Captain Louis Renault (Claude Rains) in the 1942 hit Casablanca, “Louis, I think this is the start of a beautiful friendship”. With the experience of handing the four-car Class 315 under our belt, during the second half of 2023 – a few intriguing questions were posed...
1. “Could you accept a five-car EMU and ship it out?”
We had similar before; it would not be an issue.
2. “Could you repeat it three times?”
Again, as we had done one before, it would not be an issue.
3. “Could you do it all within nine working days?”
What a challenge! When do we start?
There were weeks of build up and planning for the task to transport the three Class 360 EMUs from MoD Bicester to the Global Centre of Rail Excellence (GCRE) at Onllwyn (approximately fifteen miles north east of Swansea).
ROG handled the rail transport from MoD Bicester to Lydney Junction using a pair of Class 37 locomotives (Class 37 901 and Class 37 611) and barrier wagons.
Legacy Rail (a firm of railway vehicle engineering specialists) undertook the electrical and mechanical uncoupling and coupling of the units both at Lydney Junction and Onllwyn.
Allelys Heavy Haulage handled the road transport from Lydney Junction to Onllwyn with their fleet of HGV tractor units, trailers, and loading expertise.
• Day 1 – Tuesday 2nd April
Allelys Heavy Haulage installed a pre-fabricated loading ramp, and ROG delivered unit 360202. Lydney Junction was shunted whilst the train was split.
Using both ROG locomotives, the portions were then shunted into the Back Road behind Lydney Junction Signal Box. This move also trapped in one of the locomotives!
• Day 2 – Wednesday 3rd April
Allelys loaded four out of the five vehicles on to the lorries which set off for GCRE. With only one vehicle remaining, the trapped locomotive was then released.
• Day 3 – Thursday 4th April
The ROG locomotives departed for Bicester, whilst Allelys loaded the last vehicle on to the lorry
• Day 4 – Friday 5th April
ROG delivered unit 360201 to Lydney Junction where it was shunted in to the East Loop. Once the shunting was complete, the locomotives again departed for Bicester.
• Day 5 – Monday 8th April
ROG delivered unit 360203 to Lydney Junction, where the barrier wagons were removed and shunted in to Platform1.
Unit 360201 had already been electrically disconnected so the train was split, before being shunted on to the loading pad in two portions. As part of this complex shunt, with a lack of space the leading portion made it to St Mary's Halt!
• Day 6 – Tuesday 9th April
Allelys loaded four out of the five vehicles on to the lorries which set off for GCRE. Again, with only one vehicle remaining, the trapped locomotive was then released. The team from Legacy Rail were not available to split the last train, some more shunting of Lydney Junction took place!
• Day 7 – Wednesday 10th April
The team travelled back from GCRE so that unit 360203 could be split and shunted on to the loading pad in two portions ready for departure the following day.
• Day 8 – Thursday 11th April
Allelys loaded four out of the five vehicles on to the lorries which set off for GCRE. With only one vehicle remaining, the trapped locomotive was then released.
• Day 9 – Friday 12th April
As soon as the last vehicles of the second train departed for GCRE, the pre-fabricated loading ramp was recovered. The ROG locomotives departed back to Derby first thing, with their barrier wagons in tow.
Phew! As quick as the challenge was upon us, it was over! Whilst the DFR had a small part in providing the access to loading pad to create the road-rail interface, this was critical to the successful, timely completion of the project. Even if half way through the exercise one of the HGV trailers suffered a hydraulic failure. Credit to Allelys, the trailer was repaired quickly and pressed back in to service.
But what will we get in a return? A ROG loco for a gala?
Above: Class 37 901 brings the first arrival from Bicester in to the West Loop at Lydney Junction. (A. Pace)
Opposite page: Class 315 856 waits in the East Loop ready for transport to the Llanelli and Mynydd Mawr Railway. (C. Saywood)
Above: With the hard-wired electrical connections removed, the fixed bar coupling between the vehicles is released.
Left: A portion of unit 360201 waits at St Mary's Halt.
Below: By the close of play on Monday 8th April, unit 360201 sits in the sidings behind Lydney Junction Signal Box. (Photos: A. Williams)
Above: Driving Car 78433 from unit 360203 was the last vehicle to be loaded and is chained down to the lorry.
Right: The last of the lorries make their way out to the A48.
Below: At Onllwyn, the weather broke and for the first and last time during the exercise – offloading was in the sun!
(Photos: A. Williams)
Small Engine Update
With
a selection of images by Adam Williams, Ed Freeman gives an Engineering report.
• Peckett 2147 "Uskmouth 1"
Over the summer the finishing work on 2147 continued with the lining being completed by Adam Meredith. The whole engine was then varnished. Manufacture of the vacuum and steam heat systems then commenced.
This entailed design of the system and then making and fitting all of the pipes, clips, and valves. As the engine was never fitted with either it was decided to try and make both systems as unobtrusive as possible.
The cab arrangement is considerably neater now and replaces a jumble of screwed pipe fittings and a brake application valve of dubious origins!
As all the boiler fittings and pipework were stolen, we have had to make all new. This includes all the pipe nuts and flanges as well as new castings being machined. All was completed with the exception of the injector cones.
As the Peckett drawing for the injector has no dimensions an old injector was copied. These were then tried for the initial steam test, which showed that they weren’t right. Everything else on the engine worked but we could not put the boiler up for exam with the injectors as they were.
A lot of phone calls and correspondence to other Peckett owners showed that these injectors are a problem, and work is going on to try and make some cones that work. A suggestion was made about borrowing injectors from the R4 loco in pieces at the Helston railway.
One was borrowed and another assembled from bits to give two that worked. The boiler inspector signed off the boiler which is the start of the ticket. The same day a few moves were made up and down the yard. It was able to be used on the gala on brake van rides before we think about doing some proper running with it.
• Andrew Barclay 2221
With the completion of 2147 the next project is long forgotten Barclay 2221. It had been slowly stripped and last month Adam and Craig lifted it off of its wheels and moved the frames into the Blueline, where 2147 had been.
The frames have been completely stripped down, repairs and painting are ongoing. Apart from the axle journals which require machining and new axle brasses the loco is in very good condition and should be re-wheeled reasonably quickly. The cab and tank will be the next parts rebuilt followed by the boiler, which requires more effort.
Left The new copper-work and gauges in Uskmouth's cab.
Below: Doug Phelps and Richard Thacker bend up the pipe that will form part of the bespoke vacuum system.
Below: Did someone order an engine? The RRV pushes the frames in to the Blueline ready for off-loading on to timber blocks.
Above: The RRV and Telehandler tandem lifted the Barclay frames. They were rotated before loading on to the RRV trailer.
Peckett Pictorial
Adam Williams selects a few images from 31st October, when "Uskmouth 1" steamed back to Parkend.
Opposite page: Callum Bayliss steadily builds up the fire in preparation for the test run down the line to Parkend.
(Photos: A. Williams)
Above: Callum carefully oils up the coupling rods.
Below: The axle boxes are easily oiled over the new pit.
Photo: Team Peckett are rightly proud of their hard work. (G. Matthews)
Above: 2147 at Parkend, for the first time in over 30-years!
(Photos: A.
Below: Another first, northbound at Parkend level crossing!
Opposite page: Harry Jenkins joins Craig Morris and Callum on the footplate ready to savour the trip down to Parkend.
Copley)
Development In Brief
Adam Dickinson updates on some of the ongoing development activities happening around the railway...
• New Inspection pit
There are a couple of jobs outstanding – an additional concrete apron being installed around the siding which passes alongside the shed, which was also relayed as part of the works on an improved alignment, along with relocating the Cleaner’s Cabin and fire iron rack.
Things have been proceeding apace around the railway!
Following the Royal Forest of Steam Gala, preparations were underway for the installation of the concrete apron. We’d taken the opportunity to improve the concrete within the DMU depot area simultaneously – bringing benefits in the set up, labour and materials with our contractors – so the shuttering was completed ahead of the planned concrete pour.
As with the inspection pit installation, access to the majority of the work area was through the Blueline Building. With the building cleared, the concrete was poured in two stages – outside of the rails and the first part of the DMU depot area, closely followed a couple of days later by completion of between the rails and the last of the DMU depot area.
The work was completed within the brief window that the weather offered, the shuttering was removed, and the area returned to use.
As we go to print, plans are being made for the relocation of the Cleaner’s Cabin and fire iron rack, which in turn will allow further improvements to the maintenance and restoration side of Norchard Yard.
• Elsewhere on the railway
Away from Norchard there have been other infrastructure projects which can be classed as more than simple "repairs and maintenance". Adam Williams has been leading the Middle Forge drainage project which was well underway, as well as a Permanent Way project led by Alex Davies and his team, but more on those in the next issue!
Soil sampling has been completed around the loading pad at Lydney Junction and we await the test results.
Planning is currently underway larger projects over the longer closed period – please keep an eye out for requests for assistance through the likes of HOPS, Facebook, etc. Below: Installing the sub-base and reinforcing for the apron. (A. Williams)
... and Gala De-Brief
along with a quick summary of both of the 2024 gala events, both of which were well attended!
• Diesel Gala
We’d originally planned for a pair of visiting locos – Class 73/JA No. E6003 from the Electro Diesel Locomotive Group at the Swindon and Cricklade Railway, and Class 25 No. 25262 from South Devon Diesel Traction, alongside a Class 37 courtesy of our colleagues at the Rail Operations Group (ROG), with whom we worked closely with recently despatching three Class 360 EMUs onto road transport.
Sadly, while making its way to the waiting road transport, No. 25262 suffered an electrical fire which couldn’t be repaired in time, so had to withdraw from the weekend. If you’ve been to Lydney Junction recently, you’ll have noticed we’ve been joined by a brightly liveried Class 09 – it was hoped the loco would join the gala, but sadly an issue was found which could not be rectified in time.
Despite the issues, we had a fantastic weekend, it was one of our most successful Diesel Galas for many years, and strong sales were reported in the café, shop and DFLG sales coach in addition to the ticket sales.
Below: Uskmouth 1 running brakevan rides at Norchard. (D. Hugglestone)
• Royal Forest of Steam
In a plan coincidentally similar to the Diesel Gala, a pair of visiting locos were booked – GWR 56xx No. 6695 courtesy of 6695 Locomotive Ltd at the Swindon and Cricklade Railway, and No. 9466 from JJP Holdings at the West Somerset Railway. It was hoped Uskmouth 1 would be able to join as well – but more on that later.
Sadly, No. 9466 failed before leaving the WSR when a historical repair in the smokebox failed, and our efforts to secure a replacement at late notice we unsuccessful, leaving No. 6695 as the sole visitor.
Fortunately, following a fantastic effort after her test run (which revealed some issues), Uskmouth 1 was able to take up brake van rides at Norchard during the weekend.
Both Uskmouth 1 and No. 6695, alongside the DFLG’s No. 5541 and No. 9681, performed well for the passengers who joined us making it a very successful weekend, again with strong sales were reported in the café, shop and DFLG sales coach in addition to the ticket sales.
You’ll be pleased to know plans for our 2025 galas are well advanced – please keep an eye out for updates.
2024 Gala Gallery
2024 was another brilliant year for Galas at the Dean Forest Railway, with the annual Diesel Gala and the Royal Forest of Steam event in November. We saw another wide range of visitors to our line.
The diesel gala saw a pair of Class 37 locomotives (37 510 and 37 884) courtesy of Rail Operations Group and E6003 (Class 73 003) from the Swindon and Cricklade Railway (S&CR), whilst 6695 (also a resident of the S&CR) visited for the steam gala. Here is a selection of the images from this year!
Photo: 6695 departs Platform 1 at Lydney Junction against a gloomy November sky during the ‘Royal Forest of Steam’ gala. (G. Matthews)
Above: The Class 37s run-around at Parkend.
Right: E6003 works the 'A' set towards Middle Forge (Photos: J. Ennis)
Below: The triple header passes New Mills. (Photo: A. Copley)
Above: 08769 approaches Whitecroft with the 'B' set.
Left: 37884 and E6003 head north over Tufts Bridge. (Photos: P. Dovey)
Below: The triple header arrives in to Lydney Junction. (Photo: A. Crouch)
Above: What else doesn't work? A new timetable it is then! (Photos: A. Copley)
Below: E6003 is prepared over the new inspection pit for the trip back home to the Swindon and Cricklade Railway. (Photo: A. Williams)
Above: With preparations complete, it's pizza time on shed!
Right: Doug Phelps checks 5541 before moving over the pit. (Photos: C. Thompson)
Below: Crews discuss the next moves at Lydney Junction. (Photo: D. Hugglestone)
Above: 9681 arrives in to Parkend with the 'A' set.
Below: 6695 arrives at Parkend with the
train. (Photos: S. Moore)
Left: 6695 runs around the ballast train at Parkend.
ballast
Above: 6695 sits at Parkend with the 'B' set.
Right: 6695 approaches Upper Forge with the ballast train.
Below: 5541 arrives at Parkend with the ballast train. (Photos: A. Simmonds)
Carriage & Wagon
• 4862 – Mark 1 TSO
The majority of the carriage floor has now been re-laid and the interior of the carriage is safe to walk on without having to balance on the floor girders in certain areas.
There was a last minute realisation that one section of underfloor spark guard and insulation layer had not been re-instated when the floor was re-laid, but this was corrected at the earliest opportunity.
The next part of the carriage to be attempted has been to start re-installation of the windows. Peter visited the East Somerset Railway at Cranmore to investigate their commercial carriage renovation company and seek their wisdom on how the Mk1 carriage windows are mounted.
Unfortunately, the conclusion from the team at Cranmore was rather disappointing to us... “We’ve never seen window mounting methods like that and never tackled a carriage with those sort of facilities or window fixings”!
It would appear that we have a special design of Mk1 carriage with non-standard window fixings which the professionals had not seen before.
A team meeting to brainstorm solutions took place and methods to create custom window retaining fixtures proposed.The solutions were refined and then adapted and expanded to allow the use of custom assembly methods and templates to create universal solutions which could be used on every window in the carriage.
The first problem was the fixings for the quarter-light sliding ventilation windows at the top of each pane.
A variety of fixings had been used to anchor these and had resulted in a mixture of problems. Some mountings had used a steel screw instead of the proper brass screws which were rusted into the aluminium frame, some had experienced corrosion in the past and the mounting hole and thread had been enlarged to take threaded inserts or helicoils, while some were so totally corroded that the original mounting hole was now totally unusable.
A universal mounting jig with alternative hole positions and insertable drilling and threading jigs to accommodate hole reboring was fabricated to allow each sliding window frame guide to be re-drilled, re-threaded and re-mounted. These techniques will allow original British Association (BA) thread brass screws to be re-introduced exactly as they were originally used in the carriage manufacture.
Above: The drilling and threading jig in action.
Below Left: The window glass ready for cleaning and fitting.
Below Right: The glazing strips and rubber seals are installed.
Dave Chappell gives an update on the latest activities undertaken by the team.
The main windows were equally in need of a custom made mounting solution. The glass when originally removed was liberally coated in silicon rubber to form a mounting and environmental seal.
A special former was created, conforming to the curve of the carriage body to act as a drilling jig to align with the re-enforcing webs either side of the window aperture.
Aluminium glazing strips and rubber seals were designed and created to re-fix the glass into the glazing aperture without relying only on an adhesive seal. The surround for each window was created as timber inserts sculpted with a router and band-saw, onto which the inner surround is screwed to recreate the original internal window design. This construction process will be fine-tuned in re-fitting the four windows in the north-end compartment, so that the area can be used as a reference template.This will then assist with the on-going refitting of the remaining twelve windows throughout the rest of the carriage.
Meanwhile, the refurbishment of the under-slung battery boxes has been completed and the battery housings have been remounted each side under the carriage sole bar or main chassis member as appropriate.
When the internal wiring replacement is commenced the main battery supply cables will be reinstated to complete the power circuit. At present the carriage interior light fittings are powered from an external battery charger in the restoration shed, lighting up the working area.
• Running Set
The running set consists of Mark 1 TSOs 4923 and 4980, Mark 1 BSK 34742, and Mark 2 TSOs 5175 and 5341.
A battery capacity test was conducted on the five carriages in the running set to check whether we have sufficient power to run the lights (and heater blowers in the two Mark 2 carriages as well) during the ‘Santa specials’ which start at the end of November.
The results were generally encouraging, but the battery capacity on Mark 1 carriage 4923 may be slightly limited. All carriages managed six hours running time without reaching a discharged state, so further investigation and testing, including distilled water top-ups and charge/ discharge cycling, will be conducted during the couple of weeks shutdown during November. It is hoped that sufficient battery capacity will be available for the Santa Trains without having to replace a complete battery set.
Below: The window and wooden trim are neatly installed.
Right: The battery box reattached to the vehicle.
A Day Out With Jenny
Huw Thomas recalls working the UK Railtours tour on 27th July 2024 which wasn't without drama!
We were very lucky to welcome a UK Railtours tour hauled by a very well-turned-out Class 33 D6515 on Saturday 27th July 2024. These are a personal favourite of mine as I remember them working behind my childhood home in Guildford and later during the 1980s carrying me from Bristol Temple meads to Portsmouth.
Adam Williams, Andrew Woodrow, and I met at Lydney mainline station to ride on the cushions up to Gloucester to join the tour. We enjoyed the journey along the River Severn on a new Transport for Wales Class 197 unit, this was my first time on one of these units since having worked on them during their testing at CAF in Llanwern prior to the release to mainline duties. I can only apologise to the fare-paying public for the less than lavish ride.
Unfortunately, we ended up having a long wait at Gloucester for the train to arrive due to the late departure from Eastleigh Depot, this was due to no shunter being available to the prepare the stock. Eventually the tour did arrive, and we boarded for our duties as conducting crew and on train managers, as was required for the day. So, my second time in the cab of a Class 33 began and all of a sudden, I was nine years old again (and loving every moment of it)!
These days I'm used to the more modern Class 158, Class 165, or Class 220 units, but something built in the early 1960s has plenty of soul and has to be driven rather than operated. The GBRf crew handled the tour on the mainline and the locomotive group volunteers based at the Swanage Railway took over whilst on our metals.
The sprint by the river was packed with photographers, all of them looking to capture this Southern interloper on Western Region metals. With the passenger stock, the maroon London Transport Class 438 – the 4TC (Through Control) set, being as well turned out as the locomotive.
With line speeds in excess of 60mph, the Sulzer 8LDA28 (a straight-eight turbocharged diesel with a displacement of one hundred and seventy-seven litres) sounded lovely under load although it proved that sound proofing was not a priority in the 1960s design, but I'm not complaining!
Before long we arrived at the NR/DFR boundary, after a brief interlude the ground frame was operated and we pulled up in to Lydney Junction – our first stop. After waiting for the steam service to depart for Parkend the tour continued on, with many more photographers lining the route and particularly around our new level crossing on Hill Street in the centre of Lydney.
D6515 made short work of pulling the tour up through Middle Forge to Norchard where we made a brief stop. After a quick exchange of tokens we headed into the forest, echoing to the Crompton chorus with more enthusiasts gracing our line, which looked fantastic in the summer sun. After passing Whitecroft we ran the last section of woodland to Parkend, where our passengers could stretch their legs and watch the Class 33 running around and the arrival of 5541 on the scheduled steam service.
Back at Norchard the train disgorged its passengers before shunting into the Low Level for servicing. The café had a captive audience for two and a half hours, as for many this was the first opportunity for hot food in over seven hours. But soon the Public Address came alive announcing that, "The next train to depart Platform 1 is the 1615 departure to Clapham Junction, calling at Lydney Junction, Didcot Parkway, Basingstoke, Woking, and Clapham Junction!"
I think we will struggle to out-do that as an announcement! A smooth return meant the train joined Network Rail early but at Gloucester, a delayed arrival gave an impromptu photo opportunity, rounding off an excellent day.
• 1Z65 0744 Basingstoke to Lydney Junction
Location WTT Actual Delay Schedule
Basingstoke 0744 0757 +13
Woking 0807 0828 +21
Clapham Junction 0900 0933 +33
Reading 1003 1048 +45 Crew Stop
Didcot Parkway 1022 1119 +57
Haresfield Loop 1151 1226 +35 Pathing *
Gloucester 1207 1238 +31 Crew Stop
Lydney Junction (a.) 1245 1317 +32
* Pathing stop not required due to late running, schedule allowed 5 minutes from Standish Junction to Haresfield Loop, time estimated based on 1Z65 passing Standish Junction at 1221.
• 1Z66 1625 Lydney Junction to Clapham Junction
Location WTT Actual Delay Schedule
Lydney Junction 1625 1623 -2
Gloucester 1700 1702 +2 Crew Stop
Swindon 1754 1754 0 Pathing
Wantage Road 1827 1826 -1 Pathing
Didcot Parkway 1842 1843 +1
Reading West Junction 1922 1922 0 Pathing
Basingstoke 2000 1959 -1
Woking 2037 2038 +1
Clapham Junction (arr) 2127 2144 +17
Right: D6515 runs around the train at Parkend.
Left: 1Z65 passes the Grove Road cottages at Whitecroft.
Below: 1Z66 at Middle Forge, departing for Clapham Junction.
(Photos: K. Jones)
Norchard in Bloom
Gill Christopher updates us on the gardening that has been taking place throughout the year.
Well here we are a year or so on from my first efforts at gardening at the DFR and what a year it’s been. What with the rain, sun, and wildlife it has not been an easy one!
Our year started when we finally had a dry patch on a Monday, 26th February and Judy Williams and I had a session tidying up the winter detritus, weeding and cutting back in the garden in front of the Café.
We got about a third of the way along but after a couple of hours my dog Gracie, Judy and I were so cold we couldn’t feel our fingers, so we retreated to a café in Lydney to warm up! The ground was finally dry enough towards the end of March for Judy, Chris Bull, and I to tackle the rest. We cleared the dead leaves, weeded, removed dead bits, and pruned like mad. It was lovely and warm and Gracie dog enjoyed sunbathing whilst we worked.
Chris cleared the drainage channel along the front of the garden and ensured the covers were down properly. April was so wet that I couldn’t do any of the Spring jobs I had planned but the shrubs and bulbs looked beautiful anyway.
Finally in May, we managed to finally got most of the planting done and topped off with gravel to help keep the moisture in. We also added an extra pot in the entrance area, in the corner in front of the Disabled toilet, and replaced a couple of the others that were looking tatty.
We also put two more pots by the Waiting Room on Platform 1, the original troughs got too dry for plants to survive, and one was moved further down the platform by the Café garden and the other was taken down to Lydney Junction platform, so we now have two there. Of course, we then went from one extreme to the other and drought like conditions ensued, luckily, we managed to water and save most of the plants.
It was finally dry enough in June for me to get the preservative on most of the troughs, which was very good, however there was some bad news, our local wildlife decided that Norchard is a good party venue!
The snails really liked the verbena and marigolds, the deer liked throwing plants around, leaving them scattered all over the platform and the sheep liked the busy lizzies, marigolds, fuchsias, and light green begonias, but not the dark leaved ones. I tidied up and replaced some with French marigold and a lot of snap dragons that Martin Hillier had very kindly donated, thank you Martin.
Some of the Volunteers have kindly been picking up plants they find lying around the platform when they arrive and have been putting them back in pots for me, thank you all.
Over the year I have been experimenting with different plants to find those that the wildlife don’t like, I think I may have found a couple, but it will be trial and error for a while. There may be one that has exotic tastes!
July and August I’m afraid I did not manage to do a lot of gardening, just kept on top of things. Unfortunately, I had covid badly at the beginning of July and then on 7th August I had to say goodbye to my constant companion of nearly seven years, Gracie Dog and I would like to thank everyone who knows me for their kind words and support during a time. She was a special soul who, despite being a rescued racing dog, loved everyone and offered a calm and peace to whoever needed it.
The two outstanding jobs I did manage to complete were to put Terram material under the front entrance trough with a bit of ballast to keep the weeds under there at bay and paint the last three troughs.
Luckily there are no giraffes in the Forest so my baskets and pots on the High Level Platform have not been eaten and the begonias have flowered beautifully, they are still giving joy to our Visitors and Volunteers, and I have been given many compliments on the lovely flowers.
I am now winding down the gardening work for the year, in the next couple of months I shall complete the weeding and making the troughs, pots and gardens winter ready. Then I start again next year.
I would like to thank Peggy Römer and Chris Bull for surprising me with a memorial stone for Gracie in October. Also thank you Nathan for mounting and planting it for me in the shrubbery of the Remembrance Garden, it was a lovely kind gesture and very much appreciated.
If anyone enjoys gardening and would like to spend an hour or so helping, whether weeding, planting, or even watering, please do get in touch, and it is true, gardening is very therapeutic, I can recommend it.
Also, if you would like to help but can’t get down for any reason you are welcome donate money or plants to the Railway’s Gardens. If you think you could assist in any way, please get in touch via gardening@deanforestrailway.co.uk – we’d love to hear from you.
Above: The pink cherry at Norchard with its Spring blossom.
Above Right: Chris Bull attends to the drainage channels.
Right: The planter by the entrance gates and ticket office.
Below: Gracie lounges in the May sunshine.
In Memoriam
Andy was born and raised in Abingdon. After going to grammar school, he chose not to pursue an academic life and became an apprentice mechanic with MG Motors. A move from Abingdon to Bristol, and a change of career saw him obtain a Class 1 HGV licence.
When working on a building site, one of his workmates, a long haired fellow with a beard was known by the nickname “Jesus”. Consequently, his workmates couldn't resist calling him “John” as he and “Jesus” made a matching pair. Like most things, nothing phased him – which was just as well as the name stuck with him for the rest of his life.
Whilst living in Bristol, Andy became a member of the DFR on 25th Aug 1976. The railway at Parkend was still in its infancy and along with the other dedicated volunteers of those days, he forged the foundations of what was to become the successful organisation that we know today.
In those early years, Andy would drive up to the Forest every weekend and stay in his caravan parked at Norchard, on the wasteland that was the former colliery site at that time. He enjoyed being with like-minded people and he found a real kindred spirit in Mike Pearce. It was not only their dedication and willingness to work hard that they had in common, but also a fairly maverick attitude when it came to getting things done in those early days…
There are many anecdotes of Andy’s involved with the DFR, but Mike recalls that the DFR had seven old GWR wagons waiting in Avonmouth for collection.
He and Andy, set off one weekend, to fetch them back to the DFR. Andy was in a low-loader carrying a couple of specially welded train rails and Mike in his land rover. The first wagons were loaded by removing the trailer's back axles and towing them on with the Land Rover.
After some hours, with two wagons safely conveyed to the Forest they started on the third. Unfortunately, the clutch on the Land Rover burnt out. Now they had a problem, but not for long, as they watched a bulldozer being transported into the docks where they were working.
The bulldozer was unloaded, and the driver jumped down and went off. Without a second thought, Andy checked whether the keys were still in the cab – which they were! It was carefully borrowed for the weekend to push the rest of the wagons onto the lorry. It was eventually returned, and they made it home and the owner was none the wiser.
Along with this escapade, Andy would climb up, climb over, balance precariously and crawl under engines, cranes, scaffolding without a helmet, hi-vis jacket, or a harnesses. Unfortunately, this rather gung-ho approach to safety in the early days, didn't always end well. As one day, whilst concreting the then new engine shed floor.
Andy, with a wheelbarrow of cement, was seen running along a board, balanced above the ground, the front wheel came off, and Andy went head first into the cement… You can imagine his reaction, when he was hosed down!
Lynne Wentworth leads a tribute to a great friend and character – Andrew (Andy) "John" Baptist
Back in the early days, it was Andy's love for the railway that prompted him to ditch the caravan and find a permanent home in Whitecroft. Never one to make life easy, he chose a wreck of a house to renovate, which, ironically took up so much of his time that he gradually distanced himself from the demands of DFR, which he still loved.
Once settled in Whitecroft, Andy got itchy feet again and moved to Hereford, and when he retired from lorry driving, he volunteered as a driver for Hereford NHS.
It was whilst he was living in Hereford that he fell in love with Bulgaria, its people, and its culture. Just over twenty years ago, he bought a house in Banja. With this house came the next adventure in his life, and the escapades continued… Especially as this new house needed renovating!
Although Andy had stopped volunteering at Norchard he was always interested in what was going on especially on the development side and he could sometimes be found visiting Whistles Café for a bacon roll and coffee.
Andy was a man who had many sides to his character, he could be outspoken, but he was also considerate, he could be mischievous, but he was also very principled.
He could be stubborn and quite sweary if things didn't always go according to plan, but he knew when to admit defeat. He enjoyed straight talking but he was also very kind, he was a true diamond.
Andy was a very special man whose sparkle will be massively missed by all, for a very, very long time to come.
Opposite page: Andy is captured with company whilst on the footplate of 9681, his favourite locomotive at the DFR. (Photo: DFR Museum Collection)
Left: Andy erecting the roof trusses of the restoration shed.
Below: A quick stop on the Toad Brake Van for a brew, Left to Right: Anthony Davies, Dennis Snook, and Andy. (Photos: DFR Society Collection)
Above: Andy is shown standing on the wagon loading the bogie of Pitchford Hall with the steam crane during 1985.
Letters To The Editors
Dear Sirs,
I would just like to express my appreciation for the ease of use that the new pit imparts into the preparation of engines for service. It is a sad fact that over the years, past management relied on members of the loco department's goodwill to tolerate less than ideal conditions!
I would, therefore, like to personally express my thanks to everyone connected with the installation of the new locomotive facilities, and to the present management team who recognised that the previous facilities were inadequate, and then did something about it.
'Thank you, Gentlemen'
It is difficult to imagine how a loco pit could be luxurious, but when we moved to Norchard in 1975, the depth of the pit was the depth of the rails; then, after a few years we installed a new pit, about 2' 6" deep, which was the height (or depth) of luxury.
However, recently this luxurious pit became inadequate, and a replacement was needed...The reality is that facilities did not change, but I do assure you that the body of a 77 year old is a different animal to that of a 27 year old!
However, whatever one's age, this new pit makes the experience of preparing and disposing more pleasurable.
Mr. D. Phelps (316), Ruardean Hill
Response:
On behalf of the small team who have worked on this project, thank you for your kind words, and patience while the work was ongoing. On a personal note, I am pleased we have started improving our facilities. This project has shown what a small team with a goal can achieve, when we all pull together the future of the railway looks much brighter indeed!
Adam Dickinson
Below: 6695 is prepared over the new inspection pit on the first day of the 'Royal Forest of Steam' gala in November. (A. Bott)
Don’t miss out! A pictorial celebration of the DFR’s first five decades, containing many previously unseen photographs. £16 for members. Pick up your copy from the shop at Norchard or online (with discount code
www.dfrsociety.org.uk/shop
Who’s Who at the DFR
Forest of Dean Railway Ltd
Overall strategic management of the railway
Chairman - Ian Pope
Vice-Chairman - Adam Dickinson
Finance Director - vacant
Commercial Director - vacant
Development Director - Adam Dickinson
Health & Safety Director - vacant
Society Appointed Directors - Adam
Williams & Rob Harris
David Hurd Appointed Directors - Martin Hillier & Robert Morris
Company Secretary - Wallace Barnett
Dean Forest Railway Company Ltd
The day to day running of the railway
Chairman - Adam Dickinson
Operations Director - vacant
Finance Director - Cecile Hunt
Director of Civil Engineering - vacant
Lineside Director - Chris Bull
Support Director - Adam Williams
Chief Mechanical Engineer - Adam
Dickinson
Signal & Telegraph - Steve Harris
Carriage & Wagon - John Clarke
Electrical - vacant
Permanent Way - Alex Davies
Telecoms - Rick Gillingham / Charles Bristow
Dean Forest Railway Society
Registered Charity 1183538 dedicated to the preservation and development of the DFR.
Chairman - James Graham
Vice-Chairman - Adam Williams
Treasurer - Tim McLennan
Secretary - Sue Williams
Membership Secretary - Adam Williams
Publicity Officer - vacant
Volunteer Liaison - vacant
Other Trustees - Dave Churton, Ed Dyer,
Alan Grant, Martin Hillier, Lynne Wentworth, Peter Wood
