ANNUAL REPORT AND ACCOUNTS 2009/10 by Martins Kreicis

ANNUAL REPORT AND ACCOUNTS 2009/10

RAILWAY HERITAGE TRUST

ANNUAL REPORT AND ACCOUNTS 2009/10

The Trust publishes an Annual Report for four specific purposes: I to publish its Accounts; I to illustrate the projects to which its grants have been awarded; I to acknowledge the financial contribution made to projects by external partners; I to acknowledge the contribution made to the development and delivery of projects by sponsors, consultants and contractors. We have a wider purpose too. Britain’s railway heritage deserves every opportunity that can be taken to make its quality and diversity better known. So our illustrated project reports also serve to attract potential new partners to work with us in this important and challenging field.

CONTENTS

Cover picture: Liverpool Lime Street Station: The impressive new frontage (Photo: Malcolm Wood) Inside front cover: Bermondsey: Spa Road Bridge (Photo: London Borough of Southwark/Mark Chilvers) Inside back cover: Westenhanger Station

ACKNOWLEDGEMENTS Photography: Specially commissioned from Milepost 921/2, Newton Harcourt, Leicestershire Other photographs as individually credited The Trust is grateful to the following individuals and organisations for permission to publish photographs: Graeme Bickerdike (www.forgottenrelics.co.uk) Gordon Biddle Jim Cornell Richard Horne London Borough of Southwark London Borough of Southwark/Mark Chilvers Network Rail/Jerry Martin Nick Taylor John Yellowlees John Yeo Research and text by Malcolm Wood, with assistance from Claire Pickton Design by Geoffrey Wadsley Printed in England by Ian Allan (Printing) Ltd, Hersham, Surrey KT12 4RG

Chairman’s Statement 3 The Hon Sir William McAlpine Bt introduces the Report; notes how committed future support has enabled the Trust to plan ahead; welcomes the higher priority being given to stations; highlights successes from the DfT ‘National Stations Improvement Programme’ and ‘Access for All’ initiative; emphasises the benefits of partnership funding, reviewing projects that have improved station facilities, increased community involvement (noting the success of First ScotRail’s ‘Adopt a Station’ scheme) or rejuvenated unused accommodation; pays tribute to Jim Cornell and welcomes his successor, Andy Savage; and thanks the Trust’s sponsors, Network Rail and BRB (Residuary) Ltd. Review of Projects 4-29 Individual reports on projects grantaided by the Trust, including work to a water tank; floodlighting; the public realm; a floral clock; and a variety of stations, incorporating conversions to an artist’s studio, medical centre, day nursery and refreshment rooms.

Chester Station: Refurbished Venetian style window

National Railway Heritage Awards 29 The Railway Heritage Trust Award for 2009 is shared by the Arkwright Society and Messrs Collis and Phelps, for Cromford Station. Grants and External Contributions 30-31 A detailed list of grants awarded and external partners’ contributions. The Trust’s Accounts 32 A summary of the audited accounts.

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RAILWAY HERITAGE TRUST

OFFICERS AND ADVISORY PANEL 31st March 2010

EXECUTIVE BOARD Chairman: The Hon Sir William McAlpine Bt Executive Director: Jim Cornell (until 9th January 2010) Andy Savage (from 4th January 2010) Director: Marcus Binney

ADMINISTRATION Company Secretary: Malcolm Wood Personal Assistant: Claire Pickton

ADVISORY PANEL Sir Peter Baldwin Robert Baldwin Gordon Biddle John Boyle Timothy Bryan Anthony Byrne Professor Dugald Cameron Jim Cornell* Sir Neil Cossons Ian Hay Davison Lord Faulkner of Worcester Dr William Fawcett Christopher Fildes Jonathan Glancey Chris Green Christopher Heaps Charles Howeson Stanley Hurn Torquay Station: Refurbished frontage and canopy

Sir Simon Jenkins Bernard Kaukas David Lawrence Chris Leah Candida Lycett Green Geoff Mann John Martin* Vernon Murphy Sir Howard Newby Frank Paterson Oliver Pearcey Malcolm Reed Simon Rigge Martin Robertson Paul Simons John Snell Sir James Swaffield Dame Margaret Weston

* Appointed to the Advisory Panel during 2009/10

Sir Peter Baldwin The Trust learned, with regret, of the death of Sir Peter Baldwin on 9th May 2010. As a member of the Advisory Panel since its inception, Sir Peter was an enthusiastic and knowledgeable supporter of the Trust’s work.

ANNUAL MEETING OF THE ADVISORY PANEL The Advisory Panel’s Annual Meeting took place on 8th October 2009, and members were given presentations by Robin Gisby, Director, Operations & Customer Services, Network Rail, on the National Stations Improvement Programme, and by Simon Blanchflower, Client Engineering Manager, Thameslink, Network Rail, on the progress of the Thameslink Project, focusing on significant heritage interfaces.

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CHAIRMAN’S STATEMENT

the Trust has had another successful year. The security of its five year funding from Network Rail has enabled it to plan ahead with a series of major investments over several years, and work with external partners to invest in improvements to the railway. The industry is now giving its stations a higher priority; during the year we saw the publication of Chris Green and Professor Sir Peter Hall’s report, ‘Better Rail Stations’, and how that catalysed the industry’s approach. I welcome the appointment of Mike Goggin as Director for Stations & Customer Service, Network Rail, showing how this area is gaining importance, although the national economic situation is now limiting investment. During 2009/10 the Trust attracted almost £2.3 million in external funding, thereby more than doubling its original sponsorship amount. The Trust has worked to support heritage aspects of both the ‘National Stations Improvement Programme’ and the ‘Access for All’ initiative. As a result we have been able to give grants to enhance the heritage features of various stations, including Halifax, Worcester Foregate Street, Whitby, Dewsbury, Hull, Urmston, Wemyss Bay, Buxton, Cromford and Kilmarnock. Last year’s work at Chester Station was a good example of how parties can come together to bring real benefits to the railway, and in this case to the surrounding areas of the city. The partnership of Cheshire West & Chester Council, the Trust, Network Rail, Virgin Trains, Arriva Trains Wales and local businesses has raised funding for a series of initiatives on the station; restoring the original buildings, upgrading offices, improving passenger facilities, and also upgrading the routes from the station into the city centre. Some of the restoration of internal rooms, and external brick and stonework, is outstanding. We have continued to work with various partners to improve station facilities for the public, and at Birmingham Moor Street, Carlisle, Middlesbrough, Skipton, Stoke-on-Trent, Liverpool Lime Street, Edge Hill, Darlington and Sheffield we have invested for their benefit, from a cast iron fence around a cycle park to reopening a station bar. The Trust has also been able to work

with train operating companies in bringing tenants into stations to increase community involvement – First ScotRail’s ‘Adopt a Station’ scheme is particularly worthy of note, with small investments by the Trust leading to imaginative uses for redundant parts of stations: we also see similar schemes elsewhere on the system. The Trust has given grants for such works, and for feasibility studies, at Brading, Sandown, Spalding, Etchingham, Aberdour, Llandovery and Ladybank, and is developing other projects. The Trust has also worked towards rejuvenating heritage buildings that the railway can no longer commercially employ. It has given grants, often in conjunction with Network Rail’s commercial property arm, to refurbish buildings or arches for letting at Chester, Whitstable, Westenhanger, Salford, Eastbourne, Torquay and Newcastle, as well as refurbishing or moving heritage buildings and structures that are no longer of use to the railway, such as signal boxes at Llandrindod Wells, Wroxham, Cromer, St Austell and Barnham, historic relics at London Pedley Street, and the water tower at Glenfinnan. It has also supported improvement of the public realm around the railway at Spa Road, Bermondsey, and in Brighton, at Trafalgar Street and London Road Viaduct. The Trust has continued its on-going relationship with BRB (Residuary) Ltd, awarding grants for cycleways across Conisbrough Viaduct and through Devonshire Tunnel, Bath. Each year I pay tribute to the team that delivers the Trust’s successful performance. This year, in thanking Malcolm Wood and Claire Pickton, I ask that they allow me to give particular praise to Jim Cornell, who retired as Executive Director after thirteen years. Jim has been an indefatigable champion of the Trust, and has applied his skills throughout the industry, and wider, to ensure that it delivered its objectives. Jim’s contribution to the railway, over half a century, has been much wider; he was a senior Director in British Rail and, more recently, a Non-Executive Director of Network Rail. The whole industry has benefited from his input, and it is a measure of him that he gave as much attention to the smallest grant award as to the major issues he has dealt with. I thank him for his contribution, and wish

him, and his wife Wynne, a long and happy retirement together. I would also like to take this opportunity to welcome Andy Savage as our new Executive Director. Andy is a civil engineer with significant, long-term experience of the railway industry and its heritage aspects.

Malcolm Wood

ESPITE THE RECESSION ,

The Chairman at Etchingham Station performing the official opening of the refurbished facilities

I must also thank my fellow Director, Marcus Binney, and the members of the Advisory Panel, for their input. In 2009/10 we were pleased to welcome John Martin and Jim Cornell to the Panel. Sadly, I also report the death, on 9th May, of Sir Peter Baldwin, a valued member of the Advisory Panel since 1985. His contribution to the work of the Trust will be greatly missed. Lastly, can I thank both Network Rail and BRB (Residuary) Ltd for their ongoing financial support to the Trust. It is only thanks to their generosity that we have been able to deliver our work over the last quarter of a century. It is my pleasure to present the twenty fifth Annual Report for the Railway Heritage Trust.

The Hon Sir William McAlpine Bt Chairman London July 2010

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REVIEW OF PROJECTS

EASTBOURNE STATION A previous Annual Report described Eastbourne Station as an ‘archetypal holiday resort terminus’. Indeed, the Grade II listed building provided by the London, Brighton & South Coast Railway (LB&SCR) in 1886 is that, but it is far more besides. The LB&SCR opened the branch line from Polegate to Eastbourne in 1849, with the station being relocated to its current site in 1866 and further improvements being made in 1872. Exhibiting mixed styles of architecture, the station has two distinct wings articulated around an impressive Italianate styled clock tower, with a steeply pitched pyramidal roof. The two wings themselves are no less impressive, with the secondary frontage of the northern wing capped by a curved roof finished in zinc fishscale tiles, and the southern wing, which originally

contained the ticket hall, surmounted by an ornate lantern capping the hipped roof. The elevations to both wings are a confection of buff stock bricks with red brick corbelling and arched window heads. Work to reglaze the canopies has improved the impact of light and shade, thus accentuating the colours of the brickwork. The southern wing was previously in use as a buffet with part of the space as a sports bar. Covering two floors and an attic space, it had fallen into serious disrepair. Following on from the successful conversion last year at Bexhill Station where the former parcels office was refurbished and regenerated into a pharmacy, the same company has now taken on this redundant space at Eastbourne and created a ‘drop in’ medical facility. This comprises a Right: Newly installed consulting room Below: Refurbished entrance from concourse

reception and waiting room, toilets and an access lift for the mobility impaired which links to consultation rooms and office space on the first floor. The attic space has become a staff facility. The centre is accessed from the concourse, and although the space had been heavily modified in earlier use, sufficient historical details remained to be incorporated into the creation of a twenty first century facility and one which is well-used. The Trust was able to provide substantial support for this project, which exemplifies the diverse possibilities that exist for conservation through regeneration of redundant space and which give historic structures the ability to sustain their survival through continued use. Sponsor: South East Health Ltd, Ashford, Kent Architect: Faulkner Associates, Bexhill, East Sussex Contractor: P D Harris (Henfield) Ltd, Henfield, West Sussex

CROMER SIGNAL BOX For many years the well-known Norfolk fishing port and holiday destination of Cromer enjoyed the luxury of three railway stations. The current town station is the former Cromer Beach Station, opened in 1887 and serving the Midland & Great Northern Joint Railway (M&GNJR). The station became known simply as Cromer in 1969, sometime after the cessation of passenger services at the former Great Eastern Railway station, Cromer High, in September 1954.

The Grade II listed Cromer Signal Box is the sole-surviving example of a particular style of box executed under the guidance of M&GNJR engineer William Marriott. The design superseded the previous M&GNJR Type 1b box and was constructed from concrete blocks up to eaves level. The blocks were produced from 1916 at the Melton Constable Works and the structure at Cromer is believed to date from 1922, its roof hipped and detailed without a fascia and its windows set three panes deep. The box was latterly furnished with a Above: Restored operating floor

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Railway Signalling Company tappet frame with 35 levers, the unit being transferred from another location and installed in the 1950s. Railtrack ceased to operate the box in 2000, after resignalling centralised control of the route at Norwich. In 2004 The Cromer Railway Signalling Society was formed by local residents to preserve the box and the adjacent permanent way lamp hut, with the intention of creating a small railway museum. Work has progressed on the restoration of external elements of the cattle dock site, the box and the lamp room. The Trust has given a grant towards this, and the continuing internal work being undertaken by the signalling group. Sponsor: The Cromer Railway Signalling Society, Cromer, Norfolk Contractor: The Cromer Railway Signalling Society volunteers Above: Lamp room and signal box

There has been a railway connected with Kilmarnock since 1811 when the Duke of Portland built Scotlandâ&#x20AC;&#x2122;s first public railway, the Kilmarnock & Troon Railway (K&TR), primarily to transport coal, using horse drawn wagons, from his collieries at Kilmarnock to his harbour at Troon. The most significant change came in 1843, however, when the Glasgow, Paisley, Kilmarnock & Ayr Railway (GPK&AR) opened a branch line from Dalry and replaced the 1812 K&TR station. Two years later both the GPK&AR and the Glasgow, Dumfries & Carlisle Railway (GD&CR) deposited bills in Parliament seeking to construct a route from Kilmarnock to the south, to link up with a proposed GD&CR route north from Carlisle at Cumnock. Having been successful, the GPK&AR began constructing a new station at Kilmarnock in 1846 and the routes were linked in 1850, the same year in which the GPK&AR and the GD&CR were amalgamated to form the Glasgow & South Western Railway (G&SWR). (The Caledonian Railway had objected to the GD&CR element of the proposal which was a potential rival to its own route, but an amended bill allowed the two companies to settle their differences.) The 1846 station remained in use until a third station was built in 1898 by

the G&SWR. This station is constructed in red ashlar sandstone with incised joints to the lower sections of the elevation. The most dominant feature is a pedimented tower at one end, accentuated by the elevated position of the station which fronts the road with a fairly high sandstone retaining wall, above which is an inclined planting bed containing a floral clock. The planting has been in a poor condition for some time and, as part of the townscape initiatives being promoted by East Ayrshire Council, a scheme has been developed, supported by a grant from the Trust, to undertake significant works,

introducing water features, coloured lighting and a reinstatement of the planting to the clock. The scheme, which will also deal with failures in the sandstone retaining wall due to water damage and previous, inappropriate mortar pointing, is a fitting complement to the viaduct floodlighting reported last year. Sponsor: East Ayrshire Council, Kilmarnock, East Ayrshire Architect: Peter Drummond, Kilmarnock, East Ayrshire Landscape Architect: David Wilson Associates, Hamilton, South Lanarkshire Contractor: Kelburne Construction Ltd, Kilmarnock, East Ayrshire

Andy Savage

KILMARNOCK STATION

Above: The floral clock prepared for refurbishment

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REVIEW OF PROJECTS

CROMFORD STATION This station was featured in last year’s Annual Report, when the Trust described the considerable amount of work carried out by the Arkwright Society of Cromford Mill to refurbish the 1875 Midland Railway (MR) building on the northbound platform. The station was originally opened as a temporary facility by the Manchester, Buxton, Matlock & Midland Junction Railway (MBM&MidJnR) in 1849, with later permanent buildings developed on the southbound platform between 1855 and 1860 by the MR, as successor to the MBM&MidJnR. These later designs were the work of G H Stokes, executed in the style of a French château. The station is now a gateway to Cromford Mill and the Derwent Valley Mills World Heritage Site. The Trust has provided an additional small grant this year to enable the 1875 building to be completed for letting as office accommodation and for finishing touches to be undertaken to the fabric.

The only element of the station now awaiting attention is the MR lattice footbridge, which the Trust hopes will eventually be refurbished to complete this magnificent location. Sponsor: Arkwright Society Ltd, Cromford, Derbyshire Architect: Mansel Architects, Belper, Derbyshire Contractor: Arkwright Society Building Team, Cromford, Derbyshire

ARBROATH STATION The Dundee & Arbroath Joint Railway opened a station in Keptie Street, Arbroath in 1848, ten years after the original arrival of the railway in the town. The current station was built in 1911, with the entrance building and ticket office located on the road bridge spanning the lines and with platform accommodation housed in a linear set of buildings beneath glazed canopies.

Left: Interior of refurbished office space Inset: Restored fireplace detail

SKIPTON STATION Opened by the Leeds & Bradford Extension Railway in 1847, Skipton Station was later rebuilt in a slightly different location by the Midland Railway (MR) to a design by its architect Charles Trubshaw. Opened in 1875, the general design of the new structure followed standard MR patterns with hipped glazed ridge and furrow canopies and finely detailed cast iron spandrels

and finials. The entrance building is constructed in coursed rubble stone with ashlar dressings and slated roofs. Although there were five platforms at one time, two of these were taken out of use when the Ilkley line was closed in 1965. The station was subject to a thorough restoration in 1998, when a new ticket hall was incorporated and works were carried out to the canopies, but now a new regime of works is proposed and, as a precursor to these, there have been recent improvements made to platform facilities. As part of this work, the Trust supported the train operating company, Northern Rail, with alterations to refurbish existing toilet facilities and to install disabled toilet facilities on platform 2 at the eastern end of the Grade II listed building. Sponsor: Northern Rail Ltd, Leeds Designer & Contractor: JMD Developments, Wetherby, West Yorkshire

Above: Refurbished entrance to toilets Right: General view of platform area

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Above: Exhibition space in former store room

Last year the Trust reported on grant support for a feasibility study for proposals to reuse vacant buildings as part of the First ScotRail ‘Adopt a Station’ initiative. This year we have awarded a very small grant to enable The Royal Society of Edinburgh, with help from the local authority, to refurbish a store room adjacent to the waiting room on platform 1 to provide a suitable environment for an educational art gallery to exhibit work by local schoolchildren, under the title ‘Images of Arbroath as seen through the eyes of the young’. The work has created a pleasant and inviting space linked to the house colours of the station and has revived a room which had been locked out of use and, in the main, forgotten. Sponsor: The Royal Society of Edinburgh

REVIEW OF PROJECTS

GLENFINNAN STATION

SPALDING STATION

The West Highland Line was built by Robert McAlpine, who used concrete as the medium for many of the structures along the route, including Glenfinnan Viaduct, which has featured most recently in the Harry Potter film series. Glenfinnan Station was opened as part of the Mallaig Extension to the West Highland Railway on 1st April 1901. It is located at the head of Loch Shiel, near the monument to Bonnie Prince Charlie which recognises the location where his standard was raised in 1745. The station is an attractive collection of small buildings set on two platforms with a spectacular backdrop of highland scenery and is popular with tourists. At the eastern end of the station is a water tank constructed in cast iron sections. Believed to be a replacement of the original 35,000 gallon tank from 1901, the structure dates from the 1950s and is smooth faced, with curved edges to top and bottom, and has a black paintwork finish. It sits on the upper section of the embankment on the original concrete sleeper walls which makes an interesting composition with the exposed rock face on which it is located. It is almost like a monolithic piece of modern sculpture but, nevertheless, sits well in the local environment. The Trust awarded a grant to Glenfinnan Station Museum towards the

The Italianate buildings at Spalding, designed by John Taylor to serve the Great Northern Railway, opened in October 1848. Although later serving the Midland & Great Northern Joint and the Great Northern & Great Eastern Joint Railways, the station remained primarily a Great Northern Railway operation and the yellow brick structure with broad eaves and Venetian style windows remains a significant element of the Spalding townscape. Last year we reported on proposals by South Holland Radio CIC to refurbish parts of the building to house a community radio station and, indeed, we had hoped this year to be able to report on the completion of this work. When the building was opened up, however, it was found that it was in a very poor state internally and we noted last year that significant delays had been encountered in dealing with this dilapidation. The progress of the overall works has, consequently, been slow and we are awaiting the results of further efforts to address the problem. The Trust continues to support the proposals and looks forward with anticipation to the completion of the refurbishment.

WHITBY STATION The Grade II listed station at Whitby is the work of the renowned architect George Townsend Andrews and was opened in 1847 as a replacement for the earlier Whitby & Pickering Railway (W&PR) station of 1835, the W&PR having been taken over by the Yorkshire & North Midland Railway (Y&NMR) in 1845. The Y&NMR was one of the companies of which George Hudson, the ‘Railway King’, was Chairman and the design of Whitby Station was executed to reflect Hudson’s intentions and aspirations for the town. Classically styled, it is constructed in ashlar stone with arched porticos with projecting cornices, although the original wrought iron ‘Euston Truss’ overall roof was removed in 1953. Last year we reported on works to

The refurbished water tank in its elevated location

first stages of the restoration of the tank which has a significant function in providing water for the Jacobite steam specials which operate along the route throughout the tourist season. Volunteers of the Friends of Glenfinnan Station have also carried out work to the supply pipework from the water source in the mountains. As a result, the system functions well and recently the tank has been supplemented internally with a new insulated sectional chamber to provide a more reliable and efficient supply. Sponsor: Glenfinnan Station Museum Trust, Glenfinnan, Inverness-shire Contractors: MacCivils, Glenfinnan, Inverness-shire & Friends of Glenfinnan Station volunteers

Sponsor: South Holland Radio CIC, Spalding, Lincolnshire

Right: Refurbished canopy and newly installed railings Inset: The main station entrance

refurbish the platform areas including canopy restoration, new lighting to the canopies and portico, and the installation of decorative railings surrounding the trackbed. That scheme was completed this year with works including reslating the portico roof, tidying the station entrance and addressing the external signing. The station has long required a rational overview of conservation issues, including management of the signing, and this is an area still of concern to the Trust, which we hope will be addressed soon. Sponsor: Network Rail London North Eastern, York Designer & Contractor: C Spencer Ltd, Barrowupon-Humber, North Lincolnshire

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REVIEW OF PROJECTS

DEWSBURY STATION The invention, in 1813, of woollen ‘shoddy’ (yarn made from a mixture of woollen rags and new wool, used to make heavy blankets and uniforms) led to the significance of Dewsbury, and its population, rising meteorically. With this early example of recycling the surrounding district became a focus for the heavy woollen industry. In 1848 the Leeds, Dewsbury & Manchester Railway commenced building a centrally located station at Dewsbury but before completion the company had been taken over by the London & North Western Railway (L&NWR). The station was originally an Below: The reordered ticket office interior Right: The station entrance

glazed canopies were carried on cast iron columns with quatrefoil spandrels. When later demolitions occurred in the 1960s, the original 1848 frontage was halved in length and the remaining portion is now used as a licensed bar. As part of joint station improvement initiatives between Network Rail and First Group, the train operator, proposals have been developed for the reordering of the internal spaces within the later building, to provide ticket and customer amenities more in keeping with twenty first century travel expectations. New retail and taxi office facilities are being incorporated, all supported by a grant from the Trust. The work, now completed, entailed changes to produce a regenerated interior and as a result the Grade II listed building has been given a new lease of life. The Trust is pleased to note that the external decorations are also being addressed as part of the work.

extensive structure in the Tudor style with ashlar stone construction and pitched, slated roofs. The arched entrances included hood moulds and carved stops and the windows were mullioned and transomed. The building had two Jacobean styled gables which incorporated bas relief monograms of the L&NWR in the stonework. Topping these gables were tall, cylindrical chimney stacks, sadly now long gone. In March 1889 the building was modified with a new two storey extension still acknowledging the Tudor detail of the earlier station in the windows and doors. The wide frontage canopy included a glazed roof with associated glazed windbreak terminations. A semi-circular glazed footbridge linked the platforms, and the

Andy Savage (both)

Sponsor: FirstGroup plc, Aberdeen Architect: Above & Beyond, Huddersfield, West Yorkshire Contractor: Strategic Team Group, Glasshoughton, West Yorkshire

BARNHAM SIGNAL BOX Barnham Junction Station was opened by the London, Brighton & South Coast Railway (LB&SCR) on 1st June 1864, being renamed Barnham (Sussex) by the Southern Railway in 1929. The station is located at the junction for the branch line to Bognor Regis on the main line between Worthing and Chichester. A significant feature at the west end of the main island platform was the LB&SCR Type 3b signal box, opened in 1911, housing an LB&SCR 1905 Pattern frame with 75 levers with tappet locking, probably built at the LB&SCR’s Cold Blow Works at New Cross. The box

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was finished in timber boarding with a gabled, slated roof. Taken out of service in 2007, the box became the subject of lobbying by a local group, the Save Barnham Signal Box Campaign, which was intent on seeing the box saved from demolition and relocated to another site within Barnham. Network Rail agreed to undertake the removal of the box, provided that the group could find support and funding for the relocation. The group located a suitable recipient site at a nearby leisure complex where the superstructure could be set on a new brick and concrete base. The box was lifted complete onto a low loader and

transported by road to the new site at Aldingbourne Community Sports Centre, the event being the subject of much media coverage. This facility will become the home of the Bognor Regis Model Railway Club and will also provide a supplementary facility for the local community. To this end, the Trust provided grant funding to support the works being undertaken to re-erect the box at the new site. Sponsor: Barnham Signal Box Trust, Barnham, West Sussex Engineer: BCS Design Ltd, Tadcaster, North Yorkshire Contractor: BCM Rail Ltd, East Grinstead, West Sussex

Network Rail/Jerry Martin

REVIEW OF PROJECTS

Above: A dramatic record of the relocation of Barnham Signal Box

ETCHINGHAM STATION The South Eastern & Chatham Railway built the line from Tunbridge Wells to Hastings in 1851 at a low cost, an action which subsequently created problems. However, the stations along the route, designed by William Tress, were, in the main, a far more robust proposition. Etchingham reflected a departure from most of the other stations, being a Tudor confection with gables, tall chimneys and a corner turret, all executed in a combination of grey ragstone with ashlar dressings. The station’s appearance was made even more convoluted by extensions carried out between 1861 and 1864 and in 1914 a canted awning was installed along the platform elevation. The building had been only partially used in recent years with a booking office located at the southern end. The western range and the first floor

Above: The refurbished building and station garden Below left: A preserved fireplace on the first floor Below right: Lighting details

accommodation, formerly the station master’s house, were complete but in a very dilapidated condition with birds roosting on the window ledges and the floors in a parlous state, although happily all the original first floor fireplaces remained intact. The structure had also suffered from subsidence at some time with the floors at the northern end displaying some noticeable unevenness. Fortunately, the station became the subject of attention from a local community interest group, De Etchingham CIC, which had been instrumental in setting out a community action plan for the village, one of its targets being the need to focus some

community activity at the station. The opportunity thus arose to link works to improve the fabric of the station with the internal regeneration of the redundant space, and also to improve the landscaping of the station garden. The Trust was approached and agreed that the refurbishment of the station was worthy of its aim to conserve historic railway buildings by regeneration and two grants were awarded, one to Southeastern to attend to specific areas of the fabric and the other to De Etchingham CIC to deal with internal works and some landscaping to improve the setting of the station. The resulting community café, ‘Bistro @ the station’, has been a real transformation, and the building now has a real presence once again. Allied to works carried out by Southeastern and Network Rail to reglaze the 1914 canopy, this has resulted in a much improved station environment. Sponsors: Southeastern, London & De Etchingham CIC, Etchingham, East Sussex Designer: Trueplan (UK) Ltd, Tunbridge Wells, Kent Contractors: West Maintenance Services Ltd, Gravesend, Kent & MDM Props Ltd, London Garden Design: English Heritage Gardens, Etchingham, East Sussex

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REVIEW OF PROJECTS

Left: The newly installed staircase

to assist in the replacement of the access stair and in 2001 and 2006 the signal box received two of the smallest Trust grants ever awarded, to provide a sign board and to help with repairs to doors and barge boards. This year, following deterioration of the softwood replacement stair which had suffered from rot for some time, a further application was received from the Town Council and the Trust was happy to support a more significant piece of work: to replicate the staircase using a much more robust hardwood, thus ensuring that the facility will be able to continue functioning successfully. Sponsor: Llandrindod Wells Town Council, Llandrindod Wells, Powys Contractor: Robert Taylor Building & Joinery Services Ltd, Llandrindod Wells, Powys

LLANDRINDOD WELLS SIGNAL BOX MUSEUM Llandrindod Wells Station became simply Llandrindod in 1980. This was, however, a reversion to the original name; when the station was opened by the London & North Western Railway (L&NWR) in October 1865, as part of the Central Wales Line, it would still be another 11 years before the town renamed itself Llandrindod Wells as it became more fashionable as a resort. The line running from Craven Arms to Llanelli was constructed in stages

WROXHAM SIGNAL BOX The Trust has been supporting the Wroxham Signalbox Trust for some time in its efforts to refurbish this former Great Eastern Railway (GER) Type 7 signal box in order to create a museum. The box was built in 1900 housing a McKenzie & Holland 50 lever frame and served the line between Norwich and North Walsham, the route originally opened by the East Norfolk Railway but worked by the GER from its inception in 1874. We have previously reported on the relocation of the box closer to the narrow gauge Bure Valley Railway as a result of signal sighting issues, and also the subsequent reconstruction of the brick lamp room. Last year we described

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between 1861 and 1868, but when the signalling on the route was converted the two signal boxes serving the station became redundant. In 1989 one of the boxes, a standard L&NWR design comprising a timber cabin located on a brick base and capped by a slate roof, was relocated from the level crossing to the platform, on the site of the second box which had long since been demolished. Listed Grade II and retaining the name Llandrindod Wells, the relocated box was taken over by the Town Council and restored as a museum. In 1998 the Trust gave a grant

HULL STATION Last year we reported on various works to Hull Station, including stonework repairs to the colonnade of arches facing the concourse, adjacent to the former hotel entrance. The work included the cutting in of stone to repair the spandrels, string courses and plinths. A minor element of that work remained, for which a small grant was awarded this year. Sponsor: FirstGroup plc, Aberdeen Contractor: Classic Masonry Ltd, North Shields, Tyne & Wear

the repairs to the roof and this year we are able to report that the external fabric has been refurbished with new weather boarding and can also note the commencement of some more exterior redecoration work. The very good quality of the work overall has brought about a fine transformation and the Trust looks forward to seeing the completion of this project.

Above: Work progressing on cladding and redecoration Left: Interior of first floor Sponsor: Wroxham Signalbox Trust, Wroxham, Norfolk Contractor: John Grimwood, Hickling, Norfolk

REVIEW OF PROJECTS

LADYBANK STATION Built as part of the Edinburgh & Northern Railway, Ladybank Station was officially opened in September 1847 as part of the route from Burntisland to Cupar and is located at the point where the line to Perth diverges from the main route serving the north. The design, attributed to architect David Bell, is of a simple Italianate style, the main facilities on the down platform including the Station Master’s House, waiting room, refreshment room, bar, two dining rooms and associated cellars. The canopy is carried on decorated cast iron columns. At many provincial Scottish stations elements of extensive facilities which have been left fallow for many years have recently been given new leases of life as a result of the First ScotRail ‘Adopt a Station’ initiative. Ladybank is no exception and the Trust joined with the train operating company to support proposals put forward by renowned artist Kirsty Lorenz to take up accommodation in what had originally been a dining room, to create a studio

Above: Refurbished entrance to buffet Inset: Modern lighting installation Below left: The expansive refurbished interior

space has been in a poor state of repair. First Group, who operate the station, undertook to return this accommodation to viable use as a cafeteria and the Trust supported the proposals with a significant grant. One of the main intentions was to retain as much of the detail to windows and cornices as possible whilst lessening the impact on external features. The result has been the creation of a large retail space and back up areas which reflect the requirements of a modern catering operation. The

traditional bar installa-tion works well whilst the windows and their fielded under panels retain their simple yet effective original details. The cornices to the high ceilings have been repaired where necessary and painted in an appropriate colour scheme for the modern style sought by the tenants. The room has been simply furnished and modern lighting installed. This is a highly effective transformation and one which the Trust has been pleased to support. Sponsor: FirstGroup plc, Aberdeen Designer: CSN Consulting LLP, Stockton-on-Tees, County Durham Contractor: Crinson Liddle Construction Ltd, Middlesbrough, North Yorkshire

Right: The Trust’s Executive Director in conversation with Kirsty Lorenz Below: The artist with examples of her work

John Yellowlees

The Grade II listed neo-Gothic station at Middlesbrough, opened in 1877 and designed by William Peachey, architect for the North Eastern Railway, has featured regularly in our Annual Reports. Middlesbrough has significance as the first ‘railway town’ following its selection as a location for docks by the Stockton & Darlington Railway in 1830. The station has seen many changes but continues to exhibit the splendour of Peachey’s original design, which recent alterations have served to reinforce. The former station refreshment rooms, located at the eastern end of the main platform, form a significant visual termination for the large platform concourse area but in recent times this

Andy Savage

MIDDLESBROUGH STATION

where she could produce and exhibit her dramatic flower paintings. The room had been unused but fortunately was not extensively poor in condition and the Trust was delighted to support the refurbishment work which has enabled Kirsty to breathe new life into this neglected area of an interesting station. Sponsor: Kirsty Lorenz, Ladybank, Fife Contractor: Keith Lindsay, Strathmiglo, Fife

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Left: The splendidly detailed interior Inset: GWR themed tableware Below: The Centenary Lounge access from the concourse

BIRMINGHAM MOOR STREET STATION Built by the Great Western Railway (GWR) as a terminus for trains from North Warwickshire and Stratfordupon-Avon and to relieve an overcrowded Birmingham Snow Hill Station, Birmingham Moor Street Station was opened in 1909 but was only furnished with temporary accommodation. The permanent facilities were finally completed in 1914, the construction being an Edwardian version of the GWR style of the latter years of the nineteenth century. The route to Snow Hill was withdrawn in 1967, with Snow Hill Station closing in 1972. Moor Street Station remained in operation as a terminus, but experienced a period of decline. In 1986, as part of the cross city route, a new through station, linking to a now reopened Snow Hill Station, was constructed alongside and the old station was left fallow, with severe deterioration occurring to the structure. Following the reintroduction of through

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services to London Marylebone in the 1990s, however, the station was renovated in 2002 by The Birmingham Alliance and Chiltern Railways, with the concourse area refurbished to reflect the GWR 1930s’ style.

Within the original buildings an area was set aside for future catering opportunities and in 2007 a local, family based company took on the space to create a high quality refreshment room. Following on from the 1930s’ theme of the restored concourse, and using references from other former GWR locations, a finely detailed area has been fashioned, with the use of figured timber panelling, appropriate lighting elements and chromium trim to reinforce the Art Deco theme. The room is furnished with suitable tables and a large GWR network map graces the wall space above the period fireplace (believed to incorporate an original GWR fire surround). Attention to detail has included use of the GWR roundel motif and crockery, based faithfully on 1930s’ period examples, to provide a fine experience of a former age. One hundred years after the first year of the station’s operation, and with grant support from the Trust, the proprietors have successfully taken the theme forward with the refreshment room being branded as the Centenary Lounge, giving new life to what was a neglected part of the station. Sponsor: Newsbreak Ltd, Solihull, West Midlands Designer: Ian Harban Consulting Engineers, Banbury, Oxfordshire Contractor: Multifit (UK) Ltd, Birmingham

REVIEW OF PROJECTS

At 437 yards (400 metres) in length, Devonshire Tunnel is the shorter, more northerly, of two single bore tunnels, opened in 1874, which led the Somerset & Dorset Joint Railway southwards from Bath Green Park Station, through the downs skirting the city. The southerly Combe Down Tunnel at 1,829 yards (1,672 metres) was the longest railway tunnel in the United Kingdom without intermediate ventilation points and was notorious for the problems it presented to train crews through the risk of being overcome by the effects of smoke, due to the combination of the lack of

BATH: DEVONSHIRE TUNNEL

Above: The tunnel in steam days Right: A view of the cleared approaches to the portal Below left: Obstructions to the portal yet to be removed

ventilation and the narrowness of the tunnel. Bath & North East Somerset Council has been instrumental in the development of this route as part of the Two Tunnels Greenway initiative, to create a joint cycle and pedestrian pathway for the Sustrans network, and the Trust has supported BRB (Residuary) Ltd in developing proposals to open up Devonshire Tunnel. The Trust’s grant has been put towards preliminary work for the cycle route, notably the digging out, reopening and repair of the northern portal. The portal is a stylish structure in coursed, rock faced Bath stone and was buried on closure of the route; it currently remains partly obscured by the concrete blocking structures installed at that time.

The proposals for the reopening of the tunnels are complemented by the inclusion of technology to ensure mobile telephone coverage within the tunnels and ecological issues will be addressed by the introduction of ‘bat friendly’ lighting. Sponsor: BRB (Residuary) Ltd, London Contractor: Railway Paths Ltd, Bristol

the restoration carried out has left a fine reminder of the care which was taken in the extension work to retain the intent of the Tite design. The timber wainscots with fielded panels and carved corner posts have also been repaired and redecorated whilst the finishes, seating and lighting have introduced a modern, bright element to this regenerated waiting room.

CARLISLE STATION

Above: The refurbished fireplace Below left: Interior details Below right: The contrast of historic fabric and modern fittings

accommodation on two floors which included a signal box located behind carved timber bay windows. A new lighter ridge and furrow roof was also installed, carried on new flank walls. Within the central block a former waiting room which had been unused for some time became the subject of a proposal by Virgin Trains for refurbishment as a passenger facility. The Trust offered a grant towards restoration of details within this space including a simple Tudor style fireplace which had been covered in an inappropriate paint finish and had suffered ‘scraffiti’ damage. Whilst not as spectacular as the Tite period fireplaces,

Sponsor: Virgin Trains, Birmingham Contractor: Serco Project Services, Warrington, Cheshire Fireplace restoration: Jeremy Melling Building Conservation, Brampton, Cumbria

Malcolm Wood

The Lancaster & Carlisle Railway (later incorporated into the London & North Western Railway) commissioned Sir William Tite to design the station at Carlisle, originally named Carlisle Citadel after the law courts sited opposite. Tite produced an impressive structure in grey ashlar sandstone in a style aptly described as Tudor Collegiate. The station was completed in 1850 and is listed Grade II*. Changes were made to enlarge the original train shed in 1862 and a further extensive alteration was made in 1881 when a new broad island platform was added with a central block of

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Left: General view of refurbished span Inset: Detail of paving Below: Refurbished columns and paving

The Trust continues to monitor proposals for the inclusion of more specialised artistic lighting installations as part of the public realm works and will follow this project in the coming year with interest.

London Borough of Southwark/Mark Chilvers

London Borough of Southwark

London’s oldest railway, the London & Greenwich, was constructed under the leadership of engineer Colonel G T Landmann in 1836. The route, between the original, temporary station at Spa Road (located to the east of the current site of London Bridge Station) and the original destination of Deptford, was remarkable in that it ran the length of three and three quarter miles on a viaduct comprising a series of semicircular arches of a regular size of 22 feet (7 metres) high and 18 feet (5 metres) wide. The only changes to this standard form occurred where waterways or roads had to be traversed. One of the first bridges encountered on the route eastwards is that which crosses Spa Road in Bermondsey. The bridge consists of a central brick semicircular arch supported by rows of cast iron fluted Doric columns, 14 to each side, which separate the road from footpaths in arched galleries, and the brick spandrels to the face of the bridge are carried on ashlar stone supports. With the eventual widening of the route the bridge became enveloped in a larger structure but retains an individual character nevertheless. It is one of two surviving bridges from the original route – the other being the nearby Abbey Street Bridge – but Spa Road was the first railway bridge to be built in London

RAILWAY HERITAGE TRUST 2010

London Borough of Southwark/Mark Chilvers

BERMONDSEY: SPA ROAD BRIDGE

and is also the oldest railway bridge that remains in operation in the city. The Trust has supported the London Borough of Southwark, as part of its ‘Cleaner Greener Safer’ initiative, in the restoration of this Grade II structure, which had been perceived by many locals as an unsafe area at night. The works have included sensitive cleaning down of the brickwork and cast iron elements, redecoration of the bridge, works to the surface of the footpaths, new lighting and new modern styled protective railings to replace insensitive brickwork infill panels which previously existed between the columns.

Sponsor: London Borough of Southwark Engineer: Mouchel, London Contractor: Conway Ltd, Dartford, Kent

ABERDOUR STATION The station at Aberdour was opened by the North British Railway on 2nd June 1890, shortly after the opening of the Forth Rail Bridge. The route from Edinburgh to Fife had previously been connected by a ferry from Granton to Burntisland but now the link could be made directly by rail via the new line linking the bridge with Burntisland. Aberdour was already a centre for tourists and the location of the station within the town and the new link not only benefited the tourism industry but also mining and quarrying in the area. The station consisted of a main building in squared, snecked, rock faced stone and originally incorporated a first class waiting room and bookstall as well as ticket facilities. This building was modernised in the 1950s. The platforms are linked by a decorative wrought iron footbridge and a shelter in similar stonework to the main building exists on the opposite platform. Beyond the main building is a signal box, comprising a raised single storey with a basement, also constructed in the same stone as the main building. The box became redundant in 1981 when colour light signalling controlled from Edinburgh was installed and has remained empty ever since. It has not deteriorated badly in the ensuing time but its small size had prevented any beneficial use being found for it. The station and associated buildings are listed by Historic Scotland as Category B. A proposition has now been made by local private clients for the conversion of the signal box into a small café, including a flexible area that could be used for community activities or exhibitions. In order to achieve a suitably viable solution, the proposal

REVIEW OF PROJECTS

Right: A current view of the signal box

Jim Cornell

incorporates the extension of the box in a contemporary style, with the extension being an unashamedly but high quality modern structure, designed to complement the original box without recourse to pastiche. In order to assess the viability and to resolve design issues, the clients commissioned a feasibility study, an exercise to which the Trust was pleased to contribute. We look forward to the results of the appraisal and the development of the project to bring new life to this interesting location. Sponsor: Lis & John McTaggart, Aberdour, Fife Architect: idp architects llp, Glasgow

NEWTON-LE-WILLOWS STATION Newton-le-Willows, or Newton Bridge as it was known in early days, holds its place in history as the nearest station to the site of the tragic accident that befell The Rt Hon William Huskisson MP, President of the Board of Trade and parliamentary representative for Liverpool, who was struck by Stephenson’s ‘Rocket’ on the opening day of the Liverpool & Manchester Railway (L&MR) on 15th September 1830 and died the same day from his injuries. The event was commemorated by a marble tablet, erected in 1831 alongside the track at the accident site and housed in a grand enclosure in classical style with a roof supported by columns, resulting in the structure being referred to as ‘The Fireplace’. This original tablet suffered from vandalism and was eventually removed and transferred to the National Railway Museum in York, but a replacement was commissioned and installed at the trackside location,

arched ticket position at the entrance to the station, ensuring that the modern installation was carefully integrated into the older opening. The station is currently undergoing a major refurbishment, supported by the Trust, which is already revealing much of the original structure and providing an insight into the historic features, all of which will be described in next year’s Annual Report. Sponsor: Merseytravel, Liverpool Designer: jnpgroup, Brighouse, West Yorkshire Contractor: Serco Project Services, Warrington, Cheshire Sub-Contractor (Huskisson Tablet): Andrew Barraclough, Halifax, West Yorkshire

with a second replica also being made and kept in safe keeping in Manchester. Difficulty of access to the original location was considered sufficient reason to install the second replica where the inscription could be seen clearly and Merseytravel undertook to locate this tablet in the stairwell at Newton-leWillows Station which, as Newton Bridge, was one of the 15 stations built by the L&MR in late 1845 to replace the original lineside halts. The Trust supported the work to install the tablet with a modest grant, and gave an additional larger sum to assist Merseytravel in providing a disabled accessible ticket counter in the

Above left: The tablet located in the stairwell Below left: Detail of the tablet Below: The mobility access ticket window

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LIVERPOOL LIME STREET STATION The central area of Liverpool has witnessed a major development in recent years with key buildings and space being significantly altered, none more so than the frontage area to Liverpool Lime Street Station. The Gateway project is a partnership comprising Liverpool Vision (representing, amongst others, the Homes & Communities Agency), the City of Liverpool, the Northwest Regional Development Agency and Network Rail, and is supported by the Trust. This

Right: A general view of the station frontage and staircase Inset: The Liver Building as depicted by Simon Faithfull Left: The artwork on the concourse glazing Below: The transformed frontage

The Trust has been particularly involved in supporting the works related to the station including stonework replacement to the frontage colonnade, reglazing of the station façade and remodelling of the main staircase to the station entrance to interface with a new glazed modern lift shaft serving the Wirral Line subsurface station. The transformation of the area is spectacular, opening up the views of the adjacent Art Nouveau public house ‘The Crown’ and vistas to the frontages of St George’s Hall and the Picton Library. Work to complete the Gateway will progress into the next financial year and the Trust continues to support Liverpool Vision, through the Homes & Communities Agency, with this worthwhile project. Sponsor: Liverpool Vision on behalf of Homes & Communities Agency, Warrington, Cheshire Architect: Glenn Howells Architects, Birmingham Contractor: Balfour Beatty Civil Engineering, Liverpool Artist: Simon Faithfull, Berlin

partnership has created a point of arrival of the highest quality at the station, by removing an unsightly 1960s tower block and other structures, leaving a large area which has been remodelled to produce a series of stepped ‘galleries’ faced in grey granite, interspersed with circulation space laid out in York stone paving. The area is divided by a raised planter with trees trained to give a sculptural form of both hard and soft intervention. An additional dimension has been given to the area with the inclusion of a piece of public artwork ‘Liverpool to Liverpool’ by Simon Faithfull, an artist based in Berlin who has created a record in images of a trip made from the city to Liverpool, Nova Scotia on a container ship, tracing the reverse of a journey made by the author of ‘Moby Dick’, Herman Melville. The artwork takes the form of images, originally created on a palmtop computer, engraved into the York stone paving, the granite risers, and also on the frontage glazing to the station.

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REVIEW OF PROJECTS

YORK: ‘BRUNEL ERA’ DRAWINGS CONSERVATION As in previous years, the Trust has met the on-going cost of employing a conservator to help the Network Rail National Records Centre in York continue the important and timeconsuming task of repairing the priceless collection of ‘Brunel Era’ drawings, now including other than Great Western Railway documents. Work undertaken this year includes drawings related to the contract for Maidenhead Bridge, Paddington Station (including one signed by Brunel) and Paddington Span 4. Other work includes drawings related to the Tay Bridge, the Royal Border Bridge at Berwick, the High Level Bridge at Newcastle and the Manchester & Leeds Railway including Todmorden Viaduct (signed by Thomas Gooch). As many of the drawings relate to stations and structures that are now non-operational, a portion of the Trust’s grant has come from BRB (Residuary) Ltd sponsorship. Sponsors: Network Rail HQ, London BRB (Residuary) Ltd, London

SANDOWN STATION A vast increase in visitors in Victorian times saw Sandown mushroom as a resort town due, in no small part, to the fact that the Isle of Wight Railway (IoWR) had opened the line from Ryde to Shanklin, which included Sandown Station, in 1864. Despite extension works in 1871 and later in the 1930s, the basic form of the station remains much as it was when constructed and, indeed, the significance of the location was such that the IoWR kept its headquarters there until a serious fire in 1917 forced a move to Ryde. The original building comprised a two storey central section to which an

extension was added to the Shanklin end in the 1930s. It is constructed in brick with the front and side elevations finished with masonry paint. The first floor elevation retains its fair faced finish, the slated roofs have steeply pitched gables and the building is furnished with several chimneys and a low verandah canopy to the frontage. There has been a long-standing aspiration to see the accommodation at Sandown better utilised for the benefit of passengers and the community at large and the Trust has supported the train operator, Island Line Trains (part of Above right: Interior of booking hall Below: Forecourt elevation

South West Trains), in refurbishing the ground floor space, to regenerate the booking hall with a café facility, and in creating commercial space for rental. (The first floor retains its use as railway offices.) The creation of the spaces has included works to windows and external finishes and some minor external townscape works related to cycle parking. The Trust looks forward to the completion of the regeneration with the arrival of tenants for the new areas. Sponsor: Island Line Trains, Ryde, Isle of Wight Architect: R M Associates, Bembridge, Isle of Wight Contractor: Vectis Builders Ltd, Ryde, Isle of Wight

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REVIEW OF PROJECTS

WEMYSS BAY STATION Originally opened in April 1865, Wemyss Bay Station was rebuilt in 1903 for the Caledonian Railway (CR) under provisions in the Caledonian Railway (General Powers) Act of 1899. The new station and pier opened on 7th December 1903 and the work, executed by architect James Miller and the CR Chief Engineer Donald Mathieson, proved an efficient design for the interchange of passengers between train services and the steamers plying the Clyde coast. The impressive station, regarded as one of the finest on the Scottish coast,

URMSTON STATION Located on the outskirts of Manchester, Urmston Station was one of the Cheshire Lines Committee stations, the design of which reflected the style of the Manchester, Sheffield & Lincolnshire Railway, one of the joint owners Below: General view of platform elevation

Above: General view of the station Below: Concourse with refurbished bookstore to right Below right: Interior of bookstore

exhibits an elegant charm, with the internal focus being a curved, glazed concourse set around the semi-circular plan of the ticket office. Long curved, glazed canopies serve the platforms and the ramp to the pier. The buildings

together with the Great Northern and Midland Railways. The two storey main building in red brick, with twin pavilions, gabled roofs and fretted barge boards, was the subject of refurbishment which was described in the Annual Report of 2007/08. The regeneration enabled the building to be given a new use as a restaurant. Elements of that project were identified for on-going support from the Trust and the work to address the repointing of brickwork scars, some remaining from the loss of the canopies in the 1960s, has now been actioned, thus completing the overall transformation of the building from an eyesore to a worthwhile asset. Sponsor: Network Rail London North Western, Manchester Consultant: CPMS Ltd, Johnstone, Renfrewshire Contractor: Clan Contracting Ltd, Widnes, Cheshire

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surrounding the concourse have a classic Edwardian style whilst the external frontage, half-timbered and finished with harling with dressings and plinths in sandstone, reflects a style encompassing both Arts & Crafts and Art Nouveau elements. The main external feature of the station is the clock tower and its associated accommodation. The station was in dire need of attention, as would be expected from a building in such a severely exposed marine situation, and the Trust supported Network Rail in the refurbishment of the exterior timberwork and paintwork and also, particularly, in works carried out on behalf of the knowledgeable and enthusiastic volunteers, the Friends of Wemyss Bay Station, for whom the waiting rooms facing the concourse have been refurbished and converted into a bookstore and gallery â&#x20AC;&#x201C; displaying the history of the station and also work by local artists. With the retention of the original wainscot panels, with their distinct vertical fielded sections, and also

the fireplace, despite the hearth being, sadly, panelled in some time ago, this space has been regenerated in an appropriately sympathetic manner and is now a popular element of this fine station. Sponsor: Network Rail Scotland, Glasgow Contractor: CK Contracts Ltd, Lochwinnoch, Renfrewshire

REVIEW OF PROJECTS

NEWCASTLE: WESTGATE ROAD ARCHES The diverging viaducts which lead the railway eastwards out of Newcastle Station were constructed in 1848 by the York, Newcastle & Berwick Railway (later the North Eastern Railway). Last year we reported on the refurbishment into commercial tenancies of 15 arches of Forth Street Viaduct, which forms the approach to the High Level Bridge. This year the Trust has again supported Network Rail’s commercial property arm, in converting and developing the seven arches beneath Westgate Road Viaduct. This viaduct links Newcastle Station to the northbound East Coast Main Line and was originally constructed to make the link between Newcastle and the route of the Newcastle & North Shields Railway. Westgate Road Viaduct is contemporary to Forth Street Viaduct and was constructed to designs by Robert Stephenson and T E Harrison, with the northern face being extended by C A Harrison in 1894. Westgate Road itself represents the line of the medieval street of Westgate and also the edge of the Hadrian’s Wall World Heritage Site and the site of the Roman fort of ‘Pons Aelius’. Prior to work commencing it was therefore necessary for archaeological investigations to be undertaken and these established the

presence of Roman remains dating from the second and third century AD. The arches are in coursed, rock faced, grey sandstone and match the Forth Street arches in detail. For many years they were home to motor trading tenants and their general appearance was poor. A tremendous transformation has, however, now taken place with the arches lined and mezzanine floors installed. Lighting and general finishes are clean and modern and externally the recessed rainwater goods have been replaced where severely damaged. The

Top: Interior of fitted out unit Above: Mezzanine detail Left: The arches with ‘The Keep’ in the background

glazed frontages are modern in style and differ from Forth Street in that the glazing bars have been finished in a beige tone to match the colour of the decorative iron bridge which carries the railway over St Nicholas Street at the end of Westgate Road. As a result, the view of the elevated castle keep has been given a vastly improved setting and the work to the arches, supported by the Trust’s grant, completes a satisfying regeneration of these urban features in a historic location. Sponsor: Network Rail Commercial Property, London Architect: ADF Architects, Glasgow Contractor: C Spencer Ltd, Barrow-upon-Humber, North Lincolnshire

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Richard Horne

Inset left: Open yard before refurbishment Inset right: The converted yard space Below left: The nursery building

WHITSTABLE STATION The present station at Whitstable was opened by the South Eastern & Chatham Railway in 1915, replacing the original London, Chatham & Dover Railway station which dated from 1860 and was located some distance to the west. The buildings are good examples of simple but strong Edwardian functionality, with the main body of red brickwork

BRADING STATION The Isle of Wight saw over 55 miles of railway built between 1862 and 1900 by nine separate companies, but by 1913 only three were left: the Isle of Wight Railway (IoWR), the Isle of Wight Central Railway and the Freshwater, Yarmouth & Newport Railway. In 1923 they all became part of the Southern Railway. Between 1952 and 1966 most of the lines were gradually closed, leaving only the Ryde to Shanklin section of the former IoWR as an electrified line, operating former London Underground tube stock. Brading Station was built by the IoWR in 1864, as a single storey building in red brick with windows capped by segmental heads in yellow bricks, and doors finished with a half round arch,

RAILWAY HERITAGE TRUST 2010

countered by stone dressings and parapets to the slated roofs with the merest hint of classical treatment in the form of paired brick pilasters. The windows are typical, simple sashes of the period with segmental brick arches to the openings. Over time the accommodation on the downside gradually fell into disrepair but in the 2005/06 Report the Trust was able to detail the regeneration of part of

also of yellow bricks. An angled awning originally finished in corrugated iron is carried from the face of the station building on cast iron brackets with the IoWR monogram included in the spandrels. The two platforms are linked by a lattice framed bridge, the original wrought iron span having been replaced in steel, but retaining the original cast iron column supports and half landing brackets. Opposite the main building is the redundant platform for the Bembridge branch, closed in 1953. The waiting room buildings still exist beneath a fully gabled canopy. The former signal box, located beyond the platform, is assumed to be of a design specific to the IoWR, built by local builders and fitted with a Stevens frame. It is finished in red brick with yellow brick quoins and window

the range of buildings as a nursery. The determination of the founders of the Choochoos Day Nursery saw their commitment, supported by the Trust, repaid with a significant daily attendance of children to the facility; so much so that a second redundant building further to the east on the downside platform and formerly housing toilets and staff facilities has now been taken over and converted into additional accommodation. The building was in a poor state with a central yard exposed to the elements and significant vegetation growing within. Following repairs to the building roof, the open yard was also roofed to provide a top lit reception lobby and the adjacent rooms converted to playrooms and toilet facilities. The frontage access route to the building was cleared and landscaped and a new front door added with sympathetic detailing. The general standard of work to the doors, windows and interiors is particularly good and the Trust is delighted to have been able to support Choochoos Nursery to achieve this successful extension. Sponsor: Choochoos Day Nursery, Whitstable, Kent Designer: Kent Drawing, Gillingham, Kent Contractor: MPC Contractors Ltd, Gillingham, Kent

Above: The refurbished station buildings viewed through the footbridge

surrounds and the slated, hipped roof has a dog tooth timber frieze set below the soffit. Beneath the windows is a corbelled brick detail forming a distinctive sill. Both the station and the signal box are listed Grade II. Brading Town Council, supported by the Trust, has refurbished the signal box,

REVIEW OF PROJECTS

Right: The refurbished signal box

which had, sadly, deteriorated and required new staircase access and restoration of the windows. This will create an information and museum facility and the external space surrounding the box in the former trackbed will form a terraced outdoor seating area. The waiting rooms on the platform, together with the canopy, were refurbished and redecorated with original details retained, including window surrounds, doors, external timber boarding, wainscots to the interior walls and fixed, period timber benches. Sponsor: Brading Town Council, Brading, Isle of Wight Architect: R M Associates, Bembridge, Isle of Wight Contractor: John Martin Building & Groundwork, Ryde, Isle of Wight

In 1863 two railway companies arrived in Buxton: the Stockport, Disley & Whaley Bridge Railway, supported by the London & North Western Railway (L&NWR), which ran trains from Manchester to Buxton through Whaley Bridge, and the Midland Railway (MR) which was extending its own Manchester, Buxton, Matlock & Midlands Junction Railway from Rowsley. The two stations sat side by side and were furnished with identical frontages designed by J Smith under the guidance

Gordon Biddle

BUXTON STATION

of the famous Joseph Paxton, whose influence was evident in the wrought iron train sheds and the large semicircular fanlights provided in the end gable of each station building. Having closed in 1967, the MR station was demolished to make way for

Above left: Buxton Station in 1953 Above: Glazing detail Below left: The completed refurbishment of the surviving fanlight

a new road, with only the plinth of the end wall surviving, but the gable end of the L&NWR station still exists, albeit now separated from the current station building, and it is the restoration of the fanlight to this gable which has been the subject of attention and support from the Trust this year. The framework of the fanlight has been completely stripped to bare metal and repaired and redecorated with new glazing installed as necessary, thus restoring a structure which is not only a rare survivor but also a significant element in the local environment of the station. Sponsor: DB Schenker Rail (UK) Ltd, Doncaster, South Yorkshire Contractor: Buxton Building Supplies, Buxton, Derbyshire

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The three magnificently decorated bridges which span New Bailey Street reflect, from south to north, work by the Liverpool & Manchester Railway (L&MR) in 1844 and by the Lancashire & Yorkshire Railway (L&YR), once in 1865 and then again in 1894. Nestling beneath the eastern abutments of these bridges, opposite the new frontage to Salford Central Station, is a series of arches which have been refurbished to provide commercial accommodation.

In the Annual Report for 2007/08 we recorded the work which had been carried out to incorporate a glazed front to arch 18c, located in the gap between the spans of the two L&YR bridges. This year the Trust has once again supported works carried out by Network Railâ&#x20AC;&#x2122;s commercial property arm, this time to refurbish arches 60, 61 and 61b. These arches are situated in the gap between the spans of the L&YR bridge of 1865 and the adjoining L&MR structure. The work has again included glazing between spans and in the arches, to the same design as that used previously.

Malcolm Wood

SALFORD: NEW BAILEY STREET ARCHES

Above: New Bailey Street frontages Left: Refurbished arch Inset: New arch windows

Malcolm Wood

Whilst the extent of work is relatively limited, there is no doubt that the simple intervention provided by the glazing gives the arches a far more commercial presence and is a far cry from their former appearance. It also reinforces the intention of the original work to arch 18c and complements the superb work carried out to the frontage of Salford Central Station opposite. Sponsor: Network Rail Commercial Property, London Architect: Network Rail Building Design Group, London Contractor: Spence Refit Ltd, Keighley, West Yorkshire

St Austell was one of the main calling points on the Cornwall Railway as well as a centre of the Cornish china clay industry, and its station was constructed in 1859 under the guidance of I K Brunel. Originally broad gauge, the route was doubled in 1899 and following this the station underwent a radical transformation, with a new signal box being built at the Penzance end of the up platform in 1905. The box is a standard Great Western Railway (GWR) Type 7c box, a design current between 1896 and 1927, and is a two storey construction in red brick with blue brick plinths and quoins. The roof is hipped and slated in typical GWR style using Welsh slates capped with black glazed ridge tiles. The operational floor has a range of windows to the southern elevation exhibiting the GWR

RAILWAY HERITAGE TRUST 2010

enthusiastic locals at the beginning of 2009, with the intention of promoting the history of St Austell as a railway centre through the preservation and regeneration of the signal box. As part of its plans, this year SARHT commissioned an options appraisal, with the support of the Trust, to investigate the most suitable opportunities for conserving and utilising the structure in line with both its own objectives and local aspirations. The group aims to preserve as much of the historic fabric as possible, but to bring the box to a condition which will enable on-going viable use. Appropriate options currently include commercial use, heritage centre and a local community activity base with a focus on education.

five pane style of fenestration as well as ranges of windows to both end elevations. The west wall is built on a section of stonework incorporated from an earlier goods shed. The box has been unused since 1985 and, although deterioration has taken place, is still in a reasonably sound condition but subject to periodic vandalism. The St Austell Railway Heritage Trust (SARHT) was formed by a group of Below: St Austell Signal Box in earlier days

Nick Taylor

ST AUSTELL SIGNAL BOX

Sponsor: St Austell Railway Heritage Trust, St Austell, Cornwall Consultant: Cornwall Development Company, Redruth, Cornwall

REVIEW OF PROJECTS

Last year we reported on the initial works being undertaken, following a fire, to refurbish the former station house at Westenhanger. Opened in 1844 by the South Eastern Railway, the station is located between Ashford and Folkestone and serves Folkestone Racecourse. The station house was a later addition, being constructed in 1861, and is a two storey building whose windows are formed with round headed openings to the ground floor and segmental arches to the upper floors. Originally it was believed to have been built using two types of yellow bricks, but following restoration work it appears that the brickwork is one consistent type and that the colour difference may have been due to the effects of ivy growth. Refurbishment work has moved on at a pace, and the Trust has seen a second tranche of grant support being used to complete the restoration of the interior. The building has been cleared, new partitions installed as necessary and a very modern commercial office space Above right: External view of the building Below: The refurbished interior

created within, whilst retaining and respecting the structureâ&#x20AC;&#x2122;s character. The winder staircase has been sensitively restored and details to the sash windows and doors have been well-executed. The windows are finished with large panes; there is a possibility that they may originally have been multi-paned, but the current style is not detrimental to the appearance of the building. Externally, the brickwork has been cleaned on three of the building faces. The exception is the platform elevation, due to restricted access from the trackside, and this remains an opportunity for future work. Gutters and rainwater goods have also been rationalised and repaired. Whilst the work has created a very fine space, use of the building is still delayed by the need to complete works to bring the drainage system into full working order and it is anticipated that this will be achieved during the summer of 2010. The Trust looks forward to seeing the station house fully occupied once more.

CONISBROUGH VIADUCT The former route of the Dearne Valley Railway crosses the River Don near Conisbrough by means of a spectacular viaduct constructed by Mammat & White in 1909. The approaches consist of 21 semi-circular blue brick arches and the river crossing itself is by a lattice iron girder set part way into the length of the viaduct. The railway was closed in 1966.

Sponsor: Network Rail Commercial Property, London Designer: Lilyrock, Esher, Surrey Contractor: Geoffrey Osborne Ltd, London

The newly installed deck with satisfied customers

www.forgottenrelics.co.uk

WESTENHANGER STATION

The Trust reported last year on works to introduce secondary protection to the parapets of the iron span and this year has again supported BRB (Residuary) Ltd and its partner, Sustrans, in undertaking further works to bring the viaduct back into use as part of the Sustrans cycle network. The works have been focused on the introduction of waterproofing to the iron span and the approaches. To achieve this, a concrete slab has been cast over the deck and a new wearing surface incorporated. Old fencing and boulders which had obstructed the route have also been removed. Sponsor: Sustrans, Bristol Contractor: Railway Paths Ltd, Bristol

RAILWAY HERITAGE TRUST 2010

REVIEW OF PROJECTS

Left: Interior of the refurbished bar Below: Entrance doors detail

installation and the use of large mirrors have raised the quality of the interior and the refurbished wall tiles and the frosted glass panels in the external windows are fine features. The Trust is pleased to have been able to provide a significant grant to enable this transformation of a rather neglected end of Sheffield Station. Sponsor & Designer: Pivovar Tap Ltd, York Ceilings: Hodkin & Jones, Dronfield, Sheffield Joinery: Andy Thornton, Elland, West Yorkshire

SHEFFIELD STATION The Trust last detailed works at Sheffield in our Annual Report of 2006/07: subsequently, significant improvements have continued. Sheffield Station was opened by the Midland Railway in 1870, serving the new direct route from the city to London. However, in a very short time the capacity of the station had been overtaken by an increase in traffic, resulting in the need for rebuilding. The new design was the work of Charles Trubshaw, with a new frontage following the principle applied at Leicester and Nottingham of including a glazed arcade over the forecourt. Subsequent expansion saw the original

frontage become the face of the buildings serving the island platforms 2/5. At the northern end of the platform 1b side of the resultant frontage buildings was a series of refreshment rooms, which had been used for various purposes until becoming redundant in more recent years. This space has now been leased to licensed premises operator Pivovar Tap, which has undertaken a thorough restoration of the interior. This has seen the glazed wall tile finishes refurbished and the panelled hardwood bar restored to a very high standard, thus creating a traditionally styled bar which is now renowned for the large variety of both bottled and cask beers served there. The new lighting

LONDON: PEDLEY STREET Observant travellers approaching Liverpool Street may well have noticed a series of carved stone ornamental building elements located in a compound, called Memorial Gardens, by the side of the tracks at Pedley Street. These are finials and parapet decorations recovered from buildings which were formerly part of the Great Eastern Hotel and Broad Street and Liverpool Street Stations and which were removed as part of the major development of Liverpool Street which was completed in 1991.

Left: An overview of the restored area Below left: A contrasting view of the site before clearance began

For some time these artefacts were hidden by vegetation and suffered vandalism as a result of ease of access from the trackside. Network Rail undertook to clean the monuments, clear vegetation, improve the setting and deal with the access issues through appropriate security fencing, and the work was carried out by the Maintenance Delivery Unit at Romford. The Trust was approached to consider the possibility of supporting some architectural illumination of the individual elements and was pleased to offer a small grant towards the protection of the lighting units. The overall site, including the brick paving, is now clean and tidy and presents a far more appealing aspect on the approach to Liverpool Street Station. Sponsor & Contractor: Network Rail Maintenance Delivery Unit, Romford, Essex

RAILWAY HERITAGE TRUST 2010

REVIEW OF PROJECTS

STOKE-ON-TRENT STATION Stoke-on-Trent Station last appeared in the Annual Report of 2007/08, when works to reorder the buildings on Platform 1 were featured. Within the station area one of the most neglected sections had been the former goods yard to the west of the main train shed. This area, set between the railway and the canal, has now been transformed by the train operator into a large car park and, as a result, has become an important gateway into the station. This year the Trust has given a small grant for the introduction of three replacement doors into the train shed at the southern end, thus linking the down platform to the car park area. The doors are glazed and fielded in the same style as those elsewhere along the platform and are decorated in the same dark red which has been used at Stoke-

CHESTER STATION This Italianate masterpiece designed by Francis Thompson at Chester for the Chester & Holyhead Railway continues to receive attention and support from the Trust. The building was opened in 1848 and is renowned for its extensive frontage designed in a Venetian style with red bricks and stone dressings, some of which are intricately carved. Having reported last year on works within the concourse area and some stone repairs to the external portion of the central range, and having previously supported works to the west wing of the frontage, attention was turned this year to the refurbishment of the upper floors of the east wing.

Above: Car park access doors from within train shed

on-Trent Station as part of a consistent, heritage colour scheme. The Trust continues to take an interest in works at Stoke-on-Trent, particularly with regard to the refurbishment of the former downside booking hall building, which

will eventually form the main entrance from the car park area. Sponsor: Network Rail Commercial Property, London Architects: Potts Parry Ives + Young, York Engineer: White Young Green, York Contractor: Buckingham Group Contracting Ltd, Stowe, Buckinghamshire

Right: Interior of the offices Below: Newly installed window in end wall

The project, supported by the Trust, included a complete refurbishment of the first floor for use as office accommodation and incorporated new toilet facilities. The main room within the wing is a high space centred on the pavilion with its twin tower. It is top lit with natural daylight entering through a large pitched rooflight and has an upper level gallery on three sides which is supported on cast iron brackets and fronted by a simple and stylish balustrade. This space has been completely redecorated, with new modern lighting installed and the rooflight reglazed. Adjacent to this room a fine large, modern office space has been created with windows fronting the forecourt returned to their original cill heights, complete with new stone cills and refurbished interior under panels. Beyond this area, the final space has seen major changes made to the end wall of the building where a pair of windows has been reinstated with semicircular stone arched surrounds and glazing to the original pattern. The access lobby and staircase well from the forecourt, complete with rooflight, have also been carefully and sensitively refurbished. The Trust looks forward to continuing to support the works at Chester,

particularly Cheshire West & Chester Councilâ&#x20AC;&#x2122;s Townscape Heritage Initiative which includes work currently in progress to refurbish and improve the west and east pavilions on the island platforms. Sponsor: Network Rail Commercial Property, Manchester Designer & Contractor: Osborne Rail, Redhill, Surrey

RAILWAY HERITAGE TRUST 2010

REVIEW OF PROJECTS

Left: Interior of footbridge Below: Platform canopy details

platform alone retained for services, with the western island platform removed and the 1855 building becoming a frontage structure once again. The current operational island platform is linked to the frontage building by a short footbridge and the platform accommodation is housed in timber pavilions with an overall canopy carried on decorative cast iron columns set in pairs. In 2000 the 1855 building underwent refurbishment works, supported by the Trust, to convert it into Eureka! The National Children’s Museum. This year the Trust has supported the National Stations Improvement Programme works to refurbish the platform structures including reglazing the canopies, and a full redecoration of the canopy structure and the interior of the footbridge. As part of this much needed revival, the cream and white colour scheme has lifted the platform environment and contains a subtle touch; the rose details on the column capitals on the Lancashire bound platform are picked out in red whilst those on the side serving Yorkshire stations are picked out in white.

HALIFAX STATION The first station in Halifax was opened in 1844 at Shaw Syke. The current station building, located to the east of the original, was designed by Thomas Butterworth for the Lancashire & Yorkshire Railway (L&YR) and opened in 1855. A grand structure, highly decorated in ashlar stone with classical detailing, it was redeveloped by William Hunt in two stages between 1885 and 1886, the latter works resulting in the station being served by two island platforms with the 1855 building set on a central island. The eastern island platform accommodated Great Northern Railway trains to Bradford and Keighley, whilst the western island platform accommodated L&YR trains to Bradford, Leeds and Manchester. Rationalisation saw the eastern island

Sponsor: Network Rail London North Eastern, York Engineer: Pell Frischmann, Wakefield, West Yorkshire Contractor: May Gurney Ltd, York

WORCESTER FOREGATE STREET STATION

Above: The interior nearing completion Inset: Detail of the rooflight and lighting

RAILWAY HERITAGE TRUST 2010

The station at Worcester Foregate Street was opened by the Hereford & Worcester Railway on 17th May 1860. By July of that year the company had become part of the West Midland Railway, which itself was amalgamated into the Great Western Railway in 1863. Serving the central area of Worcester and located within a Conservation Area, Foregate Street Station commands an elevated position on a viaduct, with the platform buildings being constructed in red engineering bricks with blue brick detailing and the platform frontages carrying pitched canopies. The northern range of buildings contained the former gentlemen’s toilets which had long since been taken out of use and become

derelict. Local art group Movement has, however, now taken on this space to create a studio gallery, which although somewhat diminutive in area is wellserved by a large rooflight, giving an ideal space for art exhibitions. The space has been cleared, relined and redecorated, with new electrics and lighting installed – work which has been supported by the Trust. The rooflight has been reglazed to the correct form, including the provision of safe access to the roof. The windows have also been reglazed, but have retained the original slots for the louvres to express the former use of the space, which saw the first exhibition mounted during the summer of 2010. Sponsor: Movement Ltd, Malvern, Worcestershire Architect: Joe Holyoak, Birmingham Contractor: Turmin Ltd, Hanley, Staffordshire

REVIEW OF PROJECTS

DARLINGTON STATION Darlington Station was originally opened in 1841 by the Great North of England Railway, later amalgamated into the North Eastern Railway (NER). It was distinguished from North Road Station by being renamed Darlington Bank Top around 1870, reverting to Darlington in British Rail days. The current station, listed Grade II, was opened in 1887, to a design by the NER architect William Bell. The station is laid out on a slightly curved plan under three arched spans, with the central span housing the main buildings. The flank walls of red brick are quite monumental in scale and the west end of the station, facing the town, is furnished with a porte-cochère featuring ornate Dutch gables and a tall clock tower. The ends of the spans are clad with glazed timber screens which,

TORQUAY STATION The route from Newton Abbot to Torquay was built in 1848 by the South Devon Railway (SDR) under the direction of I K Brunel, but initially terminated at Torre Station on Newton Road on the outskirts of Torquay. The line was eventually extended to Paignton in 1859 when the station at Torquay was opened. In 1876 the SDR was taken over by the Great Western Railway and in 1878 the present station buildings were constructed to the

Sponsor: East Coast, York Architect: Potts Parry Ives + Young, York Contractor: Serco Project Services, Warrington, Cheshire Sub-Contractor (Railings): Smith & Co (South Shields) Ltd, Acklington, Northumberland

Above: Detail of the railings Right: The new cycle enclosure

by 2003, were in a poor state of repair and were refurbished in that year with support from the Trust. This year the Trust has supported the introduction of extra decorative railings on the platform to the north end of the central span, designed to match the original iron railings flanking the approach road. The area created provides an enclosure for cycle parking. Whilst the layout of the railings is quite extensive, the platform area has been vastly improved by their introduction.

designs of J E Danks and W LancasterOwen. The buildings are executed in grey limestone, snecked and rock faced with dressings which include quoins, cornices and string courses, all in Bath stone. The roof, constructed of Welsh slates, has distinctive truncated pavilion turrets finished with ornate ironwork. The platforms are covered by expansive pitched canopies carried on decorative columns bearing the names of the engineers, Vernon & Ewens of Cheltenham. The western range of buildings, fronted by a long, cantilevered canopy carried on cast iron brackets with circular patterned spandrels, originally contained the station booking hall, long since gone, and recent deterioration had culminated in the floors becoming very unsound and in need of replacement. This range has now been the subject of both external and internal

refurbishment to provide commercial office space. The work, supported by the Trust, has seen the rooms fully refurbished with new floors and fireplaces, wainscot detailing repaired and restored, and new services installed. The cantilevered canopy has also been fully refurbished with new glazing to replace the previous corrugated iron sheeting removed some time ago. The result is a fine suite of offices and a vast improvement to the appearance of the station; through this work a formerly neglected area now has the ability to ‘earn its keep’. Sponsor: Network Rail Commercial Property, London Architect: Network Rail Building Design Group, London Design & Build Contractor: Geoffrey Osborne Ltd, London

Above: Refurbished interior Right: The restored frontage and canopy Inset: Rooflight detail

RAILWAY HERITAGE TRUST 2010

REVIEW OF PROJECTS

EDGE HILL STATION The Liverpool & Manchester Railway opened its new station at Edge Hill on 15th August 1836. As one of the original stations on the route, it is a significant historic survivor and last year we reported on work, supported by the Trust, to regenerate the interior of the buildings on the northern island platform for the Liverpool branch of the arts and culture organisation Metal. These buildings housed the original facilities for operation of the winding gear which drew trains by cable from Liverpool, through the Olive Mount tunnels to Edge Hill, where locomotives waited to take the trains onwards. The first area to be addressed was the first floor of the original 1836 building, designed by Joseph Franklin and Thomas Haig and constructed in pink Olive Mount sandstone, detailed with deeply incised rustication and radial lintels. This year the Trust’s grant has been concentrated on the development of the former engine house and adjoining boiler house, dating from 1849, and the later brick accumulator tower. The engine house is a high structure, again constructed in pink sandstone with sandstone dressings, highly vermiculated details to the entrance doorway and a deep cornice. Last year the building was cleared and the first stages of a new steel staircase installed. This staircase, which has now been completed, is free standing and in a modern style, creating a dramatic contrast to the original structure which,

RAILWAY HERITAGE TRUST 2010

Above: Interior of the mezzanine space in the engine house Below: Detail of the restored wheelblock paving

in the main, has been left fair faced. An excellent circulation space and exhibition gallery has now been created, accentuated by the mezzanine level gallery at high level which gives access to Metal’s first floor offices. The ground floor of the boiler room has been converted into a ‘welcoming’ area with a kitchenette in a modern style, to serve functions, and disabled toilet facilities. The first floor has been converted into studios to house artists starting out on their careers. The roof posed a particular problem for the architects as the construction included composite iron and timber flitch beams and care had to be taken to ensure that replacement work was true to the original detail. The accumulator tower has been cleared and will be converted into a projection gallery for video installations and will also house a

passenger waiting area at platform level. This has been one of the more significant developments with which the Trust has been engaged this year and the wide programme of events which Metal has staged reflects the benefit of this form of regeneration for the wider community. Another feature of Edge Hill Station is the particularly unusual paving surface at the foot of the access ramps immediately in front of the main buildings. Combined with York stone paving, the surface is composed of teak blocks, segmental in form and laid in an alternate pattern. These were believed to be redundant timber segments of Mansell wagon wheels dating from the nineteenth century which had been discovered stored within the station precincts. When the blocks were actually laid out is not clear, but they had begun to deteriorate and become slippery and, as a precautionary measure, at some point had been covered by building boards covered in bituminous felt. The net result of this action was that the deterioration of the blocks was accelerated. Fortunately, as part of general on-going improvements to the access surfaces, Network Rail determined to take action. Rather than see such a feature disappear, a decision was taken, supported by the Trust, to try and preserve as much as possible of the surface and recreate the missing areas. The surface was again allied to York stone paving strips and, by the application of some interesting technological solutions, the blocks were dressed to remove decayed timber and then combined in a mould with a more durable resin to recreate blocks in the form of the original, but with greater resistance to deterioration. With the variations in the mould and careful laying in alternate form, a very satisfactory result has been achieved, and is one of the more unusual projects we are able to report on this year. Engine House Sponsor: Metal Culture Ltd, Liverpool Architect: shedkm ltd, Liverpool Contractor: Origen Building Contractors Ltd, Liverpool Wheelblock Paving Sponsor: Network Rail London North Western, Manchester Contractors: Network Rail Property Works Team, Stockport, Greater Manchester & D T Anderson Construction Ltd, Widnes, Cheshire

REVIEW OF PROJECTS

BRIGHTON: LIGHTING SCHEMES This year the Trust has supported two proposals for the architectural lighting of structures in Brighton, as part of the city’s ‘Glow Zone’ initiative. Span 23 of London Road Viaduct, where it crosses Beaconsfield Road, has been treated with a wash of light from discreet sources, which gives a spectacular show of changing colours during the night hours. This viaduct, completed in 1846, was the work of engineer J U Rastrick and carries the coastal line to Lewes. It is constructed in red brick over a range of 26 semicircular headed arches and is set on a curve. Its overall height is 67 feet (20

metres) and its length is 390 yards (357 metres). The rings of the arches are in a contrasting yellow brick with banded, moulded voussoirs. The balustraded parapet is set above a dentil course with a projecting cornice. At Brighton Station itself, J U Rastrick was also involved in alterations to the original 1840 station, designed by David Mocatta with the timber train shed designed by Rastrick. These changes included the introduction of a portecochère and the extension of the forecourt over Trafalgar Street, carried

LLANDOVERY STATION

on cast iron beams and with heavy console brackets. Last year we reported on the redecoration works to the Trafalgar Street structure, in which funding partners Brighton & Hove City Council, Network Rail and Southern were supported by the Trust. That report referred to proposals for architectural lighting which have now come to fruition. The Trust has supported the installation, which has enhanced the

Top: London Road Viaduct Above: Sequential view of coloured lighting to viaduct Below: Trafalgar Street at night

night time quality of the underpass with wall washing lights which sequentially vary in colour, and which also includes brighter, secure lighting for the arched façade beneath the station. Sponsor: Brighton & Hove City Council, Hove, East Sussex Lighting Consultant: DO-Architecture Ltd, Glasgow Contractor: Colas Rail Ltd, Brighton, East Sussex

Llandovery has been served by the railway for over 150 years, linked by the Vale of Towy Railway from the south in 1858 and the Central Wales Extension Railway from the north in 1868. When these routes were taken over by the Great Western Railway and the London & North Western Railway respectively this unified location housed important depots serving both companies. However, by 1992 Llandovery had become an unstaffed halt and the Grade II listed station building, constructed in dressed stone with hipped and slated roofs, was closed and was beginning to deteriorate. In 2007 the Heart of Wales Line Development Company was set up to pursue the re-establishment of suitable passenger facilities at the station. The company approached the Trust for support in the production of a feasibility study, to investigate options to regenerate space to provide waiting facilities, a cafeteria and some viable commercial use, possibly a cycle shop. The aim is to make the regeneration as ecologically sustainable as possible, but with a sympathetic approach to preserving the building’s history. The Trust awaits the implementation of the proposals in the feasibility study with interest. Sponsor: Heart of Wales Line Development Company Ltd, Llandovery, Carmarthenshire Designer: Martin Watts Architectural Services, Llanwrda, Carmarthenshire

NATIONAL RAILWAY HERITAGE AWARDS The Railway Heritage Trust Conservation Award for 2009 was won jointly by the Arkwright Society for the restoration of the main building at Cromford Station and by Messrs Collis and Phelps for their restoration of the Waiting Room, also at Cromford Station. The works at the station were described in the Trust’s Report for 2008/09. Additionally, the following projects to which the Trust gave grants were also recipients of National Railway Heritage Awards: Garsdale Station (Network Rail London North Western), Hull Station Travel Extra (First TransPennine Express).

RAILWAY HERITAGE TRUST 2010

GRANTS AND EXTERNAL CONTRIBUTIONS: 2009/10

NETWORK RAIL The Trust has supported 47 projects (2008/09: 47) with 48 grants, which totalled £1,821,594 (2008/09: £1,809,019). The grants funded repair and restoration work carried out on the heritage aspects of buildings and structures in Network Rail’s ownership. A total of six grants were either cancelled or deferred. BRB (RESIDUARY) LTD The Trust has supported three projects (2008/09: three) with three grants, which totalled £80,000 (2008/09: £75,000). The grants assisted BRB (Residuary) Ltd in its management of non-operational buildings and structures remaining in its ownership. The structures include redundant viaducts on closed lines. The projects were: NETWORK RAIL BUDGET GRANT £

Page

BRB (R) BUDGET GRANT £

EXTERNAL EXTERNAL CONTR’B’N CONTR’B’N NETWORK BRB (R) RAIL £ £

ENGLAND 24,500 (1)

Barnham Signal Box: Relocation

25,000

Bath: Devonshire Tunnel: Digging out & restoring portals

Bermondsey: Spa Road Bridge: Refurbishment

Birmingham Moor Street Station: ‘Centenary Lounge’

45,000

75,000 (4)

Brading Station: Refurbishment of former signal box

30,000

50,000 (5)

Brighton: – London Road Viaduct: Lighting scheme

20,000

42,072 (6)

– Trafalgar Street: Lighting scheme

36,500

54,697 (7)

Buxton Station: Fanlight restoration

4,050

4,038 (8)

Carlisle Station: Platform 1-3 waiting room: Renovation & improvements

10,000

15,000 (9)

Chester Station:

40,000 138,000

– East wing offices: Repair & restoration works (£150,000)

CANCELLED

– East wing offices: Restoration of windows (£15,000)

CANCELLED

– East wing offices: Repair & restoration works

97,160 (2) 206,000

200,000

(3)

54,144 (10)

Conisbrough Viaduct: Waterproofing of deck

Cromer Signal Box: Refurbishment works

Cromford Station: Repair, restoration & conversion works

14,000

19,500 (13)

Darlington Station: Railings to cycle parking area

40,000

70,175 (14)

Dewsbury Station: Refurbishment works

Eastbourne Station: Refurbishment to form medical centre

Edge Hill Station:

35,000 6,000

8,000

75,000

195,000 (15)

104,000

310,000 (16)

– Upside building renovation & conversion

75,000

59,500 (17)

– Restoration of wheelblock paving

10,000

Etchingham Station: – Refurbishment & regeneration of station facilities – Fencing to garden & internal decoration

40,000 (11) (12)

25,000

16,818 (18)

4,000

4,298 (19)

Halifax Station: Refurbishment of platform canopies

125,000

Huddersfield Station: Refurbishment works (£115,000)

DEFERRED

Hull Station: Stonework repairs

Liverpool Lime Street Station: Public realm works

London: Pedley Street: Lighting protection

Middlesbrough Station: Refurbishment of buffet area

878 100,000 1,800 100,000

0 400,000 (20) 0 45,000 (21)

Newcastle: Westgate Road Arches: Restoration & refurbishment

Newton-le-Willows Station: Huskisson plaque & ticket window works

Salford: New Bailey Street Arches: Restoration & refurbishment

25,000

Sandown Station: Restoration & refurbishment

28,250

Sheffield Station: ‘Sheffield Tap’

60,000

80,000 (24)

Skipton Station: Refurbishment of station toilet facilities

7,000

17,550 (25)

Spalding Station: Conversion of surplus accommodation

75,000

St Austell: – Station: Fencing works (£42,300)

6,500

0 17,463 (22) 0 39,354 (23)

CANCELLED

– Signal Box: Options appraisal

RAILWAY HERITAGE TRUST 2010

70,000

3,500

5,000 (26)

GRANTS AND EXTERNAL CONTRIBUTIONS: 2009/10

NETWORK RAIL BUDGET GRANT £

Page 25

Stoke-on-Trent Station: Restoration of three doors to down platform Stroud: Former Goods Shed: Purchase of lease (£12,500)

Torquay Station: Refurbishment of upside accommodation

Urmston Station: Repointing of brickwork

BRB (R) BUDGET GRANT £

5,250

EXTERNAL EXTERNAL CONTR’B’N CONTR’B’N NETWORK BRB (R) RAIL £ £ 0

CANCELLED

100,000

1,300

Westenhanger Station: Refurbishment of station building

46,000

Whitby Station: Restoration works

23,000

Whitstable Station: Refurbishment to form day nursery

75,500

96,000 (27)

Worcester Foregate Street Station: Restoration & refurbishment works

26,000

19,250 (28)

Wroxham Signal Box: Repair & restoration works

24,500

30,000 (29)

York: ‘Brunel Era’ Drawings Conservation: Employment of conservator (two grants)

10,000

5,000

SCOTLAND 14

Aberdour Station: Signal box feasibility study

Arbroath Station: Conversion of surplus accommodation

Glenfinnan Station: Water tank refurbishment

Kilmarnock Station: Floral clock restoration works

Ladybank Station: Refurbishment to form artist’s studio

Wemyss Bay Station: Refurbishment works

6,400

9,345 (30)

320

700 (31)

3,000

15,000

170,000 (32)

7,250

4,750 (33)

11,356

WALES 29

Llandovery Station: Feasibility study

1,000

10,930 (34)

Llandrindod Wells Signal Box Museum: Staircase restoration

1,240

1,860 (35)

Pantyffynnon Station: Refurbishment (£42,000)

CANCELLED

1,821,594 COMBINED NETWORK RAIL AND BRB (RESIDUARY) LTD BUDGETS GRANT TOTAL

2,155,944

137,160

1,901,594

COMBINED NETWORK RAIL AND BRB (RESIDUARY) LTD EXTERNAL CONTRIBUTIONS TOTAL

External contributions were from: (1) Barnham Signal Box: Southern, Various contractors & individual donations, West Sussex County Council (2) Bath: Devonshire Tunnel: Sustrans Connect 2 (3) Bermondsey: Spa Road Bridge: ‘Cleaner Greener Safer’ initiative & 106 grant (4) Birmingham Moor Street Station: Newsbreak Ltd (5) Brading Station: New Leader (6) Brighton: London Road Viaduct: Brighton & Hove City Council (7) Brighton: Trafalgar Street: Brighton & Hove City Council (8) Buxton Station: DB Schenker Rail (UK) Ltd (9) Carlisle Station: Virgin Trains (10) Chester Station: Townscape Heritage Initiative (11) Conisbrough Viaduct: Doncaster Metropolitan Borough Council (12) Cromer Signal Box: Cromer Town Council, Poppyland Partnership, Private contributions/fund raising (13) Cromford Station: Arkwright Society Ltd (14) Darlington Station: East Coast (15) Dewsbury Station: Department for Transport NSIP, Kirklees Metropolitan Borough Council, Metro (16) Eastbourne Station: South East Health Ltd (17) Edge Hill Station: Merseytravel, Metal Culture Ltd (18) Etchingham Station: Southeastern

80,000

2,293,104

(19) Etchingham Station: CIC Trustees, Etchingham Parish Council (20) Liverpool Lime Street Station: ERDF, Homes & Communities Agency, Northwest Regional Development Agency (21) Middlesbrough Station: Department for Transport NSIP (22) Newton-le-Willows Station: Merseytravel (23) Sandown Station: Community Rail Partnership, South West Trains (24) Sheffield Station: Pivovar Tap Ltd, Thornbridge Brewery (25) Skipton Station: Northern Rail/NSIP (26) St Austell Signal Box: Restormel Borough Council (27) Whitstable Station: Choochoos Day Nursery, Kent County Council (28) Worcester Foregate Street Station: Movement Ltd (29) Wroxham Signal Box: Wroxham Signalbox Trust (30) Aberdour Station: Lis & John McTaggart (31) Arbroath Station: First ScotRail, The Royal Society of Edinburgh (32) Kilmarnock Station: Conservation Area Regeneration grant, East Ayrshire Council (33) Ladybank Station: Fife Business Gateway, Kirsty Lorenz (34) Llandovery Station: Heart of Wales Line Development Company Ltd, Heart of Wales Line Travellers Association, Llandovery Town Council, Private donations (35) Llandrindod Wells Signal Box Museum: Llandrindod Wells Town Council

RAILWAY HERITAGE TRUST 2010

THE TRUST’S ACCOUNTS: 2009/10

This Annual Report and Accounts covers the operations of the Railway Heritage Trust during the period 1st April 2009 to 31st March 2010. Established in 1985, the Trust is an independent registered company limited by guarantee, supported by Network Rail and BRB (Residuary) Ltd, with the remit of: ■ the conservation and enhancement of buildings and structures owned by these organisations that are listed or scheduled, or of special architectural or historical interest; and ■ to act as a catalyst between outside parties and these owners on the conservation and alternative use of non-operational property, including the possible transfer of responsibility to local trusts or other interested organisations. In 2009/10, the Trust awarded 51 grants towards the costs of 50 restoration and other projects. Six grants were cancelled or deferred.

AUDITED ACCOUNTS The Trust’s Accounts for 2009/10 were audited and approved by Price Firman, London. The audited Accounts were considered at the Trust’s Annual General Meeting held in July 2010. The Accounts were approved and adopted by the Executive Board and signed. As required by law, the signed Accounts were deposited with Companies House, accompanying the Trust’s Annual Return. Copies of the Accounts will also be presented to the Boards of both our sponsors. In their Report and Financial Statements, 31st March 2010, the Auditors stated: ‘In our opinion the financial statements give a true and fair view of the state of the company’s affairs as at 31st March 2010 and of its profit for the year then ended; have been properly prepared in accordance with United Kingdom Generally Accepted Accounting Practice; and have been prepared in accordance with the requirements of the Companies Act 2006.’ They further stated: ‘In our opinion the information given in the Directors’ Report for the financial year for which the financial statements are prepared is consistent with the financial statements.’ Price Firman, Chartered Accountants Registered Auditor London July 2010

FINANCIAL REPORT The Trust’s financial activities in 2009/10 are summarised as follows: £ FUNDING ALLOCATED TO PROJECTS By Network Rail By BRB (Residuary) Ltd

EXPENDED ON PROJECTS 48 Grants to Network Rail projects 3 Grants to BRB (Residuary) Ltd projects

1,821,594 80,000 1,901,594

FUNDING FOR TRUST'S OPERATIONS From Network Rail From BRB (Residuary) Ltd

184,800 10,000

Total Income Total Expenditure – Administration

194,800 194,909

EXECUTIVE DIRECTOR’S COMMENTARY Jim Cornell started his commentary two years ago by stating that the rail industry can never be described as boring or uneventful. It’s a comment that I totally agree with, and I must thank Jim for the excellent handover that he gave me when he retired, and the support that he has made available since then, which I hope has meant that the handover has been boring and uneventful for those who work with the Trust. The Chairman has described the wide range of activities in his introduction to this Report, and some of the output in the last year can be described as stunning – the reopened Tap bar at Sheffield, the restored east wing offices at Chester, the new public access to the station buildings and signal box at Brading, and the art studio at Ladybank are all examples, throughout the system, where I have seen outstanding work that the Trust has sponsored. This wide range of projects has enabled us to spend all the funding that Network Rail, our major sponsor, has given us – and, indeed, there is an on-going demand for grants that sometimes is hard to meet. I am particularly pleased that we have been able to help bring a series of redundant historic buildings and structures back into use in the year. As well as the various Network Rail projects, some of which I have mentioned above, and which are mainly focused on buildings, we have continued to work with BRB (Residuary) Ltd, with more of a focus on structures. As a result we were able to fund Sustrans’ delivery of the second and final stage of upgrading Conisbrough Viaduct for a cycleway, and the delayed work to excavate the buried portal of Devonshire Tunnel, near Bath, itself a prelude to creating another cycleway. Also with BRB (Residuary) Ltd, but on the buildings front, we continue to support the relocation of Whitebridge Crossing Cottage from its site near the main line at Stone to the Churnet Valley Railway. This will ensure the survival of this listed building, which is currently on the Register of ‘Buildings at Risk’. We have taken steps to raise the profile of the Trust – our new web site is already seeing regular use, and we are now issuing press releases to mark the completion of our projects. Finally, on a personal note, can I thank Claire Pickton and Malcolm Wood for their welcome to me, and their support as I have settled down into my new role. Andy Savage Executive Director London July 2010

The Trust is registered in England and Wales as company number 1876790.

RAILWAY HERITAGE TRUST 2010

1,815,200 170,000 1,985,200

Railway Heritage Trust 40 Melton Street, London NW1 2EE Tel: 020 7557 8598 Fax: 020 7557 9700 e-mail: rht@railwayheritagetrust.co.uk www.railwayheritagetrust.co.uk