ANNUAL REPORT AND ACCOUNTS 2010/11 by Martins Kreicis

ANNUAL REPORT AND ACCOUNTS 2010/11

RAILWAY HERITAGE TRUST

ANNUAL REPORT AND ACCOUNTS 2010/11

The Trust publishes an Annual Report for four specific purposes: ■ to publish its Accounts; ■ to illustrate the projects to which its grants have been awarded; ■ to acknowledge the financial contribution made to projects by external partners; ■ 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.

ANNUAL REPORT AND ACCOUNTS 2010/11

Front cover: Ridgmont Station Inside front cover: Newcastle Station railings Inside back cover: Bath Spa Station canopy Back cover: Brighton: Trafalgar Street mural

ACKNOWLEDGEMENTS Photography: Specially commissioned from Paul Childs at Spheroview Ltd, Tunbridge Wells, Kent Other photographs as individually credited The Trust is grateful to the following individuals and organisations for permission to publish photographs: John Ives, Potts Parry Ives + Young Bernard Pratt Steelway Adrian Stewart, DO-Architecture Ltd Research and text by Andy Savage & Malcolm Wood, with assistance from Claire Pickton Design by Geoffrey Wadsley Printed in England by Ian Allan (Printing) Ltd, Hersham, Surrey KT12 4RG

CONTENTS Chairman’s Statement 3 The Hon Sir William McAlpine Bt introduces the Report; reflects on the celebration of the Trust’s twenty-fifth anniversary; notes the resilience of the Trust’s grant programme and the implementation of major capital rail projects despite the retrenchment of government expenditure; remarks on the Trust’s improved relationships with train operating companies; notes the retirement of Iain Coucher from Network Rail and welcomes his successor, David Higgins; confirms his appreciation for Network Rail’s guaranteed funding for the Trust to March 2019 and considers the impact of the imminent disbanding of BRB (Residuary) Ltd and offers thanks for its long-standing support.

Bath Spa Station: interior of historic lift

Review of Projects 4-29 Reports on the Trust’s grant-aided projects, including: work to a significant bridge in London, illumination of a major viaduct, restorations and conversions providing improved passenger and community facilities, war memorial repairs, heritage fencing, and feasibility studies, including one for railway-related gravestones. National Railway Heritage Awards 29 The Railway Heritage Trust Award for 2010 is won by Brading Town Council for the refurbishment of Brading Station and the former signal box. 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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OFFICERS AND ADVISORY PANEL 31st March 2011

EXECUTIVE BOARD Chairman: The Hon Sir William McAlpine Bt Executive Director: Andy Savage Director: Marcus Binney

ADMINISTRATION Company Secretary: Malcolm Wood Personal Assistant: Claire Pickton

ADVISORY PANEL 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 Chris Green Christopher Heaps Charles Howeson Stanley Hurn Sir Simon Jenkins

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

* Appointed to the Advisory Panel during 2010/11 Jonathan Glancey & Sir Howard Newby resigned from the Advisory Panel during the year.

Great Malvern Station: replacement light column

ANNUAL MEETING OF THE ADVISORY PANEL The Annual Meeting of the Advisory Panel took place on 7th October 2010. Members were given presentations on ‘Caring for Stations’ by Chris Green, fellow Panel Member and joint author of the report ‘Better Rail Stations’, on ‘Improving our Stations’ by Mike Goggin, Director, Stations & Customer Service, Network Rail, and on ‘Kings Cross Station Redevelopment Programme’ by Ian Fry, Programme Director, Kings Cross, Network Rail.

RAILWAY HERITAGE TRUST 2011

CHAIRMAN’S STATEMENT

we drew in an average of £1.37 in external funding, compared with our average of £1.20 over the first twenty five years of our life. The industry itself has also had an interesting year. On the one hand, the worst of the recession seems to be over, and passenger traffic has resumed its steady climb. This has combined with an ever-improving punctuality and safety record. On the other hand, political uncertainty with the new government has raised concern about the future direction of the railway. The Secretary of State has, fortunately, made the government’s on-going support of rail clear; despite the retrenchment of government expenditure, major capital rail projects have held up well, with

Malcolm Wood

ast year I mentioned our pleasure at the Trust reaching twenty five years of age. To mark the celebration of our silver jubilee, in October 2010 we rededicated ‘our’ power car, 43 189, at Didcot. We were delighted to be joined by representatives of all our sponsors, and particularly by two past Chairmen of British Rail, Sir Bob Reid and John Welsby. We also had six of the nine employees that have ever worked for the Trust present, with Jim Cornell, Richard Tinker and Richard Horne all able to join us. We are most grateful to Mark Hopwood, and his staff at First Great Western, for arranging the replacement of the nameplate on the power car and the ceremony, and for their hospitality.

The Chairman unveils a plaque for the island platform at Chester Station

2010/11 was an interesting year for the Trust. We saw the early effects of the government’s cutting back on expenditure, and several major projects were delayed as a result. Fortunately we were able to move several 2011/12 grants forward to ensure that we spent all our available funding. We also saw a change in the size of projects that we funded, with an increase in the number of small projects. As a result, 2010/11 was the year with the highest number of grants ever made by the Trust. Despite this we held, and even slightly increased, the proportion of external funding that we attracted to our projects. For every pound of grant that the Trust awarded

confirmation of Crossrail, the Great Western and North Western electrification projects, and the revised Super Express Train project. The government has also made it clear that the industry must do more to control its costs. Sir Roy McNulty’s report on this issue has mapped out the challenge and how to address it. However, and happily, we have seen ongoing support for the work of the Trust. We now have projects running with almost all of the train operating companies (TOCs), and are particularly glad to be redeveloping our relationships with First Capital Connect and with National Express East Anglia, both TOCs

where we had done little work in recent years. We still find that some TOC staff are not aware of the Trust, and the work that it does for the industry, but this is a decreasing issue. Regarding our funders, we note Iain Coucher’s retirement from Network Rail, and wish him well. He was key to bringing stability back to the industry. I am pleased to see that his successor, David Higgins, continues to support the Trust in the style of his predecessors, and am delighted at his decision to guarantee the Trust’s funding from Network Rail for a further five years beyond our previously agreed limit of March 2014, giving us financial stability until the end of March 2019. There are few companies who can face their future with the confidence that we now can, and we are immensely grateful to him and his colleagues. Our future relationship with BRB (Residuary) Ltd is more problematic. The government announced in October 2010 that it was to be disbanded by the end of 2012 as part of plans to reduce the number of quangos. Clearly its responsibilities for historic structures cannot go away, and we understand these duties are to be transferred to the Highways Agency in the Department for Transport. We will be discussing with the Agency whether the Trust can be of help in the future, but for now we offer our thanks to our friends in BRB (Residuary) Ltd for their on-going support of the Trust over many years. Finally, as ever, can I thank the Trust’s staff for their continued dedication to its interests. Claire Pickton continues to keep the Trust’s administration in order and Andy Savage and Malcolm Wood are both well-settled in and maintaining the standards of their predecessors. Without their on-going support the Trust could not achieve its objectives. It is my pleasure to present the twenty sixth Annual Report and Accounts of the Railway Heritage Trust.

The Hon Sir William McAlpine Bt Chairman London July 2011

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REVIEW OF PROJECTS

Left: Interior of converted ticket office Inset: Frontage with lowered window Above: Interior of refurbished booking hall

QUEENSTOWN ROAD STATION The London & South Western Railway opened the station at Queen’s Road, Battersea on 1st November 1877. The current station was remodelled in 1907 in a distinctly Edwardian style with access from the main entrance via a short subway, followed by a steep staircase which led to the platforms. Renamed Queenstown Road in 1980,

the station is now operated by South West Trains, and the Trust joined with the company in supporting works to refurbish the booking hall following the introduction of automatic gates. The scheme included restoration of the ticket office frontage and minor works to enable the former ticket office to be let as a cafeteria. A new, deeper window was

BROMSGROVE: LOCOMEN’S GRAVES

workmates paid to erect headstones over the graves. The headstones have survived, and are covered by the Grade I listing of the Church. Sadly, the graves were vandalised in 1952, with Scaife’s being particularly badly damaged. Since then the headstones have been restored at least three times, but they are again deteriorating. In 2010 St John’s Church approached the Trust for help; we funded a detailed feasibility study of the restoration of the graves, including the identification of historical errors that had been made in earlier restorations. The Trust is now working with the Church, and seeking support from other associated bodies, to fund the restoration of both graves to a condition that is historically accurate, and should allow their survival for many years to come.

Bromsgrove lies at the foot of the Lickey Hills, and when William Moorsom built the Birmingham & Gloucester Railway in 1840/1, he took a direct route to climb the hills, installing a two-mile bank of 1 in 37 that was a major problem for railway operators until the end of the age of steam. Throughout the steam era locomotives were located at Bromsgrove to provide extra power up the bank. An early, experimental loco called ‘Surprise’ was built by a Dr William Church of Birmingham, and was tried out before the line up the Lickey Bank was opened. It was not a success, and its boiler exploded on 10th November 1840, killing both members of its crew, Thomas Scaife and Joseph Rutherford. Both Rutherford and Scaife were buried in St John’s Churchyard at Bromsgrove, and in 1842 their

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Sponsor: St John’s Church, Bromsgrove, Worcestershire Consultant: Nimbus Conservation Ltd, Frome, Somerset

inserted to the street elevation to increase daylight in the space, but the original counter, parquet floor and some cabinets were all retained. The booking hall was redecorated in Southern Railway green and cream, and the subway was relined with glazed tiles to match those originally installed. The result is a very satisfactory transformation of a small, but significant station. Sponsor: South West Trains, London Architect: Robinson Kenning & Gallagher, Croydon, Surrey Project Management: The Trevor Patrick Partnership, London Contractor: Walker Construction (UK) Ltd, Folkestone, Kent

Current view of locomen’s graves

REVIEW OF PROJECTS

NEWCASTLE STATION The Trust has repeatedly supported works at the Grade I listed Newcastle Station, and has awarded almost a million and a quarter pounds in grants over the last twenty five years. Although we currently have no major projects in hand here, the introduction of a gated barrier line has given a series of challenges to the station’s operator. National Express East Coast, the former operator of the East Coast Main Line, and hence of Newcastle Station, approached the Trust about the need to provide a long fence at the south end of the station in order to prevent access to the platforms without going through the ticket barrier gates. The Trust was happy to fund the additional cost of making a cast-iron fence in a heritage style, rather than a cheaper, modern design that would not have fitted with the rest of the station. National Express East Coast installed the fence in 2009, but the Trust did not make its grant for the work until the financial year 2010/11.

Sponsor: National Express East Coast, York Fencing: Smith & Co (South Shields) Ltd, Acklington, Northumberland Contractor: Serco Group plc, Hook, Hampshire

CUPAR STATION Cupar is the county town of Fife, and was the original northern terminus of the 1847 Edinburgh & Northern Railway (E&NR). The station was designed, as with most of the E&NR stations, by David Bell: its symmetrical layout and size make it one of the most impressive stations in Fife. The main building, on the northbound platform, is

Above: General view of station buildings Below & inset: Rooms under refurbishment Right: Detail of windows

Above: General view of new railings

built in grey ashlar, and its layout is virtually unaltered since opening. The building is mainly single-storey, but it has three two-storey sections, over the booking hall in the centre, and at the north and south extremities. The two-storey section at the north end of the station contains the former stationmaster’s flat, which has not been used for many years. A local group proposed to restore this part of the property as a local museum, and sought support from the Trust and the Scottish Government’s Stations Community Regeneration Fund. Delays in sorting out lease issues have led to a very late start on this project, but sufficient work has been done for the Trust to account for it in 2010/11, with the rest of the work being carried out at the start of 2011/12. Sponsor: Cupar Heritage, Cupar, Fife Architect: Johnston Kidd Architects, Cupar, Fife Contractor: David Finlay (Building Contractors) Ltd, Kingskettle, Fife

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Inset: Adrian Stewart, DO-Architecture Ltd

REVIEW OF PROJECTS

Above: Royal Border Bridge under a ‘big’ sky Inset: The bridge illuminated Below: Remnants of the castle wall

Royal Border Bridge Illumination Sponsor: Northumberland County Council, Morpeth, Northumberland Contractor: Floodlighting and Electrical Services Ltd, Llantrisant, Rhondda Cynon Taf Designer: DO-Architecture Ltd, Glasgow

moving the cabins expensive, so until the County can find a source of funding (to build on the committed support from the Trust) it is unlikely that this muchneeded project will proceed.

Relocation of Permanent Way Cabins: Feasibility Study Sponsor: Northumberland County Council, Morpeth, Northumberland Consultant: Network Rail London North Eastern, York

MALVERN LINK STATION

masonry and general style and details are evidence enough of Elmslie’s work. The route became part of the Great Western Railway (GWR), and for many years the cast-iron posts which formerly carried the GWR running-in boards have stood bare and forlorn at the ends of the platforms. The Trust has joined with Malvern Town Council and London Midland to take an opportunity to provide new GWR-style boards and bring some heritage context back to the station.

BERWICK-UPON-TWEED The Trust has long supported a variety of works at Berwick-upon-Tweed, where Robert Stephenson linked the rail systems of England and Scotland in 1850. The Trust has focussed its grants on both the station and the Royal Border Bridge, mainly on the passenger facilities of the former, and the structural restoration of the latter. With both the station and the bridge now in a reasonably good general condition, the Trust has been able to support two projects that will have longer-term benefits for the area. Firstly, the Trust made a major investment in an electronic illumination of the Royal Border Bridge. This scheme, using Light Emitting Diodes in every span of the bridge, has enabled it to be lit up in varying, and changing, colours, increasing the attractiveness of this iconic structure. Unusually for a viaduct lighting scheme, the curvature of the railway as it approaches the structure allows passengers on trains from the south to see the illuminations. Berwick Station was built on the site of the ancient Berwick Castle, and Stephenson and his team used much of the stone from the castle in its construction. As a result the station site is enclosed at its south end by the remnants of the castle’s old west wall. In this area Network Rail or its predecessors built a complex of portable buildings for the local track gang. This cluster of buildings detracts from the remains of the castle, and the Trust has helped Northumberland County Council to fund a feasibility study into the relocation of the accommodation. This study has identified an alternative location, but service alterations make

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Malvern Link and Great Malvern are the two survivors of the three stations designed by E W Elmslie for the Worcester & Hereford Railway. At Malvern Link only the former station house still exists, but the ragstone

Sponsor: London Midland, Birmingham Contractor: Steelway, Wolverhampton, West Midlands Left: One of the newly-installed running-in boards

REVIEW OF PROJECTS

STOKE-ON-TRENT STATION The North Staffordshire Railway opened the station at Stoke-on-Trent in 1848 to the designs of H A Hunt. The original station was flanked by two entrance pavilions with large, round-headed windows set in a classic elevation beneath steep roofs with scalloped, decorative clay tiles, filigree ridges and curved gables in a Jacobean style. The upside entrance, fronting Winton Square, is well known, but the downside entrance building, fronting the former goods yard which has recently been converted into a car park, is less familiar. The downside entrance building had been gradually subsumed into a collection of additional buildings, but Network Rail undertook to restore this structure, with strengthening work to

the flank walls of the train shed. The scheme, which the Trust supported, involved removing some of the less appealing extensions to reveal the former footprint of the entrance building, and the complete restoration of the roof. Work included repairs to the gables, replacement of missing tiles and ridge tiles, works to the windows, and drainage of the building. The result has been a successful reclamation of the original structure. Sponsor: Network Rail London North Western, Manchester Designer: White Young Green, York Contractor: Murphy Group, Cannock, Staffordshire

Below: The refurbished building at Stoke Inset: Detail of restored stonework

Above: Detail of window to porte-cochère at Leicester

LEICESTER STATION London Road Station in Leicester dates back to 1840, when the Midland Counties Railway line from Rugby to Derby opened. The present building, dating from 1895, was the first of Charles Trubshaw’s three great stations, the other two being Nottingham and Sheffield Midland. The Midland Railway built all three at the turn of the 19th to 20th century as part of its reaction to the threat of the new Great Central Railway: each featured a large portecochère, but otherwise the designs of the three buildings were very different. At Leicester the Neo-Classical style features a combination of red brick, pink sandstone, and terracotta, which all come together to give a pleasing whole. British Rail demolished the platform buildings of Trubshaw’s station in 1982, but the frontage building survives and is Grade II listed. The Trust has previously supported work at the station, particularly with the clock tower, and gave a small grant this year to restore some blocked windows at the rear of the porte-cochère, both allowing a view of the trains below, and restoring original features of the station. Sponsor: Network Rail London North Eastern, York Contractor: May Gurney Integrated Services plc, York

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REVIEW OF PROJECTS

LINCOLN CENTRAL STATION Lincoln Central Station was built by the Great Northern Railway in 1848, to the designs of J H Taylor. It is constructed in yellow brick with stone dressings, in a Tudor style. The original design has been heavily modified throughout its life. Caterleisure Ltd has provided a buffet facility on the station in its caféxpress brand for some years. This facility, in the downside building, involved a lot of interference with the original layout of the building, and passenger waiting and buffet areas were intermingled, leading to security problems for Caterleisure at times when its facility was closed, while the station remained open. The closure of the station’s travel centre, located between the Caterleisure and waiting area and the station entrance, presented an opportunity to improve both the passengers’ facilities and the heritage ambience of the station. Caterleisure relocated its facilities into the approximate area of the old travel centre, which allowed both the total separation of the waiting and buffet facilities, and the removal of many of the interior partitions installed over the years.

The Trust made a small award to this project in recognition of the improvements to the heritage of the station that resulted. The Trust particularly noted the removal of inappropriate modern partitions, the

restoration of damaged coving in the affected areas, and the provision of new matching coving where the originals had been removed. Sponsor: Caterleisure Ltd, Bradford, West Yorkshire Architect: GIA Ltd, York Contractor: Total Design Shopfitting Services Ltd, Eastleigh, Hampshire Below: Interior of refurbished buffet Inset: View from forecourt

WESTENHANGER STATION The former station house at Westenhanger was refurbished last year with the first part of a two-year grant to undertake works to bring the interior to a lettable condition. The second grant has assisted with the completion of an uprating of the services to the building, bringing it up to 21st century standards. As we reported last year, the twostorey building dates from 1861 and was originally constructed by the South Eastern Railway as an addition to the original station of 1844. The building will benefit from being occupied and the Trust hopes that, with the remedial work now completed, a new tenant will be found to inject life back into this fine conversion. Sponsor: Network Rail Commercial Property, London Drainage Design: Wendage Pollution Control Ltd, Liphook, Hampshire Contractor: Geoffrey Osborne Ltd, London Above: The refurbished building Inset: Detail of shuttered windows

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REVIEW OF PROJECTS

HEXHAM STATION

General view of kiosk before refurbishment

Hexham is the largest station on the Newcastle to Carlisle line. The station was extended several times after it was first opened in the late 1830s, but its overall style has remained consistent. On the south, westbound, platform is a model railway shop, and this facility includes, but does not use, a former newspaper kiosk. The Tyne Valley Community Rail Partnership developed a proposal to separate and reopen the kiosk as a community feature, and the Trust gave a small grant to facilitate this project. Sponsor: Tyne Valley Community Rail Partnership, Hexham, Northumberland Contractor: Chandos Construction Services, Hexham, Northumberland

LLANDOVERY STATION Llandovery marked the boundary between the London & North Western Railway and the Great Western Railway on the Central Wales line, and hence it had an importance in railway terms disproportionate to its size. The station building, located to the south of the main A40 level crossing on the southbound platform, is constructed in dressed stone and dates from the earliest days of the system, probably the opening of the Vale of Towey line in 1858. Nationalisation meant that the border status of this location gradually disappeared, and the modernisation and simplification of the railway left it as a small rural passing station. Inevitably, it was eventually destaffed, with the booking office closing in 1992, since when it has gradually deteriorated. The Central Wales line was subject to a rigorous campaign to ensure that it did not close, led by the Heart of Wales Line Travellers’ Association. As the line’s future became more assured the Association moved towards a more active role in promoting the line, and formed a development company. Last year’s Report showed how the Trust had assisted the development company in carrying out a feasibility study as to how the building might be used, and it was with great pleasure that this year we awarded a grant towards carrying out this work. By the end of the 2010/11 financial year the work of converting the building for community use was well

advanced, with the interior stripped and replastered, the exterior decorated, and installation of services almost completed. The Trust is most impressed with the high quality of the work the company has carried out, and the use of original materials as far as possible – for example lime and hemp plaster. HRH

The Prince of Wales has taken a close interest in this scheme, and attended to open the finished project in June 2011. Sponsor: Heart of Wales Line Development Company Ltd, Llandovery, Carmarthenshire Architect: KBJ Architects, Llandovery, Carmarthenshire Contractor: Haydn Hudson Builders, Llandovery, Carmarthenshire

Above: Freshly refurbished interior Inset: Forecourt view of restored building

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REVIEW OF PROJECTS

YATTON STATION Yatton Station in North Somerset is an unusual surviving example of the line side stations designed in the office of I K Brunel in the earliest years of the Great Western Railway. The station was originally opened as Clevedon Road in June 1841 as part of the Bristol & Exeter Railway. It was renamed Yatton in July 1847. The buildings are constructed of lightly-figured, coursed, Mendip stone, with ashlar window and door surrounds in a Tudor style. However, they also exhibit the extended eaves which Brunel applied to his Italianate designs. Although the structures have been somewhat modified over the years, they still retain their originally intended style. The southbound platform building retains the remains of the original narrow stone structure as its platform elevation, and its extended rear is timber framed. The structure had been deteriorating for some time with no appreciable use, until the Strawberry Line Community Interest Company was set up to develop it as a community café facility. The restoration has been thorough, with rotten support timbers replaced, and new timber boarding only installed where necessary. Attention to detail has been diligent. The transformation, supported by the Trust, has been considerable, and the successful scheme has given these important historic premises a new lease of life. Sponsor: Strawberry Line Café Project CIC, Yatton, Somerset Architect: Quattro Design Architects, Bristol Contractor: Honeyfield Property Services Ltd, Bristol Left: The interior restored Top inset: Signing detail Bottom inset: The fully refurbished building

YORK: DRAWINGS CONSERVATION Once again, the Trust has met the ongoing cost of conserving important historic drawings held at the Network Rail National Records Centre in York. The important task of conserving the drawings continues to expand to include records from other contemporary railway sources. This year the work included: • Ninety original contract drawings for the Cheltenham & Great Western

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Union Railway, some signed by Brunel and contractors from the 1830s, • Ten original contract drawings for the Wiltshire, Somerset & Weymouth Railway from the late 1830s, • Eleven drawings of London Bridge Station for the London, Brighton & South Coast Railway, one of which is of the original station in the 1830s, the remainder showing alterations from the 1850s, and • Thirteen original drawings of Blackfriars Station on the London,

Chatham & Dover Railway, some signed by engineer John Wolfe Barry. Drawings of the original Gatwick Racecourse Station, London Victoria Station frontage in 1900, and London Waterloo Station from 1923 add to the variety, which is underlined by the inclusion of more recent work such as four artist’s impressions of London Cannon Street and London Waterloo Stations. Sponsor: Network Rail HQ, London

REVIEW OF PROJECTS

WROXHAM SIGNAL BOX We have described the steady progress that the Wroxham Signalbox Trust (WST) has made with the restoration of this box in the last two Reports. During 2010/11 the work continued, with a new stairway funded with Trust assistance. By the end of the financial year the work had all been completed, except for a small piece of exterior painting. The finished job reflects the high quality of the work carried out by both the contractor and the WSTâ&#x20AC;&#x2122;s volunteers in restoring both the exterior and the upper-floor interior of the box. This has been a labour of love for both parties. However, it became clear during the year that the project had considerably overspent its budget. With assistance from our former Executive Director, Jim Cornell, the WSTâ&#x20AC;&#x2122;s position was clarified, and we were able to justify a further, final, grant against the increased costs, putting the WST back into a stable position. This has, in turn, released additional external grant money to restore the locking room on the ground floor, without further Railway Heritage Trust support. Sponsor: Wroxham Signalbox Trust, Wroxham, Norfolk Contractor: John Grimwood, Hickling, Norfolk

Top: Rear elevation of the box Above: Window detail Right: General view of the box

LIVERPOOL LIME STREET STATION

General view of the refurbished forecourt

Last year we reported on the major works carried out at Liverpool Lime Street Station which saw a significant remodelling of the approach and frontage. The spectacular terraced approach with granite paving, formal planting and distinctive artwork is now fully completed, with the lift access to the subway linking the forecourt to the Liverpool Metro Station now operating. A second grant was given to this project for this financial year and the Trust is delighted to have supported the Homes & Communities Agency in achieving such a fine improvement to this important public space. Sponsor: Homes & Communities Agency, Warrington, Cheshire Architect: Glenn Howells Architects, Birmingham Contractor: Balfour Beatty Civil Engineering, Liverpool

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REVIEW OF PROJECTS

CHESTER STATION The Trust has invested repeatedly at Chester Station over many years. Francis Thompson’s great 1848 building is now revealed to the public, with many of the later hotch-potch of buildings that had been added having been removed, and a single set of modern facilities provided where necessary to a consistent contemporary design, which contrasts with Thompson’s work, and helps to highlight it. In 2008/09 and 2009/10 the Trust reported on its funding of works on the main building, fronting the highway at the south of the site. During 2010/11 we have had little involvement in this area. One project was to make a final payment on the restoration of the east wing offices, which was described in last year’s Report; this accommodation is now awaiting a tenant.

Whilst not a formal project, the Trust advised Arriva Trains Wales, and Cheshire West and Chester Council, on aspects of the design of some muchneeded doors at the main entry to the station, and was pleased to see that its suggestions were adopted. The only new project that the Trust has funded in the main station building is a small scheme to provide a Visitor Information Centre in a former storeroom, allowing the visitor guides on the station a base from which they can operate. The main focus for the Trust in this year has been the island platform, which serves trains into England, to Crewe, Manchester and Liverpool. The two main buildings on this platform have, as with most of the station, been affected by unsympathetic additions over many decades. As part of the Townscape Heritage Initiative the Trust funded the removal of all these extraneous buildings, and their replacement with two new structures, a public area under

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and around the footbridge and a staff facility at the west end of the platform. Both facilities follow the general design of the previously-erected buildings on the south platform, giving a consistent feel to the station. As part of these works the café on the platform has been relocated to the footbridge area, in a much more useful location for passengers, and the provision of a second set of steps from the footbridge down to platform 7 has made the transfer over the bridge more free-flowing. There is still further work to be done at Chester. The Trust has offered a grant to help restore the exterior of the west wing offices in the main station building, and is working with the council and Network Rail to improve the footbridge and the arcade on platform 3 by glazing areas that are currently blocked by corrugated steel sheeting. If this project is successful then it will reveal the final areas of Thompson’s original station to public view, which the Trust strongly wishes to see happen. In view of the success of most of the work at Chester, the Trust is most concerned to see the plans for an eight-

Above: Detail of the west pavilion Left: Detail of the stonework repairs Below: General view showing central pavilion

storey car park at the west end of the station. The proposed building will dominate the listed buildings that form the station, and its style and size are out of keeping with its surroundings. The Trust continues to hope that the final design for the car park will take account of our suggestions to reduce the height and impact of the structure without reducing the much-needed car parking capacity. Main Building Sponsor: Cheshire West and Chester Council, Chester Architect: Building Design Partnership, Manchester Contractor: Osborne Rail, Redhill, Surrey Visitor Information Centre Sponsor: Visit Chester and Cheshire, Chester Contractor: United Aluminium Ltd, Middleton, Manchester Island Platform Buildings Sponsor: Cheshire West and Chester Council, Chester Architect: Building Design Partnership, Manchester Contractors: Strategic Team Group, Glasshoughton, Castleford, West Yorkshire & Murphy Group, Warrington, Cheshire

REVIEW OF PROJECTS

WHALEY BRIDGE STATION Whaley Bridge Station was opened in 1857 by the Stockport, Disley & Whaley Bridge Railway (SD&WBR), later part of the London & North Western Railway (L&NWR). It was constructed in random coursed stone under a gabled, slated roof extended over the platform to form a canopy, and has seen several changes over its lifetime. Although somewhat austere, the station buildings have a rugged style. The station sits high above the town, overlooking the tourist focal point of the Peak Forest Canal with its significant heritage legacy, notably the transhipment sheds of 1832. Originally the track was crossed by a level crossing at the eastern end of the station adjacent to which stood a typical L&NWR type 4 signal box and a water tank carried on a stone base. The level crossing was taken out in 1896 and replaced by an underbridge, and the station entrance was also modified at this time. Later the chimneys were reduced in height and louvred vents on the roof removed. A local interest group, the Friends of Whaley Bridge Station (FoWBS) was formed in 2006 with the aim of preserving the station and bringing the former waiting room and associated features back into use as a community

DUMBARTON CENTRAL STATION Dumbarton Central is located on the north bank of the Clyde, 16 miles from Glasgow Queen Street. It is the main intermediate station on the North Clyde lines to the west of Glasgow, and is served by trains to and from Helensburgh Central, Balloch, and the West Highlands (Oban, Fort William and Mallaig). The present station, built in 1896 by the Dumbarton & Balloch Joint Railway, sits on a red sandstone viaduct, which is decorated with a castle theme

facility and a centre to disseminate local information. The FoWBS joined with Network Rail and Northern Rail and developed a scheme which has improved the awkward arrangements related to the ticket office, and enabled this facility to be developed. One existing fireplace has been expertly restored and relocated in the waiting room, the wainscots and bench seating repaired and, as an excellent detail, the lower panes of the windows have been fitted with glass etched with the crest of the SD&WBR. The Trust was delighted to support the works and, indeed, increased the original grant to include works to raise the height of the chimneys and reinstate the platform clock.

Sponsor: Network Rail London North Western, Manchester Designer: Network Rail Building Design Group, Manchester Contractor: MFG Construction North-West Ltd, Widnes, Cheshire

Top left: Fireplace detail Inset: Replacement sliding doors to platform access Below: Interior of refurbished waiting room

running throughout, including a crenellated parapet and five buttresses complete with mock arrow slits. The two island platform buildings are in red and buff brick, and have an Art Nouveau feel to them. The windows are of particular note, and it is not surprising that the whole station is Category A listed. As with so many other stations, the railway industry makes far less use of the facilities here than it once did, leaving many rooms empty and unused. A local businessman, with funding support from Transport Scotlandâ&#x20AC;&#x2122;s

Stations Community Regeneration Fund, has taken over a room on the eastbound platform, and is converting it to a cafĂŠ. The windows in this room, although fundamentally sound, had been glazed in perspex, and the Trust has given a small grant to reglaze them in an appropriate material, and provide security to the new facility. Sponsor: Chris Pollock, Dumbarton, West Dunbartonshire Contractor: R & P Builders Ltd, Dumbarton, West Dunbartonshire

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KINGHORN STATION

Above: The signal box awaiting restoration

GREAT MISSENDEN SIGNAL BOX Great Missenden Station lies on the line between Amersham and Aylesbury. The line was built by the Metropolitan Railway (MR) as part of its northward push through what became known as Metroland, and opened to traffic on 1st September 1892. The new line connected with the Aylesbury to Verney Junction line of the Aylesbury & Buckingham Railway, which became part of the MR, and the opening of the Great Central Railway’s (GCR) London extension on 15th March 1899 brought main line traffic to the route. Progressive groupings saw the MR taken into London Transport (LT), and the GCR into the London & North Eastern Railway, and then British Railways (BR). In 1961 LT completed electrifying the Metropolitan Line as far as Amersham, and ceased to operate trains to Aylesbury, transferring this section of the route to BR’s ownership. Thus BR, and its successors, became the owner of a series of MR signal boxes, including the one at Great Missenden. The box is a standard Metropolitan design, although very much based on the designs of signalling contractor Saxby & Farmer. The timber-framed construction has distinctive match boarding, some panels being boarded horizontally whilst others are at a 45

degree angle. The hipped roof overhangs the box structure on all four sides, providing some cover to the signalman when he had to step outside to speak to passing drivers. Modernisation of the signalling on the Chiltern lines led to the closure of the box in 1984, since when it has remained in situ, but gradually deteriorating. The Mid Hants Railway has been given a Heritage Lottery Fund grant to develop workshops at Ropley, and an interpretation centre at Medstead & Four Marks. Discussions with the Trust and Network Rail led to the Railway acquiring the Great Missenden box for this and the Trust contributed towards its relocation. On 23rd/24th October 2010 it moved the box’s upper storey to Medstead, where it is to be erected on a new base: the lower storey was found to be rotted beyond repair, so the relocation prevented the collapse or demolition of the structure. The box is now stored at Medstead near its final site, and work is underway to restore it. There is no date for final erection and opening, but it is hoped that this will be completed during 2012.

The 1840s stations of the former Edinburgh & Northern Railway (E&NR) form an amazingly well-preserved set of original railway architecture across the Kingdom of Fife. Kinghorn Station is a two-storey building in grey stone, located at the rear of the down platform and looking out over the Firth of Forth. It was probably designed by David Bell, and opened in 1847. Whilst no-one could argue that it matches the architectural levels of Bell’s other E&NR stations at Cupar, Ladybank, Markinch or Burntisland, it is still an early survivor, and it would be sad to see it deteriorate beyond use, but only a small section of the ground floor of the building now remains in railway use, as a booking office. The Trust was pleased when a local artist approached it with a proposal to provide two studios on the first floor; the Scottish Government also supported the project through its Stations Community Regeneration Fund, enabling it to go ahead within a year of first being proposed. The works, which have been rapidly and effectively carried out, have restored a very poor condition interior to an excellent state of repair, with good use of wood mouldings and wainscoting, particularly in the windows.

Sponsor: Mid Hants Railway Ltd, Alresford, Hampshire Contractor: Moveright International Ltd, Wishaw, Sutton Coldfield, West Midlands (plus Mid Hants Railway staff) Above: Interior of refurbished studio

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Far left: Staircase detail Left: External view

After the commencement of works on this project, First ScotRail found that it could also release the former Ladies’ Waiting Room on the ground floor, and the Trust is now supporting a second phase of work in 2011/12, to convert this room into a gallery; this will allow this space, which is fully accessible to all visitors, to be used for exhibitions and community meetings. Sponsor: Lynette Gray, Kinghorn, Fife

LANCASTER STATION Lancaster Station was designed by Sir William Tite for the Lancaster & Carlisle Railway. Much of the original building survives, and enlargements in 1858 and 1902 are in character, making the station a wonderful historic survivor. Tite’s style of design is Tudor, and whilst most obvious on the main, west side, building, it can also be seen on the buildings on the island platform that serves southbound trains. Although the canopies were altered in the 1902 changes, the actual buildings on this platform are believed to be original. At the foot of the staircase is the main cafeteria facility for the station. The franchised operators of this café, Caterleisure Ltd, wished to upgrade the facility, and to rebrand it as a ‘Costa Coffee’ outlet. With the support of the Trust, and the co-operation of Caterleisure’s own architects and Costa itself, the branding designs have been subtly modified to pick out the historic features of the building. In particular the main range of shelves behind the counter has been split to allow an existing window to be seen and to function. The project has also restored several heritage aspects of the room. The window opening mechanisms, fireplace and tiled floor have all had excellent work carried out on them, and the Trust is most impressed with the combination of historic features and a sympathetic modern branding that Caterleisure has achieved.

Above: The welcoming interior

Sponsor: Caterleisure Ltd, Bradford, West Yorkshire Architect: GIA Ltd, York Contractor: Cordery Build Ltd, Guildford, Surrey The bright corridor area

Fireplace detail

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themselves were abandoned, and the memorial plaque was left hidden from view. Virgin Trains, the station operator, found the plaque, and felt it should be put on display. With support from the Trust it was relocated to the entrance to the First Class lounge on the station, on view to all who use this facility. The plaque was rededicated at a service on 15th September 2010. At Derby the Midland Railway commissioned the architect Edward Lutyens to design a memorial to the 2,833 members of its staff who lost their lives in the Great War. The memorial was dedicated by the Bishop of Southwell at a service on 15th Left: General view of Derby memorial Below: The reinstated bronze panels

together a project to restore the memorial. With additional funding and project management from Network Rail, and excellent work by the contractor in abysmal weather, the restoration was completed just before Remembrance Sunday. On 17th December 2010, almost 89 years to the day after the original dedication, the memorial was rededicated at a service attended by the Lord Lieutenant of Derbyshire and the Lord Mayor of Derby, using the original prayer of dedication from 1921. Crewe Station Sponsor: Virgin Trains, Birmingham Contractor: Dalkia Rail, London Derby Station Sponsor: Network Rail London North Eastern, York Contractor: Skill-Stone Ltd, Leicester

WAR MEMORIALS: CREWE & DERBY STATIONS It has been a cause of much pleasure to the Trust to see the increased focus on the importance of war memorials in British society in recent years, and this year we have supported two very different restorations of such memorials. At Crewe Station the war memorial for those who lost their lives at Crewe North and South sheds had been relocated from the sheds into offices on the station when the sheds were demolished. In time the offices Below: The relocated memorial at Crewe

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December 1921. In later years the memorial, which clearly shows its resemblance to Lutyensâ&#x20AC;&#x2122; Cenotaph in Whitehall, was justifiably listed Grade II. Unusually for a war memorial that is separated from railway operational land, it remained the property of Railtrack at the time of privatisation, and now belongs to Network Rail. Sadly, in August 2010 the memorial was desecrated and vandalised, with three of the six plaques listing the fallen, and the bronze surrounds to them, being stolen. Fortunately the plaques were quickly found and recovered, although the surrounds were sold for scrap, and lost. The Trust took the lead in putting

SANDOWN STATION In its 2009/10 Report the Trust described how it had helped fund the restoration of the 1864 Isle of Wight Railway station at Sandown. The final stages of this work were completed by Island Line Trains (part of South West Trains) at the start of this financial year, and the Trust paid an additional grant towards this restoration. 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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Hutton Cranswick Station lies on the Hull to Bridlington line, some 16 miles north of Hull. The main station building is on the northbound platform, and dates back to the opening of the line in 1846, as an extension of George Hudson’s York & North Midland Railway at the height of the Railway Mania. The building is a typical example of the work of G T Andrews, who designed so many stations in Yorkshire. The station house is two storeys high, with a long singlestorey projection at the south end, which contained the booking office. After the station was demanned British Rail sold the house, but retained the booking office in case there was a

possible future demand. This has not materialised, and the present owner of the house has recently acquired the booking office from Network Rail in order to extend his property. The Trust has offered support for the conversion of the booking office to nonrailway use, and has also negotiated the transfer of its contents, which were almost intact despite several decades of neglect, to the North Yorkshire Moors Railway. Most of the structural conversion work has taken place this year, and the remaining works will be carried out early in 2011/12. Sponsor: Sean Paxton, Hutton Cranswick, East Yorkshire

Below: General view of the station building

Malcolm Wood

HUTTON CRANSWICK STATION

Above: The St Pancras plaque unveiled

LONDON ST PANCRAS STATION

TORQUAY STATION The grand Great Western Railway station at Torquay was the subject of a report last year, and this year the Trust gave a second grant to complete the works to regenerate the upside spaces for commercial accommodation. Dating from 1878, the present station buildings were constructed to a standard design produced by J E Danks and W Lancaster Owen, and are typical of the style of medium to large stations of the period, constructed in grey limestone with paired, truncated turrets capped by ornate filigree ironwork.

The upside building is now resplendent, with new glazing to the cantilevered canopy along the length of the building, and although occupation of part of the suite of commercial accommodation has taken place, the building would benefit from complete occupation to generate vibrancy and life. Sponsor: Network Rail Commercial Property, London Architect: Network Rail Building Design Group, London Design & Build Contractor: Geoffrey Osborne Ltd, London

The transformation of London St Pancras into the international terminus for Eurostar services has rightly received much praise and publicity. One of the factors for the success of this project was the transformation of the 1868 Midland Railway (MR) undercroft to house facilities for international passengers (the space was originally used as a transit store for beer casks delivered from Burton-on-Trent). This enabled a wellintegrated design to be developed, taking advantage of the headroom resulting from the MR’s original solution to the problem of taking the railway over the adjacent Grand Union Canal. The Derby-based MR was significant in that it was the only major railway company not to have its head offices in London, so in order to commemorate the company’s association with St Pancras, The Roy F Burrows Midland Collection Trust commissioned a blue plaque, with funding support from the Trust, to be displayed at the station. The plaque is located at the street entrance to the Eurostar concourse opposite the west side of Kings Cross Station, and was unveiled by our Chairman on 11th August 2010. Sponsor: The Roy F Burrows Midland Collection Trust, Derby Contractor: Leander Architectural, Dove Holes, Buxton, Derbyshire

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Malcolm Wood

REVIEW OF PROJECTS

RIDGMONT STATION The stations on the Bletchley to Bedford route were built by the London & Birmingham Railway, later part of the London & North Western Railway. Several, including Ridgmont, were constructed in the Cottage Orné style to complement the structures on the Duke of Bedford’s estate, through which the route passed. The style employed at these stations is generally similar, but each location exhibits a variance in the actual details and form of the building. Ridgmont Station is situated mid-way on the route and was opened in 1846. Brick is employed in the chimneys and lower floors, using local buff bricks with red quoins, and the main walls have timber-framed panelling with chestnut lath in-fills and lime-rendered plasterwork. Timber frames in a Tudor style are employed to provide the

decorative element to the upper floors. The roofs are finished in clay tiles, some of a scalloped design, and the barge boards are fretted confections, very much in the style of the neighbouring Midland Railway. The station had been deteriorating for some time, but the decline has been

Top left: Ladies Waiting Room: work in progress Top right: Laths & frames during refurbishment Centre: Framework detail Bottom: Entrance gallery refurbished

halted by the intervention of the Bedfordshire Rural Communities Charity which has taken a long lease on the structure with a view to restoring the main building and adding a rear extension to provide a heritage/educational facility and a community café and meeting rooms. The first phase of the work, supported by the Trust, has concentrated on the main track side elevation and the ends of the building, which were in very poor condition. This has dealt with the key heritage elements and has given the project the kick-start from which the charity can work to develop the extension. Internally the upper rooms have seen replacement of the lath and plaster ceilings, using the original methods but with modern materials, and the heritage repairs have been carried out to a very high standard. On the ground floor, long-term water ingress had left the former Ladies Waiting Room floor and sole plates in a grievous state. These have now been fully reinstated, retaining original material where possible. The Trust will continue to support the work in 2011/12, and looks forward to detailing the fully-completed project in our next Report. Sponsor: Bedfordshire Rural Communities Charity, Cardington, Bedfordshire Architect: Simic Associates, Bedford Contractor: NSE Contracts Ltd, Stagsden West End, Bedfordshire

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BERMONDSEY: SPA ROAD BRIDGE The Trust’s 2009/10 Report gave details of the London Borough of Southwark’s restoration of the Spa Road underbridge at Bermondsey. The structure was part of the three and three quarter mile, 1836 viaduct that linked London Bridge Station to Deptford on the opening of the London & Greenwich Railway. In 2009/10 the Trust, in conjunction with

Southwark, funded cleaning up and improvements to the bridge, making the passage under the railway much more attractive to the public, and encouraging a link between the areas to the north and south of the viaduct. This financial year has seen the Trust give a final grant for £15,000, to cover the last stages of the restoration, and in particular the completion of the lighting works referred to in last year’s Annual Report. Subsequently the Trust has

worked with the borough to agree the design of the public artwork referred to in last year’s Report, and this has now been installed. This final project concludes the works at this bridge.

Below: Interior of waiting room Inset: Entrances to refurbished toilets

HEBDEN BRIDGE STATION

Above: Artwork installation

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

This station is a typical example of a Lancashire & Yorkshire Railway station. Although the first station here opened in 1840, the present buildings date back to 1906. However, what was a normal, unnoticeable station in 1906 is now a unique survivor, with the station buildings still complete, and the original signing having somehow survived the era of British Railway’s corporate identity. The Trust has given six previous grants for various aspects of work on this station, the most recent in 1997/98. However, one aspect that left a lot to be desired was the toilets, and the Trust was happy to support a proposal by Northern Rail to upgrade these and also the waiting room, to provide facilities of a quality that matched the rest of the station. Sponsor: Northern Rail, York Contractor: JMD Developments (UK) Ltd, Wetherby, West Yorkshire

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out the remaining works to complete the project, particularly the refurbishment of the ‘bothy’ cabin adjacent to the box. The Trust welcomes this restoration; such cabins were once to be found throughout the system, but few now survive, and it is good that one has been preserved and put in excellent order: indeed, this cabin is probably in as good a state as when it was newly built. Sponsor: The Cromer Railway Signalling Society, Cromer, Norfolk Contractor: The Cromer Railway Signalling Society volunteers

Left: Exterior & interior of ‘bothy’ cabin Below: Exterior view of signal box

STROUD GOODS SHED Isambard Kingdom Brunel engineered the Great Western Railway (GWR) line from Swindon to Gloucester in 1845 as part of his South Wales Railway. (The long diversion north was caused by the need to go up the Severn Estuary to a point where it was narrow enough for the technology of 1845 to be able to cross the river.) However, the station at Stroud, although part of the original railway, does not display much of Brunel’s flair, and was probably designed by one of his staff. Nevertheless, this is an important early station, and the goods shed is one of a small number of these buildings that survive at all, let alone from Brunel’s time. Apart from its historic merit, the goods shed is also unusual in that you can see the interwar GWR advertising for its parcels service to London. It merits its Grade II listing. The Trust has worked with The Stroud Preservation Trust (SPT) for many years

CROMER SIGNAL BOX The Trust’s 2009/10 Report gave details of this Grade II listed signal box, which is the last surviving Marriott concrete box from the former Midland & Great Northern Joint Railway. During that year The Cromer Railway Signalling Society had carried out much work to restore the box as a museum. As well as the restoration of the original buildings the society has installed a pair of points, so that the visitor can see the complex process of locking, detecting and signalling trains. During 2010/11 the society has carried

Top: Exterior of shed showing shutters Below: Interior view of shed

to try and find a use for the goods shed. Recently the shed has been subject to vandalism, and the Trust agreed that it was necessary to secure the building before damage got out of control. During 2010/11 all the openings were secured with roller shutter doors. These were mounted within the building so as not to destroy the arch lines of the original openings, and the opportunity of having a contractor on site was used to tidy up some external features of the shed. Ideally the building would be let for some form of community use. It is near the centre of Stroud, and offers a large

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space that could have several uses. There appeared to be something of a ‘Catch22’ situation, in that there was no electricity in the building, so no-one was interested in a tenancy, whilst the Town Council was unable to match the Trust’s offer of a grant towards such a supply as there was no tenant. However, it appears this has now been resolved, and the Trust looks forward to working with the SPT to finally get this building back into use. Sponsor: The Stroud Preservation Trust Ltd, Stroud, Gloucestershire Contractor: E G Carter & Company Ltd, Gloucester

Bernard Pratt

REVIEW OF PROJECTS

LITTLEBOROUGH STATION

BATH SPA: CHURCHILL ARCHES Churchill Arches are sandwiched between the Skew Bridge, carrying Brunel’s Great Western main line over the River Avon, and the castellated stone ‘gatehouse’ element of the viaduct located by the site of the mediaeval Southgate Bridge. There are seven segmental arches and they are constructed in blue engineering brickwork; four are through arches and three are blind. For some time the arches were used as tenancies but had fallen into disrepair. The lease was transferred to Bath & North East Somerset Council who, with support from Network Rail and the Trust, undertook a clearance of the arch spaces with removal of some later interventions. The arch openings were then closed with a sympathetically-styled set of gates and fences using a design which reflects the Great Western Railway heritage of the location. The area between the arches and the river was tidied up and replacement heritage balustrades to the river frontage incorporated together with restored sections of the original Brunelera balustrades. This worthwhile restoration now requires some further attention to replace missing elements and restore the

Littleborough Station was originally opened by the Lancashire & Yorkshire Railway in 1839. The later platform building, which sits on a raised area beyond and above the booking office, is constructed in coursed, figured stone, with ashlar quoins and window surrounds, and is exhibiting signs of having been subjected to some movement over the years. This is also evidenced in period photographs. The local history society has taken over the lease of the building, and is converting it into an archive and study centre, retaining as much of the original

Top left: Detail of arch enclosures Above: General view of arches

remaining original cast-iron arch numerals, which were not part of the original commission.

Above: Station building showing restored entrance

fabric as possible and installing replacement fixtures to the original detail, where these can be ascertained. This year the Trust has supported the reopening and restoration of the front door (not on the platform elevation) as part of the initial implementation works. Sponsor: Littleborough Historical and Archaeological Society, Littleborough, Greater Manchester Architect: Burr Design Associates Ltd, Rochdale, Greater Manchester Contractor: Dean Murphy Builders, Littleborough, Greater Manchester Windows & Doors: Ashwood (Rochdale) Ltd, Rochdale, Greater Manchester

Sponsor & Designer: Bath & North East Somerset Council Property Services, Bath, Somerset Contractor: TPM (Southwest) Ltd, Bath, Somerset Metalwork: Weldcraft Engineering Ltd, Shepton Mallet, Somerset

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Andy Savage

REVIEW OF PROJECTS

Above: The new waiting room

HARTLEPOOL STATION Hartlepool was one of the earliest towns to be served by rail, with the first lines opening in 1835. The present station opened in 1850, as West Hartlepool, whilst the building, designed by William Bell, dates from 1880. In 1967 it became the main station for Hartlepool, and lost its â&#x20AC;&#x2DC;Westâ&#x20AC;&#x2122; prefix.

The station was built in red brick, with a fine canopy on the track side of the main building. It is of single-storey construction, with a hipped, slated roof, but suffered from considerable neglect in the late 20th century: the southbound platform was closed, and all the buildings on it were demolished, as was the footbridge. Demolition of much of

LEAMINGTON SPA STATION Leamington Spa Station was built in 1938 to replace a Brunel-era overall train shed which had fallen into deep dilapidation. The Great Western Railway opted for a grand station building in a bold Art Deco style, well-proportioned and with the use of hardwoods and chromium-plated details, particularly in the waiting rooms. In recent years the two waiting rooms on both platforms had become just shells of their former Art Deco splendour. The Trust has supported their refurbishment which includes restoration of details, posters, the original fireplaces, original seating and the floors. New lighting and automatic door systems are also being incorporated as part of accessibility improvements and a new facility created for traincrew at the southern end of the Birmingham-bound platform, together with new disabled toilet facilities. This very attractive and successful work has released space adjacent to the southbound platform waiting room and created a new internal linking doorway which, it is hoped, will enable the space to be developed as a cafeteria, with the missing Art Deco details being reinstated in the near future.

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Above: Refurbished interior of upside waiting room Right: Fireplace in downside waiting room

Sponsor: Chiltern Railways, Aylesbury, Buckinghamshire Designer: Ian Harban Consulting Engineers, Banbury, Oxfordshire Project Management: Right Results Project Management Ltd, Banbury, Oxfordshire Contractor: Barnwood Shopfitting Ltd, Gloucester

the canopy left a very poor station, but despite this it was listed Grade II. However, since 2008 a series of projects has transformed the station. A new canopy was built, and then extended, to the front face of the building, as part of a transport interchange scheme, whilst the canopy on the track side has been restored to its previous splendour, retaining the original cast-iron columns. As part of the National Stations Improvement Programme a new passenger waiting area has been provided under the canopy. Although of modern design, the waiting room is mainly glazed, and does not take away from the historic structure of the station. The Trust has given a grant to support the provision of this waiting room, and to restore some of the original station doors, so as to complete the details of the refurbishment. Sponsor: Network Rail London North Eastern, York Designer & Contractor: Strategic Team Group, Glasshoughton, Castleford, West Yorkshire

REVIEW OF PROJECTS

Left: Detail view of replacement canopy Below: Interior detail of historic lift car

new lifts will also be delivered, and a second grant has been awarded for the refurbishment of the redundant historic Victorian lift which served the downside platform. This was originally powered by a hydraulic system using water from the River Avon, and the wooden lift car with its stylish, glazed roof is being relocated to platform level and supported on a discreet structure in order that it may be viewed as a feature. Finally, the Trust has assisted the development team with funding for the refurbishment of the former stationmaster’s accommodation known as Avonside House. Work is currently proceeding on this and further updates will be given in next year’s Report. Sponsor: Multi Development UK Ltd, Belfast, Northern Ireland Architect: Wilkinson Eyre Architects, London Contractor: Thomas Vale Group, Stourport-onSevern, Worcestershire Steelwork: Steelway, Wolverhampton, West Midlands

BATH SPA STATION Part of I K Brunel’s Great Western Railway (GWR) route to Bristol constructed in 1840, Bath Spa Station was built in a Jacobean style in ashlar Bath stone. Extended in the later part of the 19th century, the station had changed little in character with the exception of the removal of the overall train shed circa 1896, and its replacement with a set of canopies. However, over the last few years a major transformation has taken place adjacent to the station in the form of the Southgate Development, and this has created a new bus interchange alongside the station, and a major retail and

SOWERBY BRIDGE STATION The Trust worked with Chris and Andrew Wright for many years to complete and launch The Jubilee Refreshment Rooms at Sowerby Bridge. We fully described the work in the 2008/09 Annual Report, and the business opened at the end of 2009. It has done well since, and is a useful extra facility for the station and its users. We were delighted when it was highly

commercial development between the station and the city centre. The development proposes to remove the former carriage ramp leading from street to platform level on the upside of the station, and this will expose the arches upon which the railway is carried, and create further retail opportunities. The western entrance to the station will be heavily modified, but leave the original Brunel-era, curved, flank wall in better context. The proposals will also open up the former south side entrance, and the Trust is supporting the development team, with funding towards the replacement of the cantilevered GWR canopy, removed some time ago. Improved access arrangements with

commended in the National Railway Heritage Awards in 2010. However, there was, regrettably, a series of break-ins almost as soon as the refreshment rooms opened, with the resultant loss of stock and repair bills badly affecting the business in its early days. Although there have been no further such incidents for many months, the Trust, after discussion with the British Transport Police, has funded the

installation of secondary double glazing to the building, both to improve security, and also to improve heat retention. The contractor has worked closely with the proprietors to ensure that the new double glazing fits in with the work that was carried out when the building was refurbished. Sponsor: Chris and Andrew Wright, Halifax, West Yorkshire Contractor: WD Rollings Ltd, Harrogate, North Yorkshire

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Above: Interior of stairwell Inset: The forecourt elevation refurbished Above right: Refurbished building at platform level

NEWTON-LE-WILLOWS STATION Last year we reported on the installation of the replica tablet at Newton-leWillows, commemorating the death of William Huskisson at the opening of the Liverpool & Manchester Railway in 1830. This year the Trust has supported

LONDON: BARNES BRIDGE The Windsor, Staines & South Western Railway initially built its line in 1849, crossing the River Thames at Barnes on a single-track, three-span, cast-iron bridge. Each span was a segmental arch of 120 feet (36.6 metres), and had a clear height over the river of 21 feet (6.4 metres). Although Joseph Locke designed the route, the bridge itself is credited to J E Errington. As traffic grew through the 19th century the bridge became incapable of carrying the traffic on offer, and in 1895 the London & South Western Railway (L&SWR) built a new, double-track, wrought-iron lattice bow-string bridge alongside it. The original structure was retained, although there is no evidence of it having been used operationally after the double-track bridge was built; however, the L&SWR did use it as a grandstand to watch the Boat Race. The entire structure is Grade II listed, thus ensuring the survival of the original bridge, a

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Network Rail and Northern Rail in the refurbishment of the main station building, originally constructed in 1848 and extended some time after 1860. This excellent scheme included the complete refurbishment of the roof and major works to repair the stonework, brickwork and internal finishes. During the work the original station entrance doorway at platform level was discovered, and the original ceiling heights from the period when the

building had a ridge and furrow canopy were also exposed. The interiors have been sympathetically refurbished with automatic doors provided to the waiting room, where the original fireplace has been restored, and a new customer toilet facility added. Having completed the excellent restoration of the external fabric, the team were dismayed to discover that a theft of the lead from the flat roof had occurred within a matter of weeks. The theft of lead from heritage buildings is a growing trend and the Trust is continuing to work with both asset stewards and conservation officers to achieve suitable solutions to deter such criminal activity whilst maintaining the heritage aspects of buildings and also ensuring their weather-tightness. Sponsor: Network Rail London North Western, Manchester Designer: Network Rail Building Design Group, Manchester Contractor: Murphy Group, Warrington, Cheshire

View of bridge from south bank (west)

feature of which is its cast-iron parapet, although, after over 160 years in situ, this was life expired, and a potential risk to traffic on the river below. Network Rail had proposed to repaint the entire bridge, including the out-ofuse side spans, and approached the Railway Heritage Trust to enquire about support for a renewal of the parapet, still using cast iron. The Trust was happy to

provide a grant of ÂŁ70,000 for a new parapet, thus making maximum use of the possessions and access systems provided for the repainting. The restored bridge, in a colour scheme agreed with the local councils, has drawn much favourable local comment. Sponsor: Network Rail Wessex, London Contractor: BAM Nuttall, Camberley, Surrey

REVIEW OF PROJECTS

SPALDING STATION

GREAT MALVERN STATION

In our last two Reports we have described the proposal to convert rooms in Spalding Station for use as a community radio facility. At the time that we wrote our last Annual Report we were confident that work to complete the project was about to restart. Sadly, the proposers of the scheme overspent, and needed additional grant funding over and above that already provided by the Trust. To date they have been unable to obtain this. As a result no work has been carried out on site for over a year, and the Trust had to cancel the last £36,000 of the grant awarded last year. One of the reasons for the cost overruns on the project was the carrying out of certain works that were outside the scope of a tenant’s responsibilities. Network Rail, as landlord, has agreed to pay the sum of £24,000 towards these unauthorised costs, and, to assist the cash flow of South Holland Radio and its contractors, the Trust made a grant of this amount in 2010/11, which Network Rail will make good to the Trust in the financial year 2011/12.

The 150th anniversary of the opening of the Worcester & Hereford Railway was commemorated in 2010. Leading up to the celebrations, the Trust supported Malvern Town Council with funding towards the production of patterns for replacement cast-iron lighting columns and associated acanthus decorations which are a feature of the forecourt of Great Malvern Station, designed by local architect E W Elmslie and opened in 1862.

BRIGHTON: TRAFALGAR STREET MURAL

Above: Full elevation of the mural Inset: ‘Character’ details abound

mural designed by Museum Director and Founder Christopher Littledale, depicting a full-size Pullman car from the iconic Brighton Belle Pullman train. The mural was unveiled by our Chairman in September 2010 as part of a celebratory street party organised by the museum. Sponsor: Brighton Toy & Model Museum, Brighton, East Sussex Design: Christopher Littledale, Brighton, East Sussex Artist: Terry Smith, Lymington, Hampshire

Initially two columns have been reinstalled onto existing stone piers on either side of the steps leading up to the grassed park area, complete with the correct decoration and new lamps. Over time, the patterns will be reused so that eventually all the lighting columns will be restored to their original form. Sponsor: Malvern Town Council, Malvern, Worcestershire Contractor: Steelway, Wolverhampton, West Midlands Below: Refurbished lamp Inset left: Detail at night Inset right: The pattern box for replacement columns

Steelway

Last year the Trust supported architectural lighting in Brighton as part of the city’s ‘Glow Zone’ initiative. These works included the lighting of the space

beneath the extension of the station forecourt over Trafalgar Street. The structure is carried on cast-iron beams and supported by heavy console brackets located on the retaining walls, the northernmost range of which form the arched frontage walls to the station undercroft. Located behind this range of arched openings, accessed off Trafalgar Street, is the renowned Brighton Toy & Model Museum. With grant support from the Trust, the museum undertook the redecoration of its arched façade along Trafalgar Street and incorporated a

Sponsor: South Holland Radio CIC, Spalding, Lincolnshire

RAILWAY HERITAGE TRUST 2011

REVIEW OF PROJECTS

SCRUTON STATION Scruton lies on the Wensleydale branch, which runs east from Northallerton to Redmire. It was a small, single-platform station, with few facilities – little more than a booking office and a waiting room. The village of Scruton is also very small, and it is no surprise that the station closed over half a century ago, in 1954. However, unlike most such stations, the buildings survived, and are still largely complete. The station building is mainly of brick, with a slated roof, but there is a timber screen between the waiting room and the platform. There were basic toilet

Above: Work in progress on the building Above right: Platform gallery exposed

facilities, but these have been removed. The signal box is a minimal structure, which must have served only the station level crossing, and possibly a siding. Since the cessation of regular freight traffic on the Wensleydale branch in 1999, the line has been retained to serve the Catterick Garrison, with occasional freight trains operating to move military vehicles to or from Redmire. In 2003 Network Rail leased the line to a preservation group, the Wensleydale Railway (WR), who also operate a passenger service from Leeming Bar to Redmire. However, the infrastructure

BORTH STATION Borth Station was opened in 1863 by the Aberystwyth & Welch Coast Railway (sic) (later part of Cambrian Railways). Originally Borth was a simple herring fishing village, set on a natural spit running along the coast between the sea and a lagoon behind, and the railway followed this higher ground. The village was home to sea captains and mariners who used a ferry to access their vessels at Aberdovey, and the introduction of the railway was heavily promoted by a local businessman, Thomas Savin. The station was constructed in red brick with stone details and is distinctly Italianate in style due to the roundarched openings and the oversailing eaves to low-pitched roofs. A local group, the Borth Station Volunteers, has now taken on the former booking office and parcels area to create a small museum and educational area relating to both the station and Cambrian Railways. The booking hall was divided some Above: Interior of refurbished booking hall

RAILWAY HERITAGE TRUST 2011

remains in the ownership of Network Rail, which has allowed the Trust to support the WR’s restoration of Scruton Station, as an example of a facility that is now almost entirely lost to us. The Trust’s funding has paid for materials and contract support to the volunteers who have done the majority of the restoration. In the financial year 2010/11 the work has been largely to the roof of the station building, which has been reclad in Welsh slate, and the excavation and refitting of the floor. The second phase of the work, which the volunteers will carry out in 2011/12, will involve internal fitting out, including a new toilet and septic tank, and completion of the restoration of the signal box. Sponsor: Wensleydale Railway Trust Ltd, Leeming Bar, Northallerton, North Yorkshire Designer: Potts Parry Ives + Young, York Contractor: Wensleydale Railway volunteers

time ago in a most unsympathetic manner by installing a diagonal blockwork wall. The Volunteers have installed a new fire escape door in this wall and restored the fabric of the remaining space to provide an interpretation area. The ticket office will be set out as a 1930s tableau and the parcels space will become a museum area. New doors have been installed to the platform and the windows are being repaired and reglazed, as are the cornices. The Trust is pleased to have supported the restoration of this small element of the overall station and looks forward to the much-needed restoration of the platform canopy structure by Network Rail, which will greatly enhance this location. Sponsor: Borth Station Volunteers, Borth, Ceredigion Designers: George Romary (Borth Station Volunteers), Borth, Ceredigion, Kathy Hosker, Ynyslas, Ceredigion & Iwan Jones, Talybont, Ceredigion Contractor: Bryn Davies, Borth, Ceredigion

REVIEW OF PROJECTS

in 1853, fell into dereliction, and with a very poor quality finish where the original building had been demolished, and a visually most-intrusive fire escape combined with advancing dilapidation, its historic provenance could hardly be recognised. The Trust has sponsored, along with Network Rail Commercial Property and the East Midlands Regional Development Agency, a project to totally restore the building over two financial years. Most of the original interior has been lost, but some features survive in one small area, and the Trust has asked for these to be retained. The removal of the fire escape,

DERBY STATION Derby Station was originally built in the 1840s to the design of Francis Thompson. The original station was massive, some 350 yards (320 metres) long, as was appropriate for the station serving the headquarters of the Midland Railway. The station survived, albeit heavily modified, until the early 1950s. As it had been partly bomb damaged in the war it was then demolished and replaced by a more modern structure. However, the southernmost part of the station survived. This section, originally two storeys high, but with a third added

Above left: Underpanel detail to window Above centre: Cornice details remain Above right: Refurbished roof & chimneys

provision of a new brick skin on the demolished north face and restoration of doors and windows will provide a new suite of modern offices in a muchimproved, externally-restored building, a great improvement of this historic structure. We look forward to seeing the completed job in 2011/12. Sponsor: Network Rail Commercial Property, London Architect: Maber Associates Ltd, Derby Contractor: Osborne Rail, Bristol

replacement was constructed by the London & North Western Railway 437 yards (400 metres) to the north of the original and this is the current station, built in yellow brick with the main facilities located alongside the viaduct upon which the railway was constructed. During the early period of its existence the station name was spelt Berkhamstead. The station was heavily refurbished in the 1990s but recently has required further restoration work, particularly to the subway and platform canopies. Initial work has been undertaken by the train operator, London Midland, with refurbishment and redecoration of the main booking hall and the two station entrances, together with repairs to the doors to the platform waiting rooms, and the Trust has provided some support to enable this to be effectively carried out. The Trust awaits proposals for the refurbishment of the platform canopies and it is anticipated that this will be the subject of a future grant award.

BERKHAMSTED STATION

Malcolm Wood

The original station at Berkhamsted was opened by the London & Birmingham Railway in October 1837. In 1875 a

Sponsor: London Midland, Birmingham Architect: Seymour Harris Architecture, Birmingham Contractor: Murphy Group, Cannock, Staffordshire

Above: Frontage canopy reglazed and repainted

Above: Booking hall redecorated and tidied

RAILWAY HERITAGE TRUST 2011

REVIEW OF PROJECTS

Left: Interior at Fort Matilda Inset: Forecourt view of Fort Matilda

The Trust normally gives grants for physical works, but a small group, planning to take over a station, often cannot afford the cost of preparing a feasibility study or a conservation management plan. The Trust has supported the production of three such documents in 2010/11, and has also helped fund a conservation management plan for a historic station on the main line, with multiple users. Fort Matilda is the penultimate station on the Glasgow to Greenock line, in the eastern suburbs of Greenock. It is a single-storey building, in Domestic Revival style, with a mixture of brick and timber frontage and screens, and three particularly impressive chimneys. The building is in reasonable condition, having been used as site offices by Network Rail until recently. The Greenock & District Model Railway Club plans to convert the facility for its use, both for railway modelling and community purpose, and the Trust helped fund a conservation management plan as part of the lead into the conversion. We look forward to supporting the restoration of the building in due course. From 1885 March was a major railway junction, where the east – west line from Peterborough to Ely was joined by the lines from Wisbech, and from Lincolnshire via Spalding. The station buildings are all single storey, and the

arched windows and balustrades at the front of the main building, along with the extensive canopies, are worthy of note. Closure of the Spalding line reduced the status of the station to a busy rural one; as a result the station facilities provided were considerably more than those needed by the industry, and all passenger and commercial activities were concentrated on the westbound platform, to the south of the railway. Only a waiting room and an office remained in the large range of buildings on the eastbound platform, which forms an island between the Peterborough and the removed Spalding lines. Although some parts of the station have been demolished it still represents an excellent example of its type, and is worthy of preservation.

John Ives, Potts Parry Ives + Young

FEASIBILITY STUDIES AND CONSERVATION MANAGEMENT PLANS

Whitby Station frontage

RAILWAY HERITAGE TRUST 2011

With active support from Fenland District Council a group of local people formed the ‘Friends of March Railway Station’, late in 2009. During 2010 the Trust supported the production of a conservation management plan to set out a strategic plan as to how the island platform buildings might be developed. It is pleasing to see that the combination of the enthusiasm of the Friends and the support of the council is already showing real improvements in the station environment. Tain is a small town on the shores of Dornoch Firth. Its station, opened in 1864, was designed by Joseph Mitchell. It is an H-shaped, single-storey building, in local stone, with gable ends on the various sections, and a glazed sloping canopy to the platform face. The station has not been staffed for many years, and the building is boarded up. In 2010/11 the Trust supported a design and feasibility study to convert the premises into a restaurant. The large area of the building, and its associated gardens, lend themselves to this use, and the hope is that the restaurant will grow its own vegetables, and involve local children in so doing. The potential proprietor of the restaurant is now seeking funding to carry out the work. The Trust has offered further financial support, and hopes that it will be possible to find enough other funding to enable this exciting project to go ahead. G T Andrews’ station at Whitby has featured regularly in these Reports.

REVIEW OF PROJECTS

Left: Interior of buildings at March Below: General view of platform buildings at March

Partnership to fund a conservation management plan, which effectively is the design guide for the station. This has been published, and signed off by all the parties involved. The challenge now, especially for Network Rail and Northern Rail, is to implement its findings with the existing tenants of the station.

resulted from earlier Railway Heritage Trust-sponsored restorations are being lost under posters and window displays. The need to sign a second train operator, the North Yorkshire Moors Railway, brought these issues to a head, and as a result all the key parties joined with the local Community Rail

Malcolm Wood

However, the station has, in many ways, been a victim of its own success. All the rooms in it are now commercially occupied, with a variety of differing businesses. Unfortunately the outcome has been that the station is now displaying a number of differing brandings, and the clean lines that

Fort Matilda Station Sponsor: Greenock & District Model Railway Club, Greenock, Renfrewshire Consultant: Fiona Sinclair, Architect, Glasgow March Station Sponsor: Fenland District Council, March, Cambridgeshire Consultant: Potts Parry Ives + Young, York Tain Station Sponsor: Graham Rooney, Tain, Ross-shire Consultant: Macbeath Associates: Architects, Invergordon, Ross-shire Whitby Station Sponsor: Esk Valley Railway Development Company, Whitby, North Yorkshire Consultant: Potts Parry Ives + Young, York

Above: General view of period railings

TRURO STATION Truro Station is significant in that it represents an example of the standard Great Western Railway (GWR) style of medium to large station constructed in the final decade of the 19th century to the designs of J E Danks and W Lancaster Owen, and is unusual in Cornwall. The buildings are constructed in red brick with blue engineering brick quoins and details, and employ standard details for windows, doors and canopy. The most obvious architectural feature is the pair of truncated turrets capped with wrought-iron filigree and employed as pavilions in the main building range. The station ticket office and booking hall were

extended in the 1980s and the platform areas are framed by plate footbridges at each end of the building range. The western bridge still displays cannon shell holes from a World War II strafing attack by a lone Luftwaffe raider. Recently, as a result of the introduction of revenue protection gates to the station, fencing had to be incorporated to close off the platform areas. The Trust joined with Cornwall Council and First Great Western to provide funding support to ensure that a suitably authentic, GWR spear-top design of fencing was installed. Sponsor: First Great Western, Swindon, Wiltshire Contractor: Steelway Fensecure, Wolverhampton, West Midlands

NATIONAL RAILWAY HERITAGE AWARDS The Railway Heritage Trust Conservation Award for 2010 was won by Brading Town Council for the refurbishment of Brading Station and former signal box on the Isle of Wight. The works were described in the Trustâ&#x20AC;&#x2122;s Report for 2009/10. Additionally, the following projects to which the Trust gave grants were also recipients of National Railway Heritage Awards: Etchingham Bistro@the station (De Etchingham Community Interest Company), St Albans South Signal Box (St Albans Signal Box Preservation Trust), Settle Station (The Settle-Carlisle Railway Development Company) and Sheffield Tap (Pivovar Tap Limited).

RAILWAY HERITAGE TRUST 2011

GRANTS AND EXTERNAL CONTRIBUTIONS: 2010/11

NETWORK RAIL The Trust has supported 59 projects (2009/10: 47) with 60 grants, which totalled £1,863,084 (2009/10: £1,821,594). 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 nine grants were either cancelled or deferred. BRB (RESIDUARY) LTD The Trust supported no projects this year (2009/10: three), therefore there was no project funding (2009/10: £80,000). One grant was cancelled. The projects were: NETWORK RAIL BUDGET GRANT £

Page ENGLAND 21 Bath Spa: Churchill Arches: Restoration 7,000 23 Bath Spa Station: 85,000 – Southern canopy replacement 55,000 – Historic lift refurbishment – Avonside House refurbishment 10,000 27 Berkhamsted Station: Upgrade of passenger facilities 16,500 12,000 19 Bermondsey: Spa Road Bridge: Refurbishment 70,000 6 Berwick-upon-Tweed: Royal Border Bridge: Illumination Berwick-upon-Tweed Station: Feasibility study for the relocation of 3,000 permanent way cabins 500 25 Brighton: Trafalgar Street Mural 4 Bromsgrove: Locomen’s Graves: Feasibility study for restoration 500 12 Chester Station: – East wing offices: Repair & restoration works 54,144 – Former storeroom: Conversion to Visitor Information Centre 1,000 – Island platform: Repair & restoration works to west pavilion 16,053 – Island platform: Refurbished staff facilities in east pavilion & new central pavilion 16,054 16 Crewe Station: Relocation of war memorial to First Class lounge 1,024 20 Cromer Signal Box: Restoration & creation of museum 4,750 Crystal Palace Station: Station enhancement scheme (£160,000) CANCELLED Darlington Station: Provision of heritage fencing (£25,000) CANCELLED Denmark Hill Station: Repair & restoration works to former stationmaster’s house (£108,000) CANCELLED Derby Station: 16 – Restoration of war memorial 9,000 27 – Restoration of derelict original station 140,000 25 Great Malvern Station: Production of patterns for replacement lighting columns 4,477 14 Great Missenden Signal Box: Relocation to Mid Hants Railway 11,100 22 Hartlepool Station: Provision of a waiting room & heritage doors 62,500 19 Hebden Bridge Station: Upgrade of toilets & waiting room 10,000 9 Hexham Station: Provision of café in former kiosk 5,000 Huddersfield Station: Modernisation of platform 1 buildings (£115,000) DEFERRED 17 Hutton Cranswick Station: Conversion of former booking office into residential accommodation 10,000 15 Lancaster Station: Restoration of main cafeteria facility & rebrand as ‘Costa Coffee’ outlet 25,000 22 Leamington Spa Station: Refurbishment of waiting rooms 30,000 7 Leicester Station: Renewal of windows in porte-cochère 6,750 8 Lincoln Central Station: Heritage aspects of café conversion 10,000 21 Littleborough Station: Replacement heritage door 2,500 11 Liverpool Lime Street Station: Public realm works 100,000 24 London: Barnes Bridge: New parapet 70,000 London Bridge: Crucifix Lane Arches: Stone & brick cleaning & restoration (£22,000) CANCELLED 17 London St Pancras Station: Provision of a plaque 395 6 Malvern Link Station: Provision & installation of replica GWR running-in boards 3,500 28 March Station: Production of a conservation management plan 2,000 Morpeth Station: Conversion to a restaurant (£85,000) CANCELLED 5 Newcastle Station: Provision of heritage fencing 75,000

RAILWAY HERITAGE TRUST 2011

BRB (R) BUDGET GRANT £

EXTERNAL EXTERNAL CONTR’B’N CONTR’B’N NETWORK BRB (R) RAIL £ £ 7,569 (1) 106,745 (2) 32,735 (3) 11,331 (4) 24,638 (5) 19,000 (6) 100,000 (7) 9,000 (8) 5,500 (9) 0 0 0 73,494 (10) 82,506 (11) 1,023 (12) 6,250 (13)

0 598,500 (14) 5,444 (15) 26,900 (16) 126,097 (17) 56,000 (18) 5,000 (19)

14,537 (20) 25,000 (21) 15,000 (22) 0 22,923 (23) 4,630 (24) 400,000 (25) 0

395 (26) 4,472 (27) 3,750 (28) 65,773 (29)

GRANTS AND EXTERNAL CONTRIBUTIONS: 2010/11

Page 24 4 18 16 26 23 25 7 20 17 29 8 13 28 11

10 10

Newton-le-Willows Station: Heritage repairs Queenstown Road Station: Refurbishment of booking hall & subway Ridgmont Station: Regeneration of station buildings Sandown Station: Restoration & refurbishment Scruton Station: Building restoration Sowerby Bridge Station: Security works to The Jubilee Refreshment Rooms Spalding Station: Restoration works Stoke-on-Trent Station: Refurbishment of downside entrance building Stroud Goods Shed: Security works & repairs Torquay Station: Refurbishment of upside accommodation Truro Station: Installation of heritage fencing Westenhanger Station: Repair & restoration works Whaley Bridge Station: Internal & external refurbishment Whitby Station: Production of a conservation management plan Wroxham Signal Box: – Provision of replacement stairway – Restoration works Yatton Station: Building restoration to form community café York: Drawings Conservation (two grants) (BRB (Residuary) Ltd grant: £5,000)

NETWORK RAIL BUDGET GRANT £ 50,000 75,000 85,000 50,000 31,000 10,775 24,000 200,000 55,000 75,000 12,848 50,000 20,000 830

BRB (R) BUDGET GRANT £

19,000 11,500 65,000 10,000 CANCELLED

SCOTLAND Corrour Signal Box: Wind & waterproofing works (£375) CANCELLED 5 Cupar Station: Restoration of former stationmaster’s flat as museum 15,000 13 Dumbarton Central Station: Reglazing of windows in café conversion 3,784 28 Fort Matilda Station: Production of a conservation management plan 1,200 Kilmarnock Station: Floral Clock redevelopment & enhancement works (£65,000) CANCELLED 14 Kinghorn Station: Conversion of former waiting room to form a gallery 9,000 Kyle of Lochalsh Signal Box: Repair, restoration & fitting out works (£65,000) DEFERRED 28 Tain Station: Feasibility study for conversion to restaurant 2,000 WALES 26 Borth Station: Restoration & conversion of space to museum area 9 Llandovery Station: Restoration & conversion of buildings for community use

COMBINED NETWORK RAIL AND BRB (RESIDUARY) LTD BUDGETS GRANT TOTAL

13,223 (43) 3,000 (44)

17,069 (45) 60,000 (46) 0

2,473,306

1,863,084

COMBINED NETWORK RAIL AND BRB (RESIDUARY) LTD EXTERNAL CONTRIBUTIONS TOTAL External contributions were from: (1) Bath Spa: Churchill Arches: Bath & North East Somerset Council (2) Bath Spa Station: Multi Development UK Ltd (3) Bath Spa Station: Multi Development UK Ltd (4) Bath Spa Station: Multi Development UK Ltd (5) Berkhamsted Station: London Midland (6) Bermondsey: Spa Road Bridge: London Borough of Southwark (7) Berwick-upon-Tweed: Royal Border Bridge: One North East (Market Towns Welcome Programme) (8) Berwick-upon-Tweed Station: Northumberland County Council (9) Brighton: Trafalgar Street Mural: 5 Bel Trust, Littledale-Brough Trust, St Martin Vintners, Others (10) Chester Station: Cheshire West and Chester Council, Heritage Lottery Fund (11) Chester Station: Arriva Trains Wales, Cheshire West and Chester Council, Heritage Lottery Fund (12) Crewe Station: Virgin Trains (13) Cromer Signal Box: Cromer Town Council, Poppyland Partnership, Private contributions/fund raising (14) Derby Station: East Midlands Regional Development Agency (15) Great Malvern Station: Malvern Town Council (16) Great Missenden Signal Box: Heritage Lottery Fund, Mid Hants Railway Ltd (17) Hartlepool Station: Hartlepool Borough Council, NSIP (DfT) (18) Hebden Bridge Station: Metro, Northern Rail (19) Hexham Station: Northumberland County Council (20) Hutton Cranswick Station: Sean Paxton (21) Lancaster Station: Caterleisure Ltd (22) Leamington Spa Station: Chiltern Railways, Friends of Leamington Station, Royal Leamington Spa Town Council (23) Lincoln Central Station: Caterleisure Ltd (24) Littleborough Station: Littleborough Historical and Archaeological Society

5,170 (37) 11,500 (38) 93,719 (39) 0

40,445 (40) 24,000 (41) 2,325 (42)

17,400 40,000 1,863,084

EXTERNAL EXTERNAL CONTR’B’N CONTR’B’N NETWORK BRB (R) RAIL £ £ 0 88,617 (30) 46,300 (31) 69,964 (32) 46,125 (33) 0 0 0 80,368 (34) 0 12,849 (35) 0 0 4,420 (36)

2,473,306

(25) Liverpool Lime Street Station: ERDF, Homes & Communities Agency, Northwest Regional Development Agency (26) London St Pancras Station: The Roy F Burrows Midland Collection Trust (27) Malvern Link Station: Malvern Civic Society, Malvern Town Council (28) March Station: Fenland District Council (29) Newcastle Station: National Express East Coast (30) Queenstown Road Station: South West Trains (31) Ridgmont Station: Central Bedfordshire Council, Steel Charitable Trust (32) Sandown Station: Community Rail Partnership, South West Trains (33) Scruton Station: Voluntary labour, Wensleydale Railway Trust (34) Stroud Goods Shed: Stroud District Council, Stroud Town Council, Other donations & fund raising (35) Truro Station: Cornwall Council, First Great Western (36) Whitby Station: Esk Valley Railway Development Company, North Yorkshire Moors Railway, Northern Rail (37) Wroxham Signal Box: Wroxham Signalbox Trust (38) Wroxham Signal Box: Peter Bower (39) Yatton Station: Millennium Oak Trust, South West Regional Development Agency, Strawberry Line Café Project CIC, Yatton Masons, Yatton Parish Council (40) Cupar Station: Cupar Fund, Fife Council, Stations Community Regeneration Fund, Local appeal (41) Dumbarton Central Station: Chris Pollock, Stations Community Regeneration Fund (42) Fort Matilda Station: Greenock & District Model Railway Club (43) Kinghorn Station: Fife Council, Lynette Gray, Stations Community Regeneration Fund, Voluntary labour (44) Tain Station: Graham Rooney (45) Borth Station: Arriva Trains Wales, Borth Station Volunteers (46) Llandovery Station: Carmarthenshire County Council, WAG Community Facilities & Activities Programme

RAILWAY HERITAGE TRUST 2011

THE TRUST’S ACCOUNTS: 2010/11

The Annual Report and Accounts covers the operations of the Railway Heritage Trust during the period 1st April 2010 to 31st March 2011. 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 2010/11, the Trust awarded 60 grants towards the costs of 59 restoration and other projects. Ten grants were cancelled or deferred.

AUDITED ACCOUNTS Price Firman, London, audited and approved the Trust’s Accounts for 2010/11. At the Trust’s Annual General Meeting in July 2011 the Executive Board considered, approved, adopted and signed the audited Accounts and, as required by law, then deposited the signed Accounts 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 2011, 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 2011 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 2011

FINANCIAL REPORT The Trust’s financial activities in 2010/11 are summarised as follows: FUNDING ALLOCATED TO PROJECTS By Network Rail By BRB (Residuary) Ltd EXPENDED ON PROJECTS 60 Grants to Network Rail projects 0 Grants to BRB (Residuary) Ltd projects FUNDING FOR TRUST'S OPERATIONS From Network Rail From BRB (Residuary) Ltd Total Income Total Expenditure – Administration

1,863,084 0 1,863,084 188,300 10,000 198,300 198,313

* As no grants were awarded, this money was not utilised

EXECUTIVE DIRECTOR’S COMMENTARY As I’ve settled into the job over the last two years I’ve begun to see some common themes in our historic stations, and I propose to use my report this year to try and summarise them. However, before I do that, can I repeat my thanks to Malcolm and Claire for their on-going support and tolerance over the last year. At a strategic level, it is impossible not to notice the difference in painting finish between the lower and upper part of some train operating company (TOC)-leased stations. The contract between Network Rail and the TOCs, and the franchises between TOCs and government, have led to a much more frequent painting régime for those areas for which the TOCs are responsible. Unfortunately this can result in differing standards of finish, and sometimes even contrasting colour schemes, at different levels of the same station. I would welcome any move to alter franchise agreements to make the Station Facility Operator responsible for all painting on a leased station, whilst retaining the current franchise-driven pressure on regular painting. There are a couple of areas where the industry does itself no favours. All too often I see cables and conduits mounted on the exteriors of buildings without any thought as to their appearance, or their interaction with features of the station such as string courses, window surrounds, etc. Even worse is when repairs and alterations are carried out on a listed structure without Listed Building Consent, which sometimes results in enforcement action on the railway company concerned. The Trust has now been in operation for over twenty six years, and some of the early projects which it sponsored are now in need of further work to maintain their condition. Where routine repairs are needed the Trust is happy to see if it can support further work as part of a project. However, when a project has not been maintained, and the Trust is being asked to contribute to the restoration of a building that it did the same for a couple of decades ago, we are, perhaps, somewhat reluctant to give support, and likely to ask some pointed questions. Moving to a more general problem, the continuing amount of vandalism in our society has been an on-going concern. We were particularly saddened in the last year to learn of the attack on Barnham Signal Box, which we had funded the relocation of a year ago. Happily, the building is not lost, and we are working towards a further restoration. A more specific issue is the regular theft of lead from buildings. We have seen several projects that we have supported being attacked for this purpose, and are in on-going discussion with English Heritage about the possibility of using tern-coated steel as an alternative that is less likely to be stolen. Finally, I would mention the success of our web site. Over the last year we have been able to refer those approaching us to the site, thus avoiding quite a lot of work for us. Even better, many of those who contact us about possible projects have already done their homework, reading up on our processes on the web site. Andy Savage, Executive Director London July 2011

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

RAILWAY HERITAGE TRUST 2011

£ 1,862,700 *155,000 2,017,700

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