Dean Forest Railway Magazine Issue 66

Dean Forest Railway

Magazine

About this magazine

The Journal of the Dean Forest Railway is a quarterly publication.

© Dean Forest Railway Society CIO, 2024

All rights reserved. No part of this publication may be reproduced, copied or transmitted in any form or means, or stored in any information storage or retrieval system without the written permission of the Dean Forest Railway Society.

Views expressed within this publication belong to their individual authors and are not necessarily those of the editors, the Dean Forest Railway family of organisations, the Society or its Trustees. The Dean Forest Railway Society accepts no liability or responsibility for any loss resulting from information provided in this publication.

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 Trustees of the 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 67 by, at the absolute latest: 17th May 2024

In this issue

Editors

– I Came, I

Issue 65 contained an advert for the release of ‘Rails to the Forest’.

Apologies, but this book is not actually available at this present time, and when it is the retail price will be £22.50, not £17.99 as advertised.

Front Cover: From the Neil Parkhouse collection, this is part of a 1955 aerial view of Lydney Tin Plate Works, the Engine Shed and the Docks. The image has been enlarged to focus on the Lydney Yard area.

Rear Cover: From the Museum archives, the late Richard Eagle captured the then recently laid headshunt towards Travellers Rest in January 1998.

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,

We trust this issue (which is slightly different to normal), finds you well. We have a focus on development, and to bring everyone up to date with some of the work that has been going on – both behind the scenes and on the ground (that hasn’t already been covered elsewhere).

The main focus is the work at Lydney Junction that began in the closing weeks of 2023 and continued into the first Quarter of 2024. All of this work was to allow us to be able to submit the Expression of Interest (EoI) for the grant funding that the project to develop the site requires.

Looking back at the time and effort put in (some individuals easily clocked up hundreds of hours), we all need to remember that not everyone is at Norchard all of the time. We are a four-and-a-half-mile linear site, and just because you don’t see someone doing something, doesn’t mean that they aren’t elsewhere on the railway doing it!

Due to the limited magazines in 2023, we are still offering existing members a discount on renewals equivalent to six months of membership as a token of goodwill.

If you wish to claim the offer, you can do so via the society website, or direct via: www.bit.ly/DFRSociety-Renew both use the discount code STEAM24 please note this code is case-sensitive when used via the website or the link. Otherwise please contact the Membership Secretary via the Postal Address for the Honorary Secretary, or via email at: membership@deanforestrailway.co.uk by no later than 30th June 2024.

If you wish to claim the offer and your membership is not due to expire, then please do still get in touch. We appreciate your understanding and patience as we get ourselves back on track.

As noted in the previous issue, we now have a magazine editorial team whose tasks (along with compiling the magazine) include being the point of contact for our authors, and collating images and articles for publication.

For the next issue, whilst there will be a focus on the large project of the Lydney Town Level Crossing Renewal, the smaller tasks are just as important and help keep the railway moving forward, so please do submit your articles for Issue 67.

Additionally, we value your feedback and encourage you to share any suggestions or preferences you may have regarding the content and format of our magazines. Your insights are instrumental in helping us enhance the quality and relevance of our publications.

Your continued support is welcomed as we aim to keep you informed and connected within our community. If you don’t currently receive the Monthly Newsletter email, please contact newsletter@deanforestrailway.co.uk.

With best wishes

Adam W, Ian & Tim

Left to Right: Adam Williams, Tim McLennan, Alastair Clarke, Alex Davies, Adam Dickinson, Ian Pope

Chairman’s Platform

Forest of Dean Railway Limited Chairman, Ian Pope, writes on the theme of ‘Us and Them’.

It was with an honour to be re-appointed as Chairman of the Forest of Dean Railway at the Board Meeting in January. I return to the post when the railway is heading into a very exciting period.After many years of planning on behalf of both company Boards – Forest of Dean Railway Co. Ltd and Dean Forest Railway Co. Ltd – and especially from our Development Director Adam Dickinson we are in a position to start moving forward with further development of the railway.

Since day one back in 1970 there has been the dream of going north from Parkend. Many would say that the work should have commenced immediately but at the time the Dean Forest Railway Society was not in a real position to do so. Now the Forest of Dean Railway Co. are in a position to take a serious look at the dream. However, it is rather like a 3-D jigsaw puzzle as many things have to be unlocked to make the dream work. I have long said that before going north we need to make sure that the section we are operating is as near to 100% perfect as possible. If we cannot operate and maintain what we have, how will we cope with an extended line? This does not only apply to the infrastructure but to all of the associated work behind the scenes such as the maintenance of necessary paperwork to show that work we do is correctly carried out and recorded.

So what of this 3-D puzzle? To operate further north we will need at least one more rake of carriages, if not two (not including the DMUs). We would need at least three available steam locomotives plus at least one diesel to cover in case of a steam failure – and here we are talking something larger and quicker than an 08. Thus we need to find sufficient finance to restore, say eight more Mark 1s and then somewhere to store them once restored so that they do not start to deteriorate immediately. The answer here is a long wished for carriage shed.

We are actively working on the provision of a carriage shed to hold the entire carriage stock at Lydney Junction. Meetings have taken place with a Heritage Consultant looking into the possibility of getting grants towards the work and preparatory site clearance has taken place to allow necessary surveys to be carried out to support these applications. We now know the space we have available and have purchased extra land off Network Rail to enable this provision. It will also make carriage maintenance a much more pleasurable experience – under cover in the dry and with all the necessary pits and walkways.

Alongside will be a new restoration shed and this unlocks a further part of the puzzle. By moving heavy engineering from Norchard we can reconfigure the Norchard site –which will still be our main visitor site with the car park – into a much more visitor friendly space giving a much enhanced experience with better interaction.

Then comes part three as with the carriages currently under tarpaulins at Whitecroft removed then the development of the Whitecroft site can be undertaken. And then… …then we can think about going north towards Speech House Road.

Can we make this happen? Yes we can but only if we all work together and recent events at the railway make me unsure as to whether we can. So here comes the ‘them and us’. I do not know if we are still suffering post COVID reactions but for some reason personal interactions between some members of the railway appear to have fallen apart to the extent that it is now having serious implications for the railway as a whole. I am certain that 90% of this ‘them & us’ attitude could have been avoided by people actually talking to each other face to face rather than reverting to social media and whispering campaigns. COME ON, we are all adults, the majority of us of mature years and we should know better. We come to the railway, all of us as volunteers, because we enjoy doing so.We each enjoy doing whatever we can FOR THE GOOD OF THE RAILWAY. We must all work together but if somebody just wants to play politics and stir up trouble then I am sure political parties will be looking for volunteers with an upcoming General Election. What we do not want is politics being carried out at the railway. As far as I am concerned there is NO ‘us & them’ there is just the Dean Forest Railway operating on a line that I remember back as far as 1962. I am taking no sides and would be happy to sit down with anybody for a chat.

We have all seen many heritage railways falling into bitter acrimony and it has happened at the Dean Forest in the past. What it could well lead to is bodies such as the HRA and the ORR getting involved and that we do not want.

The majority of Company shareholders, and I am sure the majority of working volunteers, just wish to come to the railway, carry out their duties and enjoy the experience. So, everybody, have a long hard think about what you really want to obtain. Let us live up to our advertising strap line “the Friendly Forest Line” and if you need to raise any issues then come and talk; I am sure most can be resolved without reverting to back-biting and mischief.

Remember we are all individuals and what you do may have a serious effect on others, we should be looking out for everybody’s safety and overall well-being.

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: Honorary Treasurer, Dean Forest Railway Society, Forest Road, Lydney, Gloucestershire, GL15 4ET

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 2024!

Aims and Objectives

As we build momentum again following COVID, Adam Dickinson first describes the aims and objectives of the railway, and how we will look to develop our railway for the future as agreed by the Management of the railway and the DFRS Trustees on behalf of the members.

Our 50+ year history is one of improvements and development. From the initial days at Parkend, the move to Norchard, extending southwards, firstly to Lydney Town Level Crossing, then Lydney Lakeside, and on to Lydney Junction, before a staged reopening to Whitecroft and Parkend, the railway has always has always had one eye on the future, in order to fulfil the original aims of our preservation pioneers – returning the railway to Speech House Road and Cinderford. As we emerge from the shadows of the pandemic, the time is right to detail the plan to achieve our long held aims. Whilst they will not be achieved tomorrow as there is a considerable amount of work to undertake to allow us to progress northwards. Only if we all pull in the same direction, and with all departments working towards smaller goals and targets will we achieve our aims. This work isn’t just the physical things we need – more track, coaches etc – but also the members, the operational staff, the maintenance teams – and the people who support them in the background.

These aims will develop the Dean Forest Railway into a 10-mile heritage railway, operated by a mixture of steam and diesel locomotives and DMUs. They will improve the railway for its visitors, volunteers, and staff, while also making the ongoing maintenance safer, easier, and more efficient.

Aim 1: Operate and maintain the railway safely.

Our first aim is to operate and maintain the railway safely. Safety has to be our number one priority – the safe operation of trains is the central function on the railway. Whilst this is in essence ‘routine’, it requires development, monitoring and review to ensure it is effectively carried out. Railways operate in a complex regulatory environment. It is critical that the Dean Forest Railway not only adheres to the required regulations, but by its operation demonstrates that it is a leading example of a safely operated heritage railway. The operation of trains is the most significant activity of trained and qualified staff. The effective training and assessment of staff is therefore central to a safe railway.

Objectives:

• To ensure safe operation of the railway

• To meet the legal requirements for operation of the railway, and exceed them where practicable

Aim 2: Ensure our financial systems are robust.

Passenger revenue can only cover a proportion of the funds we need to spend to maintain and develop the railway. For example, the rebuilding and overhauling steam locomotives and the repair of the track and the formation can take 6-figure sums that cannot be wholly funded out of current revenue. We need to ensure that we manage the funds we do have very carefully, that we live within our means and that we raise the larger sums required from other sources.

Objectives:

• To ensure that the day-to-day management of our money is robust

• To raise funds by appropriate means in conjunction with the DFR Society

• To ensure the long-term future of key assets are protected and funded in the most appropriate way

Aim 3: Increase passenger revenue.

Our survival and development depends on generating key financial income from passengers and other visitors.

We need to make sure, as far as we possibly can, that all passengers and other visitor have an outstandingly positive experience when visiting the railway. We must ensure that what they receive is seen as exceptionally good value.

Objectives:

• To increase passenger numbers and income by X% year on year *

• To increase income from on-train catering and other on-train sales by X% year on year *

• To ensure that the timetables are regularly reviewed to take account of commercial requirements and staff availability

Aim 4: Increase non-passenger revenue.

Alongside the revenue generated from carrying passengers and holding special events, we have the ability to generate income from other, related sources. You will have seen our railway being used as a training site for Network Rail and other industry partners, as well as other uses such as a film set. These opportunities make a vital contribution to our income throughout the year.

Objectives:

• To increase non-passenger income by X% year on year *

• To increase income from catering and other sales by X% year on year *

• To ensure that the timetables are regularly reviewed to take account of commercial requirements and staff availability

Aim 5: Retain and build our workforce – volunteer (in conjunction with the DFR Society) and paid.

This railway is entirely dependent on the people that run it. This is a combination of a small core of paid staff supported by a large workforce of volunteers. In order to work safely, we must ensure that all of our staff are properly trained and that they are fully competent for the jobs they have to do.

Volunteers must be nurtured and encouraged. We must have an environment where volunteers wish to continue to work for us (sometimes in inclement conditions). We wish to make the Dean Forest Railway the volunteering opportunity of choice in this area. There is a rich pool of talent that can be developed with young people who wish to build experience on their CVs – we offer a wide range of opportunities, and we must tap into that potential.

The DFR Society works tirelessly to recruit members and volunteers for the DFR. Every effort should be made to support them in this vital role.

The Railway also owes an obligation to its staff and active volunteers. Volunteers must operate to high and consistent standards, but they must not be taken for granted. It is salutary to reflect that any volunteer could walk away at any time, and a high priority needs to be given to retaining their loyalty. It is also important to continue to review the age and gender profile of volunteers and to have mechanisms in place to devise continuous recruitment.

Objectives:

• To develop and increase volunteer participation and recruitment

• To have in place a full programme of pre and in-work training and development for operational staff of all grades

• To ensure that there are systems for staff participation in decision making

Aim 6: Develop the heritage and educational aspects of the railway.

The unique selling point of our attraction is the heritage opportunities and experiences it presents. Visitors can come to us to experience the sights, smells, and sounds of a traditional steam railway. We need to ensure that we respect the heritage we have and that all developments that we undertake take account of that heritage.

Each station needs to have an increased heritage and educational focus for visitors. It is however important to develop a major railway heritage attraction somewhere along the line, as several other heritage lines have successfully done.

Objectives:

• To develop a heritage strategy for the railway

• To have features of a ‘living museum’ where visitors can experience the sights, smells, and sounds of a traditional steam railway

• To develop a number of railway related attractions along the line

• To offer schools the opportunity to have educational experiences which integrate with the curriculum in conjunction with the DFR Society

• To develop work experience placements for young people

Note to Aim 3 and 4:

* Where X is a value to be agreed by the board(s) relative to the annual plan and the prevailing economic conditions at the time.

Aim 7: Enhance our locomotives and rolling stock.

Without running trains, there would be little to offer to our passengers. Because the Dean Forest is a heritage railway focussing on the steam railway era, the majority of our trains need to be hauled by steam locomotives.

Our steam locomotives should represent those on a Great Western branch line, but with interesting exceptions. Heritage diesel locomotives and multiple units have run on the railway for many years, managed by a variety of small groups. These are an important part of the Dean Forest Railway scene and should continue.

Coaching stock needs to reflect traditional steam era coaches (predominantly British Railway Mark 1 and Mark 2 coaches), and must be of a good standard, which is clean and comfortable, and warm in winter.

Objectives, in conjunction with the rolling stock owners:

• To have sufficient appropriate steam locomotives in the “home fleet” continuously available for use

• To have sufficient appropriate diesel locomotives in the “home fleet” continuously available for use

• To have sufficient DMU vehicles available for use on the railway during each season

• To ensure that the coaching stock fleet has high standard of maintenance, a high level of availability and is maintained for the long term

• To provide sufficient rolling stock to support an increase in passenger numbers

• To provide sufficient rolling stock to support planned maintenance activities

Aim 8: Build upon relationships with internal and external partners.

The Dean Forest Railway comprises a complex network of organisations, with varying degrees of autonomy. Each organisation comprises individuals who themselves have various views about how the railway as a whole, and their part of it, should operate, and what should be the priorities. There is an important balance to achieve between, on the one hand, allowing groups and individuals sufficient freedom of action and, on the other, not giving so much free rein that either the operation and priorities become chaotic, or that actions of one group or another threaten the viability of the railway as a whole. Recent history from other railways has shown that this can happen, and it would be naïve to ignore the possibility.

The Railway also has a moral obligation to various external stakeholders, many of which have given considerable support in various ways over many years. This includes local councils, community, and business groups. These relations need to be nurtured and developed and should not be left to chance. By being a key tourist attraction in the Forest of Dean, it is crucial that the railway continues to be a successful business.

Objectives:

• To encourage and support affiliated organisations

• To work with external stakeholders

• To improve the railways public relations profile

• To encourage and maintain relationships with our supply chain

• To encourage and maintain relationships with our tourist partners

Aim 9: Enhance our operational infrastructure.

The railway’s members have long held the aim of returning railway services to Speech House Road and Cinderford. To achieve this aim, a number of operational improvements are required. It is anticipated that the extension, when completed, will dramatically increase the numbers of visitors to the railway.

Objectives:

• To improve the current railway to increase operational capacity

• To determine the requirements for the extension

• To facilitate the extension works

Aim 10: Maintain, renew, and improve the infrastructure and property.

The railway is the land, track, bridges, stations, level crossings, signalling, and associated equipment. Most of the foundations of the railway, including embankments, cuttings, and drainage were built around between one hundred and fifty to two hundred years ago. The trackwork has been repaired and renewed at various times in different places. The stations are of different ages and are in different conditions. Most of the signalling is of essentially Victorian design but has been developed and regularly maintained.

Elsewhere in this Plan we have proposed that the railway will continue to grow in passenger numbers. We therefore need to make sure that this growth is supported by the various facilities that we are offering.

Objectives:

• To maintain the infrastructure to continue to support 18.75t, 5 chain radius (Network Rail RA 5) capable locomotives safely on a daily basis

• To initially enhance the formation to enable larger locomotives to operate on ~20 days/year, but working to support 22.50t (Network Rail RA 8), 7 chain radius capable locomotives safely on a daily basis

• To enhance the infrastructure within depots, yards, and sidings to support larger locomotives safely on a daily basis

• To have a planned programme of station and building maintenance

• To increase the visitor capacity of all stations

• To review and begin the development of the Lydney Junction site

So how do we achieve these aims? Everyone can do their bit (many of us do already, we just don’t advertise it)!

Top Left: The RRV trailer loaded with materials, attachments and the Piano, all help improve safety and efficiency. (A. Williams)

Top Right: Alex Rennie on the excavator simulator at AccXel in Cinderford, volunteer development is crucial for success. (C. Bull)

Bottom Left: Class 360 units were brought to Lydney Junction for road transportation, building mainline relationships. (K. Jones)

Bottom Right: Track replacement at Lydney Town level crossing, a renewal and enhancement of our infrastructure. (J. Ennis)

Veni, VIDI – I Came, I SAW...

In this case not the phrase popularly attributed to Julius Caesar but something called “Engineer’s Line References”, Adam Williams gives a quick insight in how they relate to the DFR. Engineer’s Line References (ELRs) are codes used to describe individual routes, introduced with the computerisation of records, they usually suggest the name of the line they apply to. The records will include details of the route as laid down in the Acts of Parliament (which additionally fixes the location of the Mileposts – meaning you do get strange occurrences where the distances between the ¼ Mileposts isn’t 440 yards)! The code for the Severn and Wye Line is SAW, listed below are the key features (the distance from the Datum being in the format miles.chains):

Goods Junction with SPG

HOUSE ROAD

Branch Junction with WIY

Forge Junction with Norchard Low Level

Key to other Engineer’s Line References referred to: BGL2 Bristol and Gloucester Line (Tramway Junction to Temple Meads)

Loop

Cinderford Loops (Cinderford North Loop)

Lydney East Loop

Lower Dock Branch

PRB Parkend Royal Branch

SHZ Speech House Hill Branch

SLB Severn and Wye Lydbrook Branch

SOD Severn and Wye Oakwood Branch

SPG Severn and Wye Parkend Goods Branch

SSN Sharpness Dock North Branch

SSS Sharpness Dock South Branch

SWM2 South Wales Main Line (Gloucester Yard Junction to Johnston)

TDZ Mineral Loop (Tufts Junction to Drybrook Road)

WIY Wimberry Branch

The former Severn and Wye Line can easily be split in to four distinct sections (for note the mileages given are approximations for context):

00.00 - 03.40 Operational (Network Rail)

03.40 - 08.00 Closed

08.00 - 12.40 Operational (Dean Forest Railway)

12.40 - 18.60 Closed – Planned Future Extension

Whilst the re-opening of the closed section towards the Severn Bridge would be a fantastic aim, but some of the formation was swept away and the drainage characteristics altered by the construction of the Lydney Bypass.

Admittedly on the route north, once the road at Travellers Rest is crossed there is an infilled bridge to contend with (where the bends on the road were eased).

Whilst this is a challenge, it is not an insurmountable problem. Once beyond, the majority of the track bed is intact right up to the outskirts of Cinderford.

The route of the Severn and Wye Line from the Network Rail boundary near 03.40 (including crossing of the river by the long-gone railway bridge) is shown on the map.

Key to colours:

Red 03.40 - 08.00 Sharpness - Lydney

Green 08.00 - 12.40 Lydney - Parkend

Cyan 12.40 - 18.60 Parkend - Cinderford

Parkend

Whitecroft

Cinderford

Beechenhurst

Lydney Town

Bicslade Wharf

Lydney Junction

Norchard

Middle Forge Junction

Severn Bridge

Sharpness St Mary’s

Serridge

Drybrook Road

Speech House Road

Coleford Junction Travellers Rest

Tufts Junction

Infrastructure Development

Turning attention to developing the railway’s infrastructure, Adam Dickinson describes outlines of how we look to develop our railway in order to make it fit for future generations.

The aims and objectives will be used to facilitate the major infrastructure developments for the future, whilst the following pages describe the overview of the planned developments at key sites along the railway.

Lydney Junction

Developing Lydney Junction has been a long-held ambition for the railway since trains returned to the station in 1995. With a large area of land, adjacent to the mainline and to the main road, it is ideal for developing into a key feature for the future of the railway. Our main aim is to provide both a carriage running shed to store our operational and stored coaches, and a new restoration shed to replace the one at Norchard. This will release space elsewhere on the railway for development – particularly at Norchard and Whitecroft – as well as improving our operational flexibility.

The carriage shed will allow us to maintain our fleet of coaches under cover, with easy access to power, compressed air, water, with a flat surface underfoot. the shed will be five coaches long and cover three roads, which would allow us to store three rakes of five coaches ready for running. While it will be some time before all our coaches are operational, the coaches currently stored under tarpaulins at Whitecroft will be stored in the carriage shed awaiting their turn for restoration, protected from further deterioration. The installation of an inspection pit is being considered for at least one of the three roads, as well as options on a mezzanine floor above the carriage shed for offices, canteen and storage. The current restoration shed at Norchard has served the railway well since its construction in the early 1990s. however, the number of projects which the railway would like to undertake simultaneously is limited by the amount of covered space and facilities we have, so a new workshop will improve that. Currently around twice the size of the current shed – three roads wide, and two coaches long, with new machine shop, served by an overhead crane. These facilities will enable us to work more efficiently, improving the turn around on restorations and overhauls, as well as improving the facilities in which our volunteers work – a modern, well-lit, well-ventilated facility.

A key feature to be included in the new restoration shed will be public viewing and interpretation areas to allow visitors to appreciate the work involved and teach the next generation about this type of hands-on engineering. Longer term, there is also potential for sheds for both steam and diesel locomotives elsewhere on the site, as part of a later phase.

Lydney Junction following the main bulk of the clearance works, detailed from page 28. Inset is an artistic impression of the development. (T. McLennan)

Pill House Sidings

Some years ago, installation of a pair of sidings was started adjacent to the Lydney Bypass level crossing, but for various reasons was never completed. We will need to complete these sidings to provide secure storage space of rolling stock awaiting overhaul which is currently stored in Lydney Junction yard. Drainage will soon be installed ahead of the track itself, as well as the completion of the necessary turnout from the Lydney Junction Platform One headshunt. Limited road access is available from the A48 Bypass, but there is the possibility of constructing a new access at a later date.

The sidings (known by many as Albany) will be to the left (east) of the wagons shown stored in the siding between the A48 Bypass and the bracket signal. (J. Ennis)

Lydney Town

At the time of writing, Lydney Town level crossing is undergoing a major renewal project with the replacement of the road surface and the track within it. This was last done in 1987 but is now being replaced with concrete slab-track, with a 50-year life span.The alignment of the track over the crossing has been altered (moving by over half a metre or twenty inches to the west in some places). This improved alignment will future proof the crossing and allow for the replacement of the current manual gates with barriers similar to those installed at Lydney Junction. In the longer term, all these measures will reduce our maintenance burden, and improve both volunteer safety and operational efficiency.

Lydney Town level crossing on the evening of Sunday 14th April, with the new edilon)(sedra slab track installed. More on this project in the next issue! (A. Williams)

Middle Forge

The junction between the Norchard’s High Level and Low Level lines at Middle Forge junction has been an operational restriction since services started using the High Level line regularly in 2001. Replacement of the current turnout, along with control moved off the ground frame (most likely to Norchard, but to be confirmed), combined with appropriate signalling. This project will simplify access for trains entering Norchard Low Level and increase our operational ability and flexibility by removing the train crew operated ground frame.

Middle Forge Junction, simple but an operational nightmare, for special events it gives timetabling headaches, and causes havoc if forgotten to be set correctly. (A. Williams)

Norchard

Despite our plans for developing the railway elsewhere, Norchard remains a key site for the railway. It will remain as the main site for visitors arriving by car at the railway. In the short term, we are looking into a number of improvements to the car park based on feedback received from visitors. Items such as drainage, lighting, road surface and parking surface are being investigated, and a phased plan being formed to make the improvements – due to the sheer size of the car park, we will not be able to make all the improvements to the whole area simultaneously.

Longer term, tied in with the developments at Lydney Junction, will be the transformation into an exhibition site. Once the restoration facility and operational carriages have moved to Lydney Junction, we have the opportunity to develop Norchard to provide a better visitor experience, with the development of locomotive and rolling stock exhibition space in what is currently the restoration shed. In addition, the space freed up will allow us to further improve the current locomotive depot facilities, notwithstanding any more significant developments elsewhere on the railway.

This 2017 aerial view of Norchard shows how cramped the site is… this was even before the Blueline Building and the new inspection pit were constructed! (A. Williams)

Whitecroft

The planned development of Whitecroft station has been the subject of some discussion recently. Whilst we are at the initial planning stage – work at this site is directly linked to projects elsewhere, particularly at Lydney Junction for the stock currently stored in (what will become) the passing loop. Another item which will be reinstated at Whitecroft will be the line behind the second platform, to display our increasing fleet of restored wagons. As at Lydney Town, the level crossing will require replacement in due course, as well as confirmation of the positioning of the signal box.

Whitecroft Station, a rural idyll surrounded by fields and the former pin factory site. Plans have been submitted to turn the latter into housing. (A. Williams)

Parkend

Parkend has been a major ongoing project for the development of the railway since the reopening of the station in 2005, up to and including the recently completed signalling scheme. Realistically any further major developments at this location are comparatively limited, but they include the transformation of the Goods Shed as an extension of the museum. The siding behind Platform 2 will home the Museum’s Box Van no. 5259 (currently under restoration by the Wagoneers) and the LMS design CCT no. M37207M (currently stored at Lydney Junction), to become support vehicles for the station’s maintenance teams and Museum extension. Both of these vehicles will fit in with the character of the station, and will fulfil a useful roles too. Further details of the ongoing works for this development are given on page 52.

As at Lydney Town, the level crossing will require replacement in due course. In addition, to prepare for the extension, the turnout at the north end of station’s run round loop will be replaced and relocated to better suit trains arriving from there. The north siding will be recovered to allow for easing of the curves and reduce the check rail requirements.

During the 2023 Spring Steam Gala Parkend looked hectic, you can almost hear the calls of “all aboard for Bixslade, Beechenhurst, and the heart of the Forest!” (A. Ponsford)

Coleford Junction

As part of the planned extension works, the development of a dedicated Permanent Way depot at the site of Coleford Junction is being investigated. This would provide a dedicated centralised site for the necessary materials and rolling stock for infrastructure maintenance and construction. Such a depot has long been an ambition, and with the relatively easy road access from the B4234 and some distance to the nearby residences – Coleford Junction has significant potential for undertaking this type of heavy activity.The depot would form a crucial “jumping-off point” for the extension.

Looking from Travellers Rest down towards Coleford Junction, the latter is currently used for timber storage due to the good road access to the site. (A. Williams)

North of Parkend

All the developments described above help to support our ambitious plans for heading north from Parkend. Key features of the extension include the opportunity to repair Bixslade Wharf, a historic railway feature used to dispatch cut stone from surrounding area (particularly Forest of Dean Stone Firms) situated nearby.

Crossing the road at the site of Speech House Road station – unfortunately, we will not be able to rebuild the station back on the original site. However, this does present us with the opportunity to build a station at the former Wimblow Junction, which will site us perfectly between Beechenhurst and Pedalabikeaway – both being key tourist attractions.

A station in Cinderford – the site of which is to be confirmed, but we have enthusiastic support locally for the return of the railway. A key consideration for Cinderford is that its not only a destination for those heading into the Forest, it could also become an alternative starting location for visitors joining us from the north. We would not rule out options for park-and-ride services for visitors wishing to explore the Forest proper – all subject to appropriate business cases.

During 1961, Pannier No. 1627 drifts down the 1 in 132 gradient – parallel to Cannop Ponds for ¾ mile. Imagine the view from a train in dappled sunlight? (B. Ashworth)

Not If, But When?

A major piece of the puzzle which is currently missing is the WHEN… Developing the railway has had a number of promised starts – and promised completion dates, so the development team are understandably cautious about making promises regarding the timeframes, etc. The items of work required and their timescales then influences the HOW

Do we do the work ourselves? Do we hire contractors? What materials, tools, and equipment do we need?

However, what we are doing already is working on the next level of detail planning – essentially all of the tasks which need to be completed at a particular site in line with the high-level development target described earlier in these pages.

These tasks will then be prioritised and dependencies between them identified, which will then help to generate the batting order in which they will need to be completed – essentially the critical path to get the current railway ‘extension ready’, while we develop the detailed plans for North of Parkend, alongside carrying out the necessary maintenance and upgrade work on our existing four-and-a-half-mile line.

The other side of the equation is finance. While a number of the major projects will require grant funding, the majority of the smaller projects are suitable for traditional donation-based fundraising. Specific details will be confirmed in due course but in the meantime, if you wish to contribute to enable us to start surveys, refurbish tools and equipment etc, then donations should be marked as “Development Fund” and sent via the Postal Address for the Honorary Secretary.

During 1959, Pannier No. 1632 storms the 1 in 50 gradient up Serridge Bank, a similar length to the Lickey Incline between Gloucester and Birmingham. (D. Field)

LYDNEY YARD HISTORY

The full image from which the cover was taken, this mid1950 aerial view shows the full extent of Lydney Yard and reveals much of interest. In the foreground is Lydney Tinplate Works with Lydney Engine Shed on the left-hand edge. The Midland pattern Lydney Yard signal box can be seen with the guards’ cabin alongside. Then comes the station platforms, the main building hidden by smoke, and the long footbridge to the main line station which passes the buildings of Wagon Repairs Ltd.

Neil Parkhouse collection

A Look Back at Lydney

Ian Pope, Chair of the Dean

look back

some

As the main development aim at the Junction is the carriage shed it is pertinent to look back at the building that was purchased secondhand in 1880 by the Severn & Wye to act as their carriage shed. Once a temporary church in Cheltenham the corrugated iron structure was rebuilt virtually on the site of the original S&W station at Lydney Junction. It was said that some of the stained glass was retained, a feature we could perhaps recreate in the new shed?

The Great Western station platforms were joined to the Severn & Wye & Severn Bridge Railway’s platforms by a long footbridge originally of wooden construction provided in 1879 on the opening of the Severn Bridge line. It was replaced in 1908 by a steel bridge built alongside as seen in the lower view at a cost of £2,700. The various wooden buildings seen under the bridge housed repair facilities for a number of wagon companies including the North Central Wagon Co., Standard Wagon Co., Hurst, Nelson and the Gloucester RC&WCo.

Midland Railway officials

Forest Railway Museum Trust, and our resident Severn and Wye aficionado takes a

at

historic views of the Lydney Junction area.

The footbridge is seen again here with the long curved ramp down to the Great Western station which provided an excellent race track for local lads on their trolleys. The wagon repair side of many of the wagon building companies was amalgamated into Wagon Repairs Ltd in 1918 who took over the Lydney sites in 1922. They centralised and enlarged the works as seen in the aerial views – both shown earlier and on the front cover. Later a couple of the buildings were replaced by the corrugated iron shed seen here in the late 1950s as seen here in the early 1960s. R. Marrows

The footbridge and wagon works can be seen in the background of this view. 16xx pannier tank No. 1639 stands in the yard outside the shunters’ cabin on the occasion of the Railway Enthusiasts Club ‘Severn Boar’ brake van tour on the 6th June 1964. 1639 had been sent down to assist 1664 – which was the main tour locomotive – for the climb up the Coleford Branch. Unfortunately 1639 failed with a hot box at Coleford Junction. Immediately in front of the cabin can be seen the foundation mark of Lydney Yard signal box (see below).

A.

K. Pope

Taken in 1947 a 54xx auto-fitted pannier tank is seen leaving Lydney Junction with the auto working to Lydney Town. Lydney Yard box to a Midland Railway design is clearly seen. Believed to have been provided in December 1906 to replace an early box it was closed on the 28th June 1960 and removed. It only controlled the pointwork for the station and yard sidings.

L.

E. Copeland

The layout of the yard as depicted on the 1881 25-inch Ordnance Survey. Prior to the opening of the Severn Bridge in 1879 and therefore the provision of the station there were only three sidings curving round to meet the South Wales main line. The location of the original passenger station can be seen to the north of the Great Western station. The two sidings immediately behind the Great Western station once had two tips on them for the transhippment of coal off the Severn & Wye tramroad. Note that there was still tramroad in use with a line crossing the bridge north of Station Road Cottages which then crossed the railway on the level and ran down to the upper basin of the docks.

Views taken off the footbridge. The upper view looks towards Lydney Engine Shed – today the Travis Perkins yard – with the tinplate works on the left. A 2021 pannier tank shunts the yard on the 10th April 1948. The wagons nearest the camera look to be destined for the wagon repair works as one is missing its end door.

L. E. Copeland

Right: A pannier tank shunts the yard with a shunters’ truck attached on the 14th February 1964. Note in the centre of the view a long wheelbase wagon with some form of shelter fitted to the far end. At this date the engine shed only a couple of weeks left being closed on the 2nd March 1964.

A. K. Pope

Bottom right: A pannier tank is seen amongst a sea of 16ton mineral wagons destined for Forest collieries. A rake of loaded Herring ballast hoppers branded ‘Empty to Coleford’ awaits collection. Lydney Junction Signal Box stands in the distance. The two lines to the left are the Up and Down Severn Bridge lines which will merge into a single line beyond the Junction Box.

Changes to the layout of the yard can be seen on the 1920 25-inch Ordnance Survey. The two lines through the S&W platforms served the Severn Bridge line. Of the sidings there is a single dead end line behind the platform the three dead end sidings and two through sidings, all known as Severn Bridge and numbered 1 to 5, then comes a siding used for Wait Order coal. Of the three sidings nearest to the Great Western two were known as ‘General Transfer’ and the southernmost ‘General’. These would have been for traffic to and from the GWR. The carriage shed is still in position but demolition instructions were issued in 1924. The wagon repair sheds of Wagon Repairs Ltd stand to its right.

Two views though the Severn & Wye & Severn Bridge Railway platforms which came into use on the 16th October 1879. Above we are looking towards Severn Bridge with auto-fitted ‘2021’ 0-6-0PT No. 2080 on an auto working heading for Sharpness. Notice the mix of Great Western and LM&S pattern running in boards.

In the lower view, taken on the occasion of one of the railtours, possibly ‘The Severn Venturer’ in April 1956, it can be seen that Down platform on the left is numbered 4 and the Up platform is numbered 3. At a later date the numbers were reversed. Platforms I and 2 were those on the South Wales main line.

Right down at the far end of the yard the Severn Bridge line can be seen heading off the centre of the image past Otters Pool Junction signal box which was of Midland pattern. There were a number of alterations made to the sidings in this area during the Second World War when thoughts were given to working diverted coal trains over the Severn Bridge from South Wales.

L. E. Copeland

In the lower view we see the direct connections off the Great Western lines into Lydney Yard with a pannier tank shunting. It is just possible to make out ‘Wagon Repairs Ltd’ painted along the side of the wagon works.

L. E. Copeland

Returning to the top of the yard we look south-east off the footbridge on the 10th April 1948. Lydney Junction Signal Box can be seen in the distance. Note the coal wagons from far off places, the result of pooling in 1939. L. E. Copeland

As well as the sidings serving connection with the Great Western lines there were also sidings used for traffic to and from Lydney Docks as seen on the 6th September 1947. L. E. Copeland

A site now lost to us was that of Lydney Engine Shed. It is now under the yard for Travis Perkins. The shed was originally built to house the tramroad locomotives purchased in 1865 and extended in 1868 in preparation for the arrival of two broad gauge locomotives. The middle two gables are the original shed with a small fitting shop on the left-hand end. The three-road shed was added in 1876 to house the growing locomotive fleet and to enable the original sheds to be converted into an improved fitting shop and repair shed accessed from the rear by the road just seen going round the side of the shed on the right. In this view 16xx pannier No. 1642 and 14xx 0-4-2T No. 1406 are seen on shed.

An earlier view with 14xx No. 1404 and ‘2021’ pannier No. 2131 on shed. The coaling stage alongside 1404 once had a crane with coaling being done from baskets but latterly a wagon was often parked alongside a locomotive which was then coaled directly from the wagon.

Finally we take a look at the very throat of the yard in this aerial view which includes Lydney Shed at the bottom left-hand corner and St. Mary’s Church top right. The low buildings in the centre housed the West of England Wagon Works, now Albany Pumps whilst Churchfield House stands amongst the trees. The Lydney Bypass now runs between the two.

A 2021 pannier tank is shunting wagons for the West of England Wagon Co. with St. Mary’s footbridge beyond on the 19th April 1948.

Eating the Elephant

Desmond Tutu once said, “there is only one way to eat an elephant: a bite at a time”, Adam Williams shares his photo diary capturing activities at Lydney Junction preparing for the redevelopment of the site.

A small group of volunteers took on the ambitious task of transforming Lydney Junction. Their mission?

To not only improve the outlook for our visitors but to pave the way for the development of the new Carriage Sheds and Workshop, which will open a new chapter for the site and the railway as a whole.

The first task was to tackle the overgrown vegetation that had staked its claim on the track, rolling stock, and their surroundings. Where would we be if it were not for Andreas Stihl, the “Father of the chainsaw”… and the variety of tools and implements available as a result? So, the group, appropriately tooled up and backed by the Society’s RRV (under testing following some faults with the Rated Capacity Indicator) made good progress against the undergrowth.

The new ways of working trialled by the team uncovered what only can be described as our Roman hoard of embedded scrap, rubbish, and other detritus. With the departmental blessings the majority of this was disposed of.

The first task was to work along and clear the route of the old Severn & Wye Railway running line towards Severn Bridge along the northern boundary of the site.

The two views below were taken in close proximity of each other, the left-hand view was taken on 9th December 2023, but the right-hand view was taken less than 4 weeks later. The quick transformation is testament to the effort put in.

We called in our friends at RBM Haulage and Hire (who are based in Clanna, Alvington) to take away for crushing all of the deteriorating, broken or damaged concrete materials (fence posts, sleepers, Bowmac panels, etc).

We first used RBM when we were in the process of recovering sleepers from the Wye Valley line, and we have now struck up a regular working relationship.

Bang and the dirt was gone! It did not take long for owner-operator Brett Digby to ferry the 48 tonnes of waste to the crusher (west of Chepstow on the Shirenewton road). Yet within a few days, a new pile had been started…

At the end on of the Platform 1 headshunt were a pair of BR coach bogies and behind them the ‘Siphon G’ bogie milk van belonging to the GWR 813 fund, the bogies had to carefully towed out so that the van could be released.

Only when the site has been stripped back to the bare bones, can you actually start to get the sense of how much space is actually available. (T. McLennan)

In horrific weather the 40-yard skip from Bendall’s was quickly filled, once collected, and returned, it was brimmed again within 20 minutes. These large skips can hold 15 tonnes of scrap, I was certain there would be a lot more to come...

Derailed on one siding was XP64 coach 4729, a Mark 1 fitted out to evaluate the Mark 2 designs. Unfortunately, this included the abundant use of heritage materials. The plans for restoration will be detailed in a separate article.

With one of the beds (the gap between sleepers) cleared out and filled with packing blocks, the jack is centred up and the slow process of lifting begins.

As one jack reaches its limit (roughly 5.5 inches), small packing is placed alongside for the other jack to take over. Rinse and repeat, until the wheels clear the rail (the bogie frame lifts first until the slack is taken up in the suspension).

The stack of the packing proved that laying with Lego as a child had its benefits! With the wheels now at the correct height, packing blocks were tightly fitted under them and the jacks let down (by reversing the 5.5-inch lifts).

Sleepers were used create a platform to position the slewing rig, and the jack lifted in. The wheels were lifted clear of the rail and the rig carefully wound over.

It was “leg day” at the DFR gym - going head-first underneath a slew is not ideal. A half-sitting position gave control and a wide field of view. Once wound over, the jacks were released… and it was back on, the first time since 2005!

With the XP64 back on the rails, our trusty Thursday shunting team were given the delicate task of extricating it from the siding. Seeing the track where the coach had been, we concurred the siding would need to be shortened…

With the XP64 out of the way for the first time in nearly 20 years, it was time to clear around the area.

(All images on this page courtesy of A. Dickinson)

With a load of free hands after the conclusion of a locomotive department mutual improvement class, aided by the RRV and trailer we had the chance to swiftly re-home what seemed to be a never-ending stack of point rodding.

The end of the site was scattered with the concrete sleepers recovered from the Wye Valley line, and the littered remains of GWR Corridor Third coach 5848 from the Western Region control train that was scrapped in 2014.

Time to pick through the mound next to parts of the 70-foot turntable ex. Calais (via the Great Central).

(All images on this page courtesy of D. Johnson)

The work was arranged so to save having to keep off-tracking and on-tracking the RRV. With the mound adjacent to the turntable picked clean more scrap was collected from along the siding, the skip being the ultimate destination.

It did not take long to lift the end of siding (now marked by a chained-down sleeper) as the rails had been cut ready and were quickly flicked out of the way. The grab manages multiple sleepers at a time and stacks them on the trailer.

With the track removed a large area was opened up allowing the rubbish to be pulled into one heap.

(All images on this page courtesy of A. Clarke)

With the end of the siding now lifted, the opportunity was taken to stack the remaining pile of around fifty concrete sleepers that had come from the Wye Valley line. With that done, only the spoil heap remained ready for removal.

The spoil heap contained a mix of earth, rubble and some GWR concrete pot sleepers, the pile had also been topped off with dozen broken concrete sleepers that did not survive the recovery from the Wye Valley branch.

RBM obliged us again, and had all of this waste removed in day, improving our access around the site.

(All images on this page courtesy of A. Dickinson)

There is still a small amount of work that will need to be done here. The area is ready to be picked clean of the rubbish and rubble from what was the base of spoil heap. It will need some levelling and compacting to finish it off.

Back in 2022, the S&T Manager reported to the board that the superstructure of the former Taff Vale Railway signal box from Walnut Tree Junction (Taff’s Well) was surplus to requirements, and that it could be put up for disposal.

Initially offered for sale then free to a good home, latterly the interested parties pulled out one-by-one. So, it was finally put out of its misery. (T. McLennan)

With the site emanating a feeling of destruction and with the larger bits of timber dealt with, the following day was spent picking out the small items, scrap, and glass. The area was then seeded with meadow grass and wild-flowers.

We called in our friends at TrunkArb (who are based in Woolaston) to tackle “the hill” – we were not rushing to get it cleared so it was ideal for them to have ready up the sleeve to fill out their schedule between other work.

The 56HP, 1½ tonne remote control diesel shredder quickly reduces 8½ inch material to ¼ to ½ inch chips.

(All images on this page courtesy of A. Dickinson)

In roads were quickly made onto the hill using brush cutters and hedge trimmers, chainsaws following up and tackling the larger growth. Everything was then being dragged out through the pathways and fed into the chipper.

We were surprised to discover that “the hill” was not one straightforward tump but was more of a crescent moon shape, with two ash trees growing in the ‘dark side’. This meant that the trees would have to be done last of all.

With a path cut around “the hill” the chipper was driven around and the brash was thrown down to meet it.

(All images on this page courtesy of A. Dickinson)

The boundary fence rapidly became visible from the front, unfortunately the clearance work uncovered more stuff to be dealt with… including earth, rubble, wooden sleepers, concrete sleepers, GWR concrete pot sleepers…

With all of the brambles and scrub dealt with, it was time for the ash trees (yes, more ash trees!) to come down, thankfully unlike others – these were easily accessible and not half-way up an embankment. Those who know, know!

The timber was hauled out using the towing eye on the chipper, then quickly whisked away by our team.

(All images on this page courtesy of A. Dickinson)

And then there was none! It did not take long for TrunkArb to the clear “the hill”, in fact the job was concluded in under 5 hours. Whether a contractor or volunteer – it just proves how having the right tools and people are key.

The size of “the hill” does not look so daunting now – we had assumed that the vegetation was relatively young on top of a larger pile. That was not the case… the vegetation was taller and well established on a much smaller pile!

You can gain a sense of the amount of available space, about 2 acres north of the Platform 2 / Network Rail connection.

(All images on this page courtesy of A. Dickinson)

Unfortunately, “the hill” (now a mere pile) was not what was expected. Hope that earth could be reused on site diminished and removal has become the only option (time to get RBM on speed dial), it will just need some loosening…

All of the items to be saved had been recovered to a concentration point we had set up that could be reached from both platform roads. The time had eventually come to clear this, so spent ballast could be used to level the area.

Unloading platform slabs and the old footbridge pier coping stones. The latter (whilst historical) had no real use, so the board have now sold them. (A. Dickinson)

As the point rodding from between the Platform 2 and the yard had already moved, the remaining crank frame legs, cable troughs and lids were put with the others. Each trip was via the skip with buckets of old keys and chair screws.

The vegetation along the East Loop had hidden collapsed piles and pallets of bricks. From an area of 50m² we filled 13x 1 tonne and 21x 2 tonne bags, with 22 tonnes of bricks, with no immediate use, the board have now sold them.

Another pile of blocks, to add to the others we have disposed of. At some point in the past, they had been stacked with the best of intentions! (A. Dickinson)

And we are done (except some 3rd party lifting) after one last FOD plod (Foreign Object Debris walk) – a technique from airports. The RRV moves at walking pace with walkers either side throwing scrap or rubbish onto the trailer.

Back To Our Roots

Turning our attention to Parkend Goods Shed, Christopher Hill gives some details on converting the building back to a Museum – reminiscent to the days of the embryonic preservation society. For many years both the Museum and the wider DFR have intended that the Parkend Good’s Shed should again be fully part of the Museum and open to the public. It is the only original building surviving from the S&W and was the original Museum when the embryonic DFR was based at Parkend.

Whilst it currently still houses a number of larger Museum items not on public display, it is also the workshop and store for the Friends of Parkend Station (FOPS). At the north end it also houses essential telecoms equipment. But to be open to the public several things are required... The roof needs renewal, including many slates, the electrics require a complete rewire to allow for displays and museum standard lighting and the floor, currently with protruding nails and rough planking needs to be made safe and smooth for the public. In addition, wheelchair access is essential, and last but not least FOPS need a replacement workshop and store.

The Museum Trustees and especially Chris Bladon have been working on all the above. The intention of the museum extension is to focus on Parkend as a centre for tramways in the Forest and the industrial history of Parkend of which the S&W was an essential component. The tramway artefacts are also less susceptible to large changes in temperature or the atmospheric conditions of the building.

The plan is to stable a van between the Parkend platform and the Goods Shed and ramp access from by the Gentleman’s lavatory. This will give access through the van into the Goods Shed where another ramp will take the public onto the (different!) level of the inside of the Goods Shed. The Wagoneers are well advanced in restoration work on the van, kindly donated to the Museum. Just to the north of the van will be stationed a Covered Carriage Truck to be purchased by the Museum shortly. This will be used mainly by FOPS but there will be some Museum storage. Chris Bladon’s initial drawing shows the arrangements for the van access from the platform.

As with anything all of this requires money... roof, electrics, floor, access. The Museum is working with a particular grant making body relevant to Museums at the present time and we are avoiding any clash with possible grant making bodies for the Lydney Junction project. As both projects are seeking funding concurrently. If we don’t get a grant from this body, then we shall persevere for another! We continue to be grateful to FOPS who have through the years maintained the exterior on the building in good condition and to the Company for recent replacement of the steps into the Goods Shed at the south end which are obviously not at all suitable for any form of wheelchair access.

A ramp leaves the station fenceline and climbs slightly to the Museum Van, from the van another ramp leads down into the Goods Shed proper. (C. Bladon)

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 DFRSMEMBER20)

from: 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 Director - 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

Filming Officer - Rob Harris

Volunteer Liaison - vacant

Other Trustees - Adrian Copley, Dave Churton, Stan Rudge

Dean Forest Railway Museum Trust

Registered Charity 1178157

Chairman - Ian Pope

Honorary Curator - Christopher Hill

Dean Forest Locomotive Group

Registered Charity 1164847

Chairman - Matt Sexton

Hon. Treasurer - Ian Beaton

Hon. Secretary - John Metherall

Dean Forest DMU Group

Chairman - Chris Bull

Treasurer - Malcolm Harding

Paid Staff

General Manager - Peggy Römer

Finance Assistant - Pat Graham

Commercial Manager - James Graham

Administrative Assistant - vacant

Catering - Pat Graham, Sue Williams